High-stability emergency communication operation vehicle and vehicle body structure thereof

Abstract

The high-stability emergency communication operation vehicle comprises a vehicle body framework rigidly connected with a vehicle chassis, a mounting area used for mounting communication equipment is arranged in the vehicle body framework, and a multi-stage cooperative damping system is constructed on the vehicle body structure; the multi-stage cooperative shock absorption system at least comprises an equipment-stage shock absorption module which comprises a first shock absorption element for isolating communication equipment from a vehicle body framework; the platform-level damping module comprises a composite damping support arranged between the hydraulic supporting leg and the vehicle body framework, and the composite damping support is used for isolating vibration of the vehicle body and the ground in an operation state; the structure-level damping module comprises a damping material which is filled or sprayed in an inner cavity of the vehicle body framework. The vehicle body structure has the advantages that the stability and the damping performance of the vehicle body structure are improved, the communication equipment is effectively protected from being influenced by vibration, and reliable operation under severe conditions is ensured.

Description

Technical Field

[0001] This invention relates to the field of emergency communication vehicle technology, and in particular to a highly stable emergency communication vehicle and its body structure. Background Technology

[0002] In traditional emergency communication support vehicle applications, insufficient rigidity in the connection between the vehicle frame and chassis has been identified, leading to decreased overall structural stability and a fragmented structural characteristic. Vibration transmission paths are not systematically designed, and vibration damping measures are only implemented between the communication equipment and the cabin floor. Currently, the commonly used method is simply installing simple damping pads between the equipment and the cabin floor, which cannot effectively isolate broadband, multi-directional vibrations transmitted from the chassis, especially low-frequency components. Furthermore, the general-purpose truck chassis has not been optimized for the installation requirements of communication equipment, resulting in uneven distribution of the equipment's center of gravity and chaotic cable routing, affecting system operational reliability.

[0003] For example, during communication restoration missions in earthquake-stricken mountainous areas, the vehicle's frame and chassis underwent periodic twisting deformation as it traveled on rough roads, triggering structural noises. Poor contact in communication equipment connectors due to continuous vibration was recorded, and malfunctions in the switch were detected. Simultaneously, an improper equipment layout resulted in a high center of gravity, significantly increasing the risk of rollover during cornering and weakening the stability of the communication link.

[0004] If the above problems are not addressed, the process of structural fatigue damage will be accelerated, and the risk of fracture at the joints of the vehicle body frame will increase. Long-term operation of communication equipment in a vibrating environment will increase the probability of loose solder joints and hard drive failure, threatening mission continuity. Design flaws in the operating platform will also reduce field operation efficiency and increase the complexity of maintenance processes.

[0005] Furthermore, existing solutions lack specific design considerations for communication operation scenarios. General-purpose truck chassis are not designed for communication operations, and their structural layout fails to adequately account for the unique needs of communication equipment installation, heat dissipation, cable routing, and personnel operation. Inappropriate equipment layout can lead to uneven center of gravity distribution; chaotic cable routing is susceptible to interference and difficult to maintain; and there is a lack of expansion platforms specifically designed for field operations. All of these issues severely impact the efficiency and safety of actual operations.

[0006] To address the aforementioned issues, existing technologies urgently need improvement. Summary of the Invention

[0007] Based on this, the purpose of the present invention is to provide a highly stable emergency communication vehicle and its body structure, which has the advantages of improving the stability and shock absorption performance of the body structure, effectively protecting communication equipment from vibration, and ensuring reliable operation under harsh conditions.

[0008] To achieve the above objectives, the present invention adopts the following technical solution.

[0009] A high-stability emergency communication vehicle body structure includes a body frame rigidly connected to the vehicle chassis, an installation area for installing communication equipment is provided inside the body frame, and the body structure is constructed with a multi-level cooperative shock absorption system. A multi-stage coordinated vibration reduction system includes at least: Equipment-grade damping module, including a first damping element that isolates communication equipment from the vehicle frame; The platform-level shock absorption module includes a composite shock absorption bracket installed between the hydraulic outriggers and the vehicle frame. The composite shock absorption bracket is used to isolate the vehicle body from ground vibration during operation. Structural damping modules, including damping materials that are filled or sprayed into cavities inside the vehicle body frame.

