A mobile power supply vehicle

Abstract

This invention discloses a mobile power vehicle, comprising: a carriage mounted on a vehicle body, the carriage including an outer wall and an inner wall disposed inside the outer wall, a partition space being formed between the outer wall and the inner wall, and a multi-compartment assembly disposed within the partition space; the multi-compartment assembly is divided into multiple compartments by an airtight flexible membrane, each compartment being filled with friction particles. This invention, by setting a partition space between the outer and inner walls of the carriage and arranging the multi-compartment assembly, which is divided into multiple compartments by an airtight flexible membrane and filled with friction particles, allows the friction particles to undergo relative motion during vehicle vibration, generating frictional heat and micro-electrical energy. This utilizes the vehicle's inherent mechanical energy to achieve passive heating, solving the problem of existing technologies relying on onboard power for active heating, resulting in energy consumption accounting for as high as 50-60%, significantly reducing heating energy consumption by 15-25%, and extending the mobile power vehicle's battery life in extremely cold environments.

Description

Technical Field

[0001] This invention relates to a mobile power supply vehicle, belonging to the field of power supply vehicle technology. Background Technology

[0002] Mobile power vehicles, as core equipment for disaster relief, field construction, and military operations, must operate stably in extreme environments (such as extremely cold regions with temperatures as low as -30°C) to provide power to critical equipment and maintain the internal temperature of the vehicle (within a range of ±5°C). When operating in cold regions, the electronic equipment inside the vehicle (such as battery packs and control systems) is extremely sensitive to low temperatures; temperatures below 0°C may cause performance degradation or failure. Therefore, continuous heating from the onboard power supply is essential. Existing technologies generally employ a rigid insulation layer (such as polyurethane foam) combined with a battery-powered heating system to address the challenges of low temperatures.

[0003] Existing mobile power vehicles suffer from a sharp drop in insulation efficiency due to the tendency of rigid insulation materials (such as polyurethane foam) to develop microcracks under vehicle vibration (5-50 Hz). This increases the thermal conductivity by 30-40%, especially in environments down to -30℃, where the heat loss rate more than doubles, making it difficult to maintain the internal temperature of the vehicle. Insulation failure forces the onboard battery to continuously output more than 150% of its rated power to maintain the cabin temperature. In cold regions, heating energy consumption accounts for as much as 50-60% of the total energy consumption for a single mission (actual data), significantly shortening the driving range (by 40%) and diverting power resources intended for core equipment. Summary of the Invention

[0004] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a mobile power supply vehicle to solve the problems of the existing technology.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solution:

[0006] A mobile power supply vehicle, comprising:

[0007] A carriage installed on a vehicle body, the carriage including an outer wall and an inner wall disposed inside the outer wall, a partition space being formed between the outer wall and the inner wall, and a multi-compartment assembly being disposed within the partition space;

[0008] The multi-compartment assembly is divided into multiple compartments by an airtight flexible membrane. Each compartment is filled with friction particles, and adjacent compartments are provided with interconnected air pores.

[0009] The friction particles include particles coated with triboelectric material, which are used to generate heat and generate electrical energy through mutual friction, contact and separation of the particles when the vehicle vibrates.

[0010] A heating film is fixedly attached to the inner wall side of the compartment. The heating film is electrically connected to the electrical energy generated by the friction particles and to the vehicle power supply.

[0011] The multi-compartment assembly is connected to the air pump assembly via an air pipe. The air pump assembly is used to inflate the compartments to allow the friction particles to generate heat and micro-electrical energy through relative frictional movement during vibration, and to form an air insulation layer to maintain the internal temperature of the compartment. Alternatively, it can create a vacuum inside the compartment by evacuating air to fix the friction particles and prevent them from rubbing against each other.

[0012] As a further improvement, the airtight flexible membrane is a metallized polymer composite membrane, which includes a protective layer, an aluminum vapor-deposited layer and a polymer substrate layer arranged sequentially from the outside to the inside.

[0013] As a further improvement, the friction particles include a plurality of first particles and second particles of equal number. The surface of the first particles is coated with polydimethylsiloxane material, and the surface of the second particles is coated with polytetrafluoroethylene material. The friction between the first particles and the second particles forms a triboelectric couple to generate micro-electric energy.

[0014] As a further improvement, the heating film is a flexible PTC heating film or carbon fiber heating wire, which is attached to the inner wall to directly conduct heat to the interior of the carriage. The inner wall is a metal plate.

[0015] As a further improvement, the multi-compartment assembly also includes a conductive layer and a rectifier circuit disposed on the compartment wall. The conductive layer is used to collect the charge generated by the friction particles, and the rectifier circuit is used to convert alternating current into direct current and supply it to the heating film.

[0016] As a further improvement, the air pump assembly includes a vacuum pump and an air pump, as well as a solenoid valve connected to the air pipe.