[0010] Through an integrated rigid connection design and a multi-level coordinated vibration reduction system, the problem of poor structural stability and weak vibration protection of traditional emergency communication vehicles is fundamentally solved, providing a truly reliable and stable mobile working platform for precision communication equipment, and greatly improving the efficiency and safety of emergency communication operations.

[0011] Furthermore, this application proposes that the vehicle body frame includes an integrated underframe design, which is rigidly connected to the main beams of the vehicle chassis via rigid connectors to form a low-center-of-gravity integrated load-bearing frame. The integrated underframe design provides higher structural rigidity and strength, ensuring a stable and reliable connection between the vehicle body and chassis during vehicle operation or work, effectively resisting external impacts and vibrations. Moreover, the optimized design of the underframe lowers the center of gravity of the entire vehicle structure. This low center of gravity design significantly improves the vehicle's driving stability, especially during high-speed driving, cornering, or operation on uneven surfaces, effectively suppressing body sway and roll, providing a more stable working environment for the communication equipment inside the vehicle. Simultaneously, the construction of this integrated load-bearing frame provides a more solid and stable foundation for the existing multi-stage coordinated damping system in the vehicle body structure, enabling the damping system to function more effectively and further enhancing the overall stability of the emergency communication vehicle.

[0012] Furthermore, this application proposes that the underframe is a grid-shaped or double-longitudinal-beam structure welded from high-strength steel. The underframe is clamped and fixed to the main beams of the vehicle chassis by U-shaped clamps and high-strength bolt groups, and the underframe is equipped with local reinforcing ribs. This allows the underframe of the vehicle body frame and the main beams of the vehicle chassis to work together under stress, jointly resisting external loads, effectively lowering the overall center of gravity of the vehicle, and improving driving stability.

[0013] Furthermore, this application proposes that the composite damping bearing comprises upper and lower steel plates and a damping rubber layer sandwiched in between, with the damping rubber layer having a Shore hardness of HA50-60. When the hydraulic outrigger transmits ground vibrations to the composite damping bearing, the damping rubber layer between the upper and lower steel plates undergoes shear and compression deformation. Its internal friction and hysteresis effect can efficiently absorb vibration energy, preventing the vibration from being directly transmitted to the vehicle frame. This structural design allows the composite damping bearing to significantly improve the isolation effect against ground vibrations while ensuring load-bearing capacity, thereby providing a more stable working environment for communication equipment inside the vehicle and improving the comfort of operators.

[0014] Furthermore, this application also proposes that the first damping element is a wire rope isolator or a three-dimensional rubber damping pad with a natural frequency below 7Hz, in order to isolate the main road surface vibration excitation.

[0015] Furthermore, this application also proposes that the exterior of the vehicle body frame is covered with a skin, the skin including inner and outer panels and an intermediate layer located between the inner and outer panels, the inner and outer panels being aluminum plates and the intermediate layer being a damping honeycomb core material.

[0016] Furthermore, this application also proposes a high-stability emergency communication vehicle, including the above-mentioned vehicle body structure, and also including a functional module tray. The functional module tray is provided with a dedicated functional module. The installation area inside the functional module tray and the vehicle body frame is provided with a guide alignment structure. A rotary locking mechanism is provided between the functional module tray and the vehicle body frame. The central areas of the functional module tray and the vehicle body frame are respectively integrated with mating interfaces. The interfaces integrated on the vehicle body frame are floating.

[0017] Furthermore, this application proposes that several high-strength tapered pins be provided at the corners or edges of the installation area, and that corresponding "flared"-shaped guide sleeves be provided on the pallet to match the tapered pins. This enables rapid longitudinal guidance and positioning of the functional module pallet and the vehicle frame during hoisting. Furthermore, this application proposes that guide fins be provided along the edge of the installation area, and positioning grooves be provided at the bottom of the functional module tray to mate with the guide fins. This achieves coarse horizontal positioning of the functional module tray and the vehicle body frame during hoisting and assembly.

[0018] Furthermore, this application also proposes that an integrated interface plate is provided on the vehicle frame, the interface on the vehicle frame is set on the integrated interface plate, and a buffer pad is provided between the integrated interface plate and the vehicle frame to realize the floating setting of the interface on the vehicle frame.

[0019] The present invention has the following beneficial effects: by constructing a multi-level collaborative vibration reduction system, including an equipment-level vibration reduction module to isolate equipment vibration, a platform-level vibration reduction module to isolate ground vibration, and a structural-level damping module to absorb internal vibration, the overall stability and vibration reduction effect are effectively improved, which has the advantage of improving the reliability of communication equipment. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of an emergency communication vehicle disclosed in one embodiment of the present invention.

[0021] Figure 2 This is a bottom view of the vehicle frame disclosed in one embodiment of the present invention.

[0022] Figure 3 This is a top view of the vehicle body frame disclosed in one embodiment of the present invention.

[0023] Figure 4 This is an internal cross-sectional view of the vehicle frame disclosed in one embodiment of the present invention.

[0024] Figure 5 This is a schematic diagram of the vehicle chassis structure disclosed in one embodiment of the present invention.

[0025] In the diagram: 1. Vehicle chassis, 101. Main beam, 2. Body frame, 21. Underframe, 22. Mounting plate, 3. First shock absorber, 4. Composite shock absorber support, 5. Structural damping module, 6. Hydraulic outrigger, 7. Rigid connector, 8. Skin, 9. Functional module tray, 10. Special function module, 11. Guide alignment structure, 12. Guide fin, 13. Rotary locking mechanism, 14. Lock tongue, 15. Handle, 16. Rotary shaft, 17. Integrated interface plate, 18. Buffer pad. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0027] Example 1 like Figures 1 to 5As shown, this invention proposes a body structure for a high-stability emergency communication vehicle, including a body frame 2 rigidly connected to the vehicle chassis 1. The body frame 2 has an installation area for mounting communication equipment. The body structure is constructed with a multi-level cooperative damping system. The multi-level cooperative damping system includes at least an equipment-level damping module, a platform-level damping module, and a structural damping module 5. The equipment-level damping module includes a first damping element 3 that isolates the communication equipment from the body frame 2. The platform-level damping module includes a composite damping support 4 disposed between the hydraulic outrigger 6 and the body frame 2. The composite damping support 4 is used to isolate the vehicle body from ground vibration during operation. The structural damping module 5 includes damping material filled or sprayed into the internal cavity of the body frame 2.

[0028] The vehicle body structure proposed in this invention aims to provide a stable and reliable working environment for vehicle-mounted communication equipment, ensuring that the communication equipment can operate normally and maintain the stability of the communication link under various complex road conditions and operating conditions. Here, the vehicle chassis 1 refers to the basic load-bearing part of the vehicle, typically including the frame, transmission system, running system, and braking system. The vehicle body structure, connected to the vehicle chassis 1, together constitutes the complete vehicle.

[0029] The vehicle frame 2 refers to the frame system that forms the main support structure of the vehicle body. This frame provides structural strength and rigidity to the vehicle body and serves as the mounting base for other components and equipment. The mounting area refers to the space reserved inside the vehicle frame 2 for fixing and accommodating various communication equipment (such as base station equipment, servers, switches, etc.). This area is typically planned according to the size, weight, and functional requirements of the equipment.