[0017] It also includes a control unit, which is electrically connected to the vacuum pump, the air pump, and the solenoid valve.

[0018] As a further improvement, a pressure sensor is also included, which is disposed in the air tube or the compartment to monitor the air pressure in the compartment to prevent overcharging or excessive vacuuming. The pressure sensor is electrically connected to the control unit.

[0019] As a further improvement, the inner wall is an aluminum alloy plate or a composite metal plate, and the heating film is fixedly attached to the inner wall by thermal conductive adhesive.

[0020] As a further improvement, the inner surface of the outer wall is also wrapped with a passive insulation layer, which includes aerogel felt or vacuum insulation panel core material.

[0021] As a further improvement, it also includes temperature sensors installed inside and outside the carriage and vibration sensors installed inside the carriage. The temperature sensors and vibration sensors are electrically connected to the control unit and are used to automatically switch between inflation and deflation modes according to the temperature inside and outside the carriage and the intensity of vibration.

[0022] Beneficial effects

[0023] This invention establishes a partition space between the outer and inner walls of the vehicle compartment and arranges a multi-compartment assembly. This multi-compartment assembly is divided into multiple compartments by an airtight flexible membrane and filled with friction particles. This allows the friction particles to move relative to each other during vehicle vibration, generating frictional heat and micro-electrical energy. This utilizes the vehicle's inherent mechanical energy to achieve passive heating, solving the problem that existing technologies rely on onboard power for active heating, resulting in energy consumption accounting for as much as 50% to 60%. This invention significantly reduces heating energy consumption by 15% to 25% and extends the electric range of the mobile power vehicle in extremely cold environments.

[0024] The multi-compartment assembly is connected by an air pump assembly, which can inflate the compartments according to the working conditions to allow the friction particles to move relative to each other and generate heat, or evacuate the air to form a vacuum to fix the friction particles and significantly reduce the thermal conductivity. Thus, passive heating is given priority when the vehicle is in motion. In areas with normal or relatively hot temperatures, a vacuum is formed by evacuating the air to keep the particles stationary. Switching to an ultra-strong vacuum can keep the interior warm or cold. This solves the problem that existing rigid insulation materials are prone to micro-cracks under vibration, which leads to a 30 to 40% reduction in insulation efficiency. It improves the system's adaptability to different operating conditions and keeps the temperature fluctuation inside the compartment within a narrower range.

[0025] By attaching the heating film tightly to the inner wall of the metal and connecting it with the micro-electrical energy generated by the friction particles and the vehicle power supply, all heat is preferentially conducted directly to the interior of the vehicle through the high thermal conductivity metal plate, thereby increasing the heat transfer efficiency to over 85%. This solves the problem of ineffective heat loss in the insulation layer of traditional heating elements, further reduces heat loss, avoids the risk of local overheating, and improves heating uniformity and system safety.

[0026] By employing a metallized polymer composite membrane with an airtight flexible membrane, a protective layer, an aluminum vapor-deposited layer, and a polymer substrate layer are sequentially arranged from the outside to the inside. The protective layer provides mechanical strength and resistance to environmental corrosion, the aluminum vapor-deposited layer forms a dense gas barrier structure and reflects infrared radiation, and the polymer substrate layer ensures heat sealing reliability and inner wear resistance. This allows the membrane to maintain long-term airtightness and flexibility under repeated gas filling and vacuuming cycles and particle friction environments, solving the problem of vacuum failure caused by the decay of gas barrier performance over time in existing insulation structures and extending the insulation life of the interlayer.

[0027] The friction particles are composed of multiple first and second particles of equal quantity. The surface of the first particles is coated with polydimethylsiloxane material, and the surface of the second particles is coated with polytetrafluoroethylene material, forming a triboelectric pair with the greatest polarity difference. This increases the energy generation efficiency during vibration by 20% to 40%, thereby providing more self-generated energy for the heating film, reducing dependence on vehicle power supply, further reducing the active heating frequency, and optimizing the overall energy consumption distribution under extreme cold conditions.

[0028] By wrapping the inner side of the outer wall with a passive insulation layer, which includes aerogel felt or vacuum insulation panel core material, a basic thermal insulation barrier is formed to significantly block the intrusion of external cold. This creates a layered insulation redundancy with the vacuum mode of the multi-compartment components, solving the problem of significant thermal bridging effect of a single insulation method in environments below -30 degrees Celsius. This reduces the overall heat loss of the carriage by 40% to 60% and improves the reliability of the system under long-term low-temperature exposure.

[0029] The air pump assembly, including a vacuum pump and an air pump, is connected to the air pipe via a solenoid valve. It is electrically connected to the control unit along with an air pressure sensor, a temperature sensor inside and outside the vehicle compartment, and a vibration sensor. This allows the control unit to automatically switch between inflation and deflation modes based on real-time air pressure, temperature difference, and vibration intensity. This enables precise working condition response and safety protection, solving the problems of cumbersome manual adjustment and insufficient heat generation or membrane material damage caused by improper switching. It improves temperature control accuracy to within ±2 degrees Celsius, reduces additional energy consumption by 10 to 20%, and ensures the continuous and stable operation of the mobile power vehicle in disaster relief, field construction, and military operations. Attached Figure Description

[0030] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained from these drawings without creative effort.

[0031] Figure 1 This is a side view schematic diagram of a mobile power supply vehicle according to the present invention.

[0032] Figure 2 This is a partial enlarged cross-sectional structural diagram of the side wall of a carriage according to the present invention.

[0033] Figure 3 yes Figure 2 Enlarged structural diagram at point A in the middle.

[0034] Figure 4 yes Figure 3 Enlarged schematic diagram of a single compartment.

[0035] Figure 5 yes Figure 4 Enlarged structural diagram at point B.

[0036] Figure 6 This is a schematic diagram of the connection structure of a mobile power supply vehicle module according to the present invention.

[0037] 1. Carriage; 2. Outer wall; 3. Inner wall; 4. Partition space; 5. Multi-compartment assembly; 51. Airtight flexible membrane; 52. Compartment; 53. Friction particles; 54. Conductive layer; 55. Rectifier circuit; 6. Heating film; 7. Air pipe; 8. Air pump assembly; 81. Vacuum pump; 82. Air pump; 83. Solenoid valve; 9. Pressure sensor; 10. Passive insulation layer; 11. Temperature sensor; 12. Vibration sensor; 13. Car body; 14. On-board power supply; 15. Control unit; 521. Air vent; 511. Aluminum vapor deposition layer; 512. Polymer substrate layer; 513. Protective layer; 531. First particle; 532. Second particle. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to represent selected embodiments of the invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0039] In the description of this invention, 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 indicated technical features. 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.

[0040] Reference Figure 1-6 As shown, a mobile power supply vehicle includes: a compartment 1 installed on a vehicle body 13, the compartment 1 including an outer wall 2 and an inner wall 3 disposed inside the outer wall 2, a partition space 4 being formed between the outer wall 2 and the inner wall 3, and a multi-compartment assembly 5 being disposed in the partition space 4;

[0041] The multi-compartment assembly 5 is divided into multiple compartments 52 by an airtight flexible membrane 51. Each compartment 52 is filled with friction particles 53, and adjacent compartments 52 are provided with interconnected air holes 521.

[0042] The friction particles 53 include particles coated with triboelectric material, which are used to generate heat and generate electrical energy through mutual friction, contact and separation of the particles when the vehicle vibrates.

[0043] A heating film 6 is fixedly attached to the side of the compartment 52 facing the inner wall 3. The heating film 6 is electrically connected to the electrical energy generated by the friction particles 53 and to the vehicle power supply 14.

[0044] The multi-compartment assembly 5 is connected to the air pump assembly 8 via the air pipe 7. The air pump assembly 8 is used to inflate the compartment 52 to allow the friction particles 53 to generate heat and micro-electrical energy through relative frictional movement during vibration, and to form an air insulation layer to maintain the internal temperature of the carriage 1, or to create a vacuum inside the compartment 52 by evacuating air to fix the friction particles 53 and prevent the friction particles 53 from rubbing against each other.

[0045] By setting up a multi-compartment component 5 in the partition space 4 of the mobile power vehicle compartment 1, the vibration energy during vehicle movement is cleverly utilized to achieve passive self-heating. At the same time, combined with the air-controlled vacuum insulation mechanism and electric auxiliary heating, the technical problems of low insulation efficiency and high heating energy consumption in extreme cold environments of existing technologies are effectively solved.

[0046] When the vehicle is driving or operating in a cold region, the control system detects that the internal temperature of the compartment 1 is lower than the set value and is accompanied by a vibration signal. At this time, the air pump assembly 8 fills the compartment 52 in the multi-compartment assembly 5 with low-pressure air, causing the compartment 52 to expand slightly, and the internal friction particles 53 obtain sufficient space to move.

[0047] Under the inherent vibration of the vehicle from 5 Hz to 50 Hz, the friction particles 53 collide, rub, and separate from each other, directly generating frictional heat. Simultaneously, the triboelectric material coated on the surface generates micro-electric energy through a triboelectric effect. This collected energy is directly supplied to the heating film 6 attached to one side of the inner wall 3, achieving efficient heat transfer to the interior of the passenger compartment 1, forming a passive heating process with zero additional energy consumption. The expanded air layer further assists in heat preservation. In areas with normal or relatively high temperatures, a vacuum is created by evacuating air to keep the particles stationary. Switching to a super-strong vacuum can provide heat preservation or cooling. The air pump assembly 8 evacuates air to create a near-vacuum state inside the compartment 52. The compartment 52 contracts, fixing the friction particles 53 and preventing relative movement, thus completely shutting off passive heat generation. Simultaneously, the vacuum state significantly reduces the thermal conductivity, providing extremely high passive heat preservation performance. If vibration is insufficient and temperature replenishment is still required, the heating film 6 is briefly heated by the onboard power supply 14.