[0030] A multi-level cooperative damping system refers to a comprehensive vibration isolation and suppression scheme. This system uses damping or shock absorption measures at different levels along the vibration transmission path to work synergistically to effectively reduce the impact of external vibrations on the vehicle body structure and internal equipment. The multi-level cooperative damping system includes at least an equipment-level damping module. This module includes a first damping element 3 that isolates the communication equipment from the vehicle body frame 2. The first damping element 3 provides elastic buffering directly between the equipment and the installation area. For example, rubber pads, spring dampers, or air springs can be used as the first damping element 3. These elements absorb and dissipate vibration energy from the vehicle body frame 2 through their own elastic deformation and damping characteristics, thereby protecting the communication equipment from direct vibration impact. The multi-level cooperative damping system also includes a platform-level damping module. This module includes a composite damping support 4 disposed between the hydraulic outriggers 6 and the vehicle body frame 2. The composite damping support 4 isolates the vehicle body from ground vibrations during operation. This module functions when the vehicle is in operation and supported by the hydraulic outriggers 6. For example, a pad made of multi-layered rubber or polyurethane material can be placed between the top of the hydraulic outrigger 6 and the connection point with the vehicle frame 2, or a metal shell filled with elastic material can be used as a support. These supports can absorb and attenuate vibrations transmitted from the ground to the vehicle frame 2 through the hydraulic outrigger 6, ensuring the stability of the work platform. The multi-stage cooperative damping system further includes a structural damping module 5. The structural damping module 5 includes damping material filled or sprayed into the internal cavity of the vehicle frame 2. This module suppresses vibration by changing the vibration response characteristics of the vehicle frame 2 itself. For example, sand, foam plastic, or asphalt-based material can be filled inside the hollow beam of the vehicle frame 2, or a layer of polymer damping coating can be sprayed onto the inner surface of the frame. These damping materials can convert the mechanical energy generated by the frame during vibration into heat energy, thereby reducing the resonance amplitude and vibration transmission of the frame.

[0031] The following example will provide a more detailed explanation of the above technical solution: Suppose that in a sudden incident, an emergency communication network needs to be rapidly deployed at location A, which has complex terrain and rugged roads. A vehicle equipped with the high-stability emergency communication vehicle described in this embodiment is dispatched to location A.

[0032] When a vehicle travels on uneven roads, its chassis 1 is subjected to continuous impacts and vibrations. Because the body frame 2 is rigidly connected to the chassis 1, the body frame 2 and chassis form a single unit, effectively avoiding the twisting deformation and abnormal noises that can occur during driving with a traditional "two-piece" structure. This ensures the overall rigidity and stability of the vehicle body structure. This rigid connection helps maintain a low center of gravity, reducing the risk of roll when driving on complex road conditions.

[0033] After the vehicle arrives at location A, operations need to commence. At this point, the multi-stage coordinated shock absorption system constructed by the vehicle body structure begins to function effectively. First, the vehicle's hydraulic outriggers 6 extend and support the ground, lifting and leveling the vehicle body, thus detaching it from its own suspension system. The composite shock absorber 4, positioned between the hydraulic outriggers 6 and the vehicle body frame 2, serves as a core component of the platform-level shock absorption module, effectively isolating low-frequency vibrations transmitted from the ground through the outriggers to the vehicle body frame 2. For example, when heavy equipment is operating nearby or there are minor ground vibrations, the composite shock absorber 4 can absorb this vibrational energy, preventing it from being directly transmitted to the vehicle body frame 2, thereby providing a relatively stable working platform for the vehicle body.

[0034] Meanwhile, the damping material filled or sprayed into the internal cavity of the body frame 2 serves as the structural damping module 5, continuously suppressing the vibration of the body frame 2 itself. For example, when the body frame 2 vibrates due to external excitation, the damping material can convert the mechanical vibration energy of the frame into heat energy and dissipate it, thereby reducing the resonance response of the frame and reducing the amplitude and duration of structural vibration. This is particularly important for suppressing the resonance effect of the body structure at specific frequencies.