[0048] The multi-compartment assembly 5 is divided by an airtight flexible membrane 51. This flexible structure prevents micro-cracks from forming under vibration, ensuring long-term stable thermal insulation performance. It utilizes the inherent mechanical energy of vehicle vibration to convert it into heat and electricity, achieving true passive heating and significantly reducing reliance on the vehicle's battery. The switchable inflation and vacuum contraction mechanism allows the system to perform optimally under both driving heating and stationary insulation conditions. The heating membrane 6 is tightly fitted to the inner wall 3, ensuring that all generated heat is preferentially conducted into the vehicle compartment 1, resulting in high heat utilization.

[0049] Compared to existing technologies, rigid insulation layers are prone to micro-cracks under vibration, leading to a 30-40% increase in thermal conductivity and exacerbated heat loss. The flexible multi-compartment 52 structure completely avoids this problem, significantly improving insulation stability. Under extreme cold conditions, existing technologies consume 50-60% of total energy for heating and reduce operating time by 40%. By combining passive vibration heating and vacuum ultra-strong insulation, heating energy consumption is reduced to 15-25%, operating time is extended by over 30%, and more power is released to supply core rescue equipment. It eliminates the need for additional fuel heating devices, features a lightweight structure, and is easy to maintain, making it more suitable for long-term reliable operation in complex scenarios such as disaster relief, field construction, and military operations.

[0050] As a further improvement, the airtight flexible membrane 51 is a metallized polymer composite membrane, and the airtight flexible membrane 51 includes a protective layer, an aluminum vapor-deposited layer 511 and a polymer substrate layer 512 arranged sequentially from the outside to the inside.

[0051] Among them, the airtight flexible membrane 51 adopts a metallized polymer composite membrane structure, with a protective layer, an aluminum vapor-deposited layer 511 and a polymer substrate layer 512 arranged sequentially from the outside to the inside. This layer arrangement can effectively address the mechanical damage, gas infiltration and heat radiation loss problems faced by mobile power vehicles during long-term operation in extreme environments, thereby significantly improving the airtightness and thermal insulation durability of the compartment 52.

[0052] The outermost protective layer is typically made of high-strength polymer materials such as polyamide or polyethylene terephthalate. Its main function is to provide excellent mechanical protection against vehicle vibration, particle friction, and scratches, punctures, and UV aging from the external environment, ensuring that the aluminum vapor-deposited layer 511 is protected from physical damage. The middle aluminum vapor-deposited layer 511 is generally 30 to 100 nanometers thick and is deposited on the substrate through a vacuum vapor deposition process, forming a continuous and dense metal barrier structure that can almost completely block the penetration of oxygen, water vapor, and other gases. It also has extremely high infrared radiation reflectivity, reducing heat loss. The innermost polymer substrate layer 512 is mostly made of heat-sealing materials such as polyethylene or modified polypropylene. It directly faces the friction particles 53 inside the compartment 52, providing a smooth and wear-resistant surface and facilitating heat sealing to form an airtight compartment 52. At the same time, it serves as the supporting substrate for the aluminum vapor-deposited layer 511, ensuring that the entire membrane material maintains its flexibility and sealing integrity during repeated inflation and vacuum cycles.

[0053] By employing a layered arrangement from the outside in, the protective layer first withstands external stress and environmental corrosion. The aluminum vapor-deposited layer 511, under sufficient protection, fully exerts its gas-barrier and reflective functions, while the polymer substrate layer 512 ensures compatibility with the particles on the inner side and reliable sealing of the compartment 52. In rescue operations with frequent vehicle vibrations, this avoids oxidation or defect propagation caused by direct exposure of the aluminum layer, maintains long-term stability of the low thermal conductivity under vacuum conditions, and effectively prevents the micro-cracks and gas-barrier performance degradation problems common in existing rigid insulation materials. This maintains the insulation efficiency of the partition at a higher level, reduces heat loss from the carriage 1, and lowers overall heating energy consumption.

[0054] As a further improvement, the friction particles 53 include a plurality of first particles 531 and second particles 532 of the same number. The surface of the first particles 531 is coated with polydimethylsiloxane material, and the surface of the second particles 532 is coated with polytetrafluoroethylene material. The friction between the first particles 531 and the second particles 532 forms a triboelectric couple to generate micro-electric energy.

[0055] The heating film 6 is a flexible PTC heating film 6 or a carbon fiber heating wire, which is attached to the inner wall 3 to directly conduct heat to the interior of the carriage 1. The inner wall 3 is a metal plate.

[0056] The friction particles 53 consist of multiple first particles 531 and second particles 532 of equal quantity. The surface of the first particles 531 is coated with polydimethylsiloxane material, and the surface of the second particles 532 is coated with polytetrafluoroethylene material. This pairing of heterogeneous materials can form a highly efficient triboelectric couple through repeated contact separation and sliding friction between the particles during vehicle vibration, which significantly improves the micro-electric energy generation efficiency, thereby providing more self-generated energy for the heating film 6 and reducing the dependence on the vehicle power supply 14.

[0057] Polydimethylsiloxane is a strongly negative material in the triboelectric sequence, while polytetrafluoroethylene is located at the strongly positive end of the sequence. The polarity difference between the two in the triboelectric sequence is maximized. When the two come into contact, electrons are transferred from polytetrafluoroethylene to polydimethylsiloxane, resulting in obvious surface charge separation.

[0058] Subsequently, during the separation or sliding process caused by vibration, the charge redistribution generates an alternating potential difference, which can output alternating current energy through coupling with the conductive layer 54 of the compartment wall 52. The equal number of first particles 531 and second particles 532 ensure that the triboelectric couples are fully paired, avoiding insufficient power generation caused by the low charge transfer efficiency between particles of a single material.

[0059] In actual operation, when the air pump assembly 8 inflates the compartment 52 to give the particles room to move, the vehicle's 5 to 50 Hz vibration drives a large number of heterogeneous particles to simultaneously undergo triboelectric effect. The generated micro-electric energy is rectified and directly supplied to the heating film 6 attached to the inner wall 3, realizing the efficient conversion of mechanical energy into electrical energy and then into thermal energy, further amplifying the particle frictional heat effect.

[0060] This particle material pairing method effectively solves the problem of low power generation efficiency or even almost no power output of single material or material particles with similar polarity under vibration. Under the frequent off-road vibration conditions of rescue vehicles, it can stably provide auxiliary power, increase the passive heat generation capacity by 20% to 40%, thereby significantly reducing the frequency of active electric heating and the heating load of the vehicle battery, extending the overall electric range in extreme cold environments, and keeping the temperature fluctuation inside the vehicle compartment 1 within a smaller range.

[0061] As a further improvement, the multi-compartment assembly 5 also includes a conductive layer 54 and a rectifier circuit 55 disposed on the wall of the compartment 52. The conductive layer 54 is used to collect the charge generated by the friction particles 53, and the rectifier circuit 55 is used to convert the alternating current into direct current and supply it to the heating film 6.

[0062] Among them, the heating film 6 is a flexible PTC heating film 6 or a carbon fiber heating wire, which is closely attached to the inner wall 3. The inner wall 3 is made of metal plate, which can realize efficient unidirectional heat conduction and self-limiting temperature safety control. It effectively solves the problem of heat loss caused by excessively long heat transmission path generated by the particle layer or compartment 52 and the risk of overheating of traditional heating elements in low temperature environment, thereby improving the heat utilization rate and operational reliability of the overall insulation system.

[0063] In this embodiment, a flexible PTC heating film 6 is used. The flexible PTC heating film 6 has a positive temperature coefficient characteristic. As the temperature rises, the resistance increases sharply, thereby automatically limiting the power output and avoiding local overheating.

[0064] Alternatively, carbon fiber heating wire can be used, which features uniform heating, rapid response, and high flexibility. Both can be bent to fit complex curved surfaces, ensuring full contact with the inner wall 3. The inner wall 3 is made of aluminum alloy or steel metal plate, with a thermal conductivity of over 200 watts per meter Kelvin. When the heating film 6 receives micro-electrical energy generated by the friction particles 53 or power from the vehicle power supply 14, heat is rapidly and evenly diffused through the metal plate and directly radiated and convectioned to the equipment area inside the carriage 1, increasing the heat transfer efficiency to over 85% and virtually eliminating the thermal resistance bottleneck of the intermediate medium. At the same time, the high heat capacity of the metal plate also helps to smooth temperature fluctuations and keep the internal temperature of the carriage 1 stable within a narrower range.

[0065] In actual operation, when the vehicle vibration drives the friction particles 53 to generate micro-electrical energy, the electric energy is preferentially supplied to the heating film 6 to achieve zero-energy auxiliary heating. In the case of insufficient vibration or extremely cold and static conditions, the vehicle power supply 14 briefly intervenes in the heating film 6 to supplement it. The heat is still quickly guided into the interior through the metal plate to avoid the heat being lost to the external environment.

[0066] Compared to the traditional arrangement of heating wires embedded inside the insulation layer, this structure that is close to the inner wall 3 significantly reduces the ineffective heat loss in the insulation layer, further reducing heating energy consumption by 15% to 25%, while eliminating safety hazards caused by overheating and extending the life of heating elements. It is particularly suitable for harsh conditions of long-term low-temperature exposure in rescue missions.

[0067] A conductive layer 54 and a rectifier circuit 55 are provided in the multi-compartment assembly 5. The conductive layer 54 is arranged on the side of the wall of the compartment 52 facing the friction particles 53. It is used to collect the surface charge generated by the friction of the first particle 531 and the second particle 532 during vehicle vibration to form an alternating potential difference. The rectifier circuit 55 uses a full-bridge rectifier to convert the alternating electrical energy into direct current electrical energy, and supplies it directly to the heating film 6 attached to the inner wall 3 through wires, thereby efficiently converting the micro-electrical energy generated by particle friction into heat, further amplifying the passive heating effect.

[0068] In actual operation, when the air pump assembly 8 inflates the compartment 52 to provide relative movement space for the friction particles 53, vehicle vibration drives the heterogeneous particles to repeatedly contact and separate. The conductive layer 54 senses and captures the current generated by charge transfer, and the rectifier circuit 55 processes the high-voltage, low-current pulse output in real time, preventing reverse leakage and ensuring stable DC power supply to the heating film 6. Even with low micro-energy power density, typically in the milliwatt range, it can provide auxiliary heat to the heating film 6 without requiring additional energy storage components to interfere with rapid response. If necessary, a small supercapacitor can be connected in parallel to temporarily store intermittent electrical energy, ensuring continuous operation of the heating film 6 during vibration fluctuations.

[0069] By using micro-electricity collection and supply methods, the problem of unstable output and difficulty in direct utilization of particle-based triboelectric effect is effectively solved. Under the low-frequency vibration environment of rescue vehicles, the conversion efficiency of mechanical energy to electrical energy and then to thermal energy can be increased by 20% to 30%, significantly reducing the dependence on active heating of the vehicle power supply 14, and further optimizing the overall energy consumption and stability of the temperature maintenance of the compartment 1 under extremely cold conditions.

[0070] The filling amount of friction particles 53 is controlled at 30% to 40% of the space of compartment 52. The particle size is selected as spherical or near-spherical particles with a base material diameter of 2 mm. The diameter of the air hole 521 connecting adjacent compartments 52 is set at 1 mm. This can ensure that the friction particles 53 can flow and generate heat under vibration while preventing the particles from leaking from the air hole 521. This effectively solves the problems of particle migration and leakage due to excessively small particle size or movement restriction due to excessively large particle size, thereby achieving high efficiency of passive heat generation and long-term reliability of the system.

[0071] The filling amount is maintained within the range of 30% to 40%, ensuring that the friction particles 53 in the inflated state of compartment 52 have sufficient relative movement space. This avoids overfilling, which would cause particle crowding and reduce the collision frequency, while also preventing underfilling, which would lead to uneven heat generation. At this ratio, vehicle vibrations of 5 to 50 Hz can drive the particles to fully fluidize, forming a uniform frictional thermal field and stable micro-electrical energy output, increasing the overall heat generation power by 20% to 35%. The particle size is selected from 2 to 5 mm substrate particles. On the one hand, the moderate mass facilitates rapid response to vibration and generates an efficient triboelectric effect under low-pressure inflation. On the other hand, it is significantly larger than the diameter of the connecting vent 521, ensuring that the particles cannot migrate to adjacent compartments 52 through the vent 521, avoiding filling imbalance or particle loss during long-term operation. The substrate is mostly made of elastic polymer materials such as silicone rubber or polyurethane, ensuring wear resistance and shape recovery ability under repeated impacts, further maintaining the stability of the triboelectric coating.

[0072] The pores 521 are much smaller than the particle size to completely block particle leakage, and large enough to ensure that the air pump assembly 8 can complete the pressure equalization switching of the entire compartment 52 within tens of seconds, avoiding stress concentration in the airtight flexible membrane 51 caused by local overpressure or uneven vacuuming, while maintaining smooth airflow to reduce pump load and energy consumption.

[0073] As a further improvement, the inner wall 3 is an aluminum alloy plate or a composite metal plate, and the heating film 6 is fixedly attached to the inner wall 3 by thermally conductive adhesive. The inner side of the outer wall 2 is also wrapped with a passive insulation layer 10, which includes aerogel felt or vacuum insulation board core material.

[0074] The inner wall 3 is made of aluminum alloy plate or composite metal plate, and the heating film 6 is fixedly attached to it with heat conduction adhesive. At the same time, a passive insulation layer 10 is wrapped on the inner side of the outer wall 2. The passive insulation layer 10 includes aerogel felt or vacuum insulation board core material. This composite arrangement can further optimize the directional heat conduction and enhance the basic heat insulation performance. It effectively solves the problems of excessive heat loss and poor temperature uniformity in extremely cold and vibrating environments when using only active heating or passive insulation. This achieves long-term stable maintenance of the internal temperature of the carriage 1 and minimizes the overall energy consumption.

[0075] Because aluminum alloy plates or composite metal plates have high thermal conductivity and good structural strength, they can achieve seamless thermal coupling with heating film 6 through thermal conductive adhesive. This ensures that the heat generated by heating film 6 or the heat transferred by friction particles 53 can be rapidly diffused to the entire inner wall 3 surface with almost no loss, forming uniform radiation and convection heating into the interior of the carriage 1, avoiding local hot spots or cold areas.

[0076] The thermally conductive adhesive itself has a thermal conductivity of 5 to 10 Kelvin per meter, while also possessing flexibility and temperature resistance, ensuring a firm and non-detached adhesion even under vehicle vibration and temperature cycling. The aerogel felt wrapped inside the outer wall 2 has a thermal conductivity as low as 0.015 Kelvin per meter, or the vacuum insulation panel core material has an even lower thermal conductivity of 0.004 Kelvin per meter. As the first passive barrier, it significantly blocks the heat intrusion from the extremely cold external environment, providing additional insulation redundancy even when the multi-compartment component 5 is in vacuum mode.

[0077] In actual operation, when the vehicle is in an environment below -30 degrees Celsius, the passive insulation layer 10 on both sides of the outer wall first isolates the external cold air, reducing the thermal bridging effect; the multi-compartment component 5 switches between gas-filled heating and vacuum super-insulation according to the working conditions; all heat is ultimately efficiently guided to the internal equipment of the compartment 1 through the metal inner wall 3 with an additional heat film 6. Through this layered insulation and directional heat transfer structure that combines the inside and outside, compared with the traditional method that relies on only a single insulation material, the overall heat loss of the compartment 1 is reduced by 40% to 60%, the temperature fluctuation is controlled within a narrower range, the heating pressure of the on-board power supply 14 is significantly alleviated, the endurance of rescue missions is extended, and the structural stability and long-term insulation reliability of the system under off-road vibration are improved.

[0078] As a further improvement, the air pump assembly 8 includes a vacuum pump 81 and an air pump 82, as well as a solenoid valve 83 connected to the air pipe 7.

[0079] It also includes a control unit 15, which is electrically connected to a vacuum pump 81, an air pump 82, and a solenoid valve 83.

[0080] As a further improvement, a pressure sensor 9 is also included. The pressure sensor 9 is disposed in the air pipe 7 or the compartment 52 and is used to monitor the air pressure in the compartment 52 to prevent overcharging or excessive vacuuming. The pressure sensor 9 is electrically connected to the control unit 15.

[0081] It also includes a temperature sensor 11 installed inside and outside the carriage 1 and a vibration sensor 12 installed inside the carriage 1. The temperature sensor 11 and the vibration sensor 12 are electrically connected to the control unit 15 and are used to automatically switch between inflation and deflation modes according to the temperature and vibration intensity inside and outside the carriage 1.

[0082] Integrated control enables precise adjustment of the 52 atmosphere pressure in the compartment and adaptive switching of operating conditions, effectively solving the problems of insufficient heat generation or insulation failure caused by cumbersome manual operation and improper switching timing, thereby ensuring the automated operation and maximum energy utilization efficiency of the system in complex rescue environments.

[0083] As the core scheduling component, the control unit 15 automatically executes inflation or deflation commands based on the temperature difference between the inside and outside of the compartment 1 monitored by the temperature sensor 11, the vehicle movement intensity detected by the vibration sensor 12, and the real-time pressure value inside the compartment 52 fed back by the air pressure sensor 9.

[0084] In actual operation, when the vibration sensor 12 detects typical off-road vibrations of 5 to 50 Hz and the internal temperature of the compartment 1 is lower than the set threshold, the control unit 15 first opens the solenoid valve 83 and starts the air pump 82 to fill the compartment 52 with low-pressure air to the upper limit of the air pressure sensor 9, so that the friction particles 53 can obtain activity space to start passive heat generation.

[0085] When the vibration decreases or the temperature reaches the target range, the control unit 15 switches to vacuum pump 81, which draws air through solenoid valve 83 to the lower limit value of pressure sensor 9, creating a vacuum state to shut down heating and enhance insulation. Pressure sensor 9 monitors the entire process to prevent overcharging from damaging compartment 52 or excessive vacuuming from causing membrane collapse, ensuring a safe and stable switching process. Temperature sensor 11 provides internal and external temperature difference data to determine heating needs, while vibration sensor 12 distinguishes between driving and stationary conditions, realizing intelligent logic that prioritizes the use of vehicle mechanical energy.

[0086] The linkage configuration of multiple sensors and control unit 15 significantly improves the system's response speed and reliability, avoids delays or errors due to human judgment, and can further reduce heating energy consumption by 10 to 20% under the conditions of frequent vehicle starts and stops and changing road conditions during disaster relief. The temperature control accuracy is improved to within ±2 degrees Celsius, while extending the life of airtight flexible membrane 51 and pump components, reducing maintenance intervention, and ensuring the continuous and stable power supply capability of mobile power vehicles in extremely cold environments.

[0087] It should be noted that the device structure and accompanying drawings of this invention mainly describe the principle of this invention. In terms of the technical aspects of this design principle, the setting of the power mechanism, power supply system and control system of the device is not fully described. However, under the premise that those skilled in the art understand the principle of the above invention, the specific details of its power mechanism, power supply system and control system can be clearly understood. The control method in the application document is automatic control through a controller. The control circuit of the controller can be implemented by those skilled in the art through simple programming.

[0088] All standard parts used can be purchased from the market, and can be customized according to the instructions and drawings. The specific connection methods of each part adopt conventional methods such as bolts, rivets, and welding that are mature in the existing technology. The machinery, parts and equipment adopt conventional models in the existing technology, and the structure and principle of the components known to those skilled in the art can be known by those skilled in the art through technical manuals or conventional experimental methods.

[0089] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the invention by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the invention should be included within the scope of protection of the invention.

Claims

1. A mobile power supply vehicle, characterized in that, include: A compartment (1) installed on a vehicle body (13) includes an outer wall (2) and an inner wall (3) disposed inside the outer wall (2). A partition space (4) is formed between the outer wall (2) and the inner wall (3). A multi-compartment assembly (5) is disposed in the partition space (4). The multi-compartment assembly (5) is divided into multiple compartments (52) by an airtight flexible membrane (51). Each compartment (52) is filled with friction particles (53), and adjacent compartments (52) are provided with interconnected air holes (521). The friction particles (53) include particles coated with triboelectric material, which are used to generate heat and generate electrical energy through mutual friction, contact and separation of the particles when the vehicle vibrates. A heating film (6) is fixedly attached to the side of the compartment (52) facing the inner wall (3). The heating film (6) is electrically connected to the electrical energy generated by the friction particles (53) and to the vehicle power supply (14). The multi-compartment assembly (5) is connected to the air pump assembly (8) via an air pipe (7). The air pump assembly (8) is used to inflate the compartment (52) to allow the friction particles (53) to generate heat and micro-electric energy through relative frictional movement during vibration, and to form an air insulation layer to maintain the temperature inside the compartment, or to create a vacuum inside the compartment (52) by evacuating air to fix the friction particles (53) and prevent the friction particles (53) from rubbing against each other.

2. A mobile power supply vehicle according to claim 1, characterized in that, The airtight flexible membrane (51) is a metallized polymer composite membrane. The airtight flexible membrane (51) includes a protective layer (513), an aluminum vapor deposition layer (511), and a polymer substrate layer (512) arranged sequentially from the outside to the inside.

3. A mobile power supply vehicle according to claim 1, characterized in that, The friction particles (53) include a plurality of first particles (531) and second particles (532) of the same number. The surface of the first particles (531) is coated with polydimethylsiloxane material, and the surface of the second particles (532) is coated with polytetrafluoroethylene material. The friction between the first particles (531) and the second particles (532) forms a triboelectric couple to generate micro-electric energy.

4. A mobile power supply vehicle according to claim 1, characterized in that, The heating film (6) is a flexible PTC heating film or carbon fiber heating wire, which is attached to the inner wall (3) to directly conduct heat to the interior of the carriage. The inner wall (3) is a metal plate.

5. A mobile power supply vehicle according to claim 1, characterized in that, The multi-compartment assembly (5) further includes a conductive layer (54) and a rectifier circuit (55) disposed on the wall of the compartment (52). The conductive layer (54) is used to collect the charge generated by the friction particles (53), and the rectifier circuit (55) is used to convert the alternating current into direct current and supply it to the heating film (6).

6. A mobile power supply vehicle according to claim 1, characterized in that, The air pump assembly (8) includes a vacuum pump (81) and an air pump (82), as well as a solenoid valve (83) connected to the air pipe (7). It also includes a control unit (15), which is electrically connected to a vacuum pump (81), an air pump (82), and a solenoid valve (83).

7. A mobile power supply vehicle according to claim 6, characterized in that, It also includes a pressure sensor (9), which is disposed in the air pipe (7) or the compartment (52) to monitor the air pressure in the compartment to prevent overcharging or excessive vacuuming. The pressure sensor (9) is electrically connected to the control unit (15).

8. A mobile power supply vehicle according to claim 4, characterized in that, The inner wall (3) is an aluminum alloy plate or a composite metal plate, and the heating film (6) is fixedly attached to the inner wall (3) by thermal conductive adhesive.

9. A mobile power supply vehicle according to claim 1, characterized in that, The inner side of the outer wall (2) is also wrapped with a passive insulation layer (10), which includes aerogel felt or vacuum insulation board core material.

10. A mobile power supply vehicle according to claim 6, characterized in that, It also includes a temperature sensor (11) installed inside and outside the carriage (1) and a vibration sensor (12) installed inside the carriage (1). The temperature sensor (11) and the vibration sensor (12) are electrically connected to the control unit (15) and are used to automatically switch between inflation and deflation modes according to the temperature inside and outside the carriage and the vibration intensity.

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