[0035] Within the mounting area of ​​the vehicle frame 2, communication equipment is connected to the frame via a first damping element 3 in the equipment-level damping module. For example, precision communication equipment such as base station equipment and servers are mounted on trays equipped with the first damping element 3. These first damping elements 3, such as elastic pads or vibration isolators, further isolate residual vibrations from the vehicle frame 2. Even during vehicle operation or driving, the vehicle frame 2 still experiences some minor vibrations. The first damping element 3 absorbs these high-frequency or mid-frequency vibrations, ensuring that the precision components and connectors inside the communication equipment are protected from vibration, thereby guaranteeing the stability of the communication link and the long-term reliable operation of the equipment.

[0036] Thus, the rigid connection between the vehicle frame 2 and the chassis provides overall structural stability, the platform-level damping module isolates ground vibrations, the structural-level damping module 5 suppresses the vibrations of the vehicle frame 2 itself, and the equipment-level damping module protects the precision communication equipment. This embodiment's multi-level collaborative damping system achieves comprehensive vibration protection from macro to micro and from external to internal dimensions. The various modules work together to provide a highly stable mobile platform for emergency communication operations, ensuring the reliable operation of communication equipment in harsh environments.

[0037] Based on the above examples, the vehicle body structure of the high-stability emergency communication vehicle provided in this embodiment demonstrates a significant technical contribution in solving existing technical problems.

[0038] This embodiment fundamentally solves the problems of poor structural stability and weak vibration protection of traditional emergency communication vehicles through an integrated rigid connection design and a multi-level collaborative vibration reduction system. It provides a truly reliable and stable mobile working platform for precision communication equipment, greatly improving the efficiency and safety of emergency communication operations.

[0039] Example 2 like Figures 1 to 5 As shown, a high-stability emergency communication vehicle body structure includes a body frame 2 rigidly connected to the vehicle chassis 1. The body frame 2 includes an integrated underframe 21, which is formed by welding high-strength steel pipes with irregular cross-sections into a grid shape. Steel plates are welded inside the underframe 21 as mounting plates 22. The upper side of the steel plates can be used to install interface plates and other structures. Reinforcing ribs can be installed between the steel plates and the underframe 21. The cross-sectional shape of the high-strength steel pipes is a special closed shape formed by combining rectangles and trapezoids. Local reinforcing ribs are provided at key stress points and welding points of the underframe 21. The underframe 21 is clamped and fixed to the vehicle chassis 1 by a rigid connector 7 formed by a combination of U-shaped clamps and high-strength bolts to form an integrated load-bearing frame with a low center of gravity.

[0040] The grid-like structure and the double longitudinal beam structure are common structural forms for vehicle frames or chassis. The grid-like structure, through the intersecting arrangement of crossbeams and longitudinal beams, forms multiple closed rectangular or square units, exhibiting excellent torsional and bending resistance. The double longitudinal beam structure primarily relies on two parallel longitudinal main beams to bear the load; its structure is relatively simple but possesses high strength. High-strength low-alloy structural steel plates or profiles of grades such as Q345 and Q460 can be used, and precision welding can be performed using processes such as CO2 gas shielded welding, submerged arc welding, or laser welding. The grid-like structure can be achieved through the staggered welding of multiple crossbeams and longitudinal beams, while the double longitudinal beam structure mainly relies on the welded combination of two main longitudinal beams and a small number of transverse supports. The U-shaped clamp is a metal clamp with a U-shaped cross-section, typically used in conjunction with a nut, to tightly fix a circular or square component to another component. A high-strength bolt group refers to a connecting assembly composed of multiple bolts with high tensile strength and yield strength. The connecting parts are tightly clamped by preload, and the load is transferred by friction or the shear force of the bolt shank. The main beam of the vehicle chassis 1 is the main load-bearing structure of the vehicle chassis 1, and is usually box-shaped or channel-shaped. The U-shaped clamp can be forged or bent from high-strength alloy steel (such as 40Cr) and heat-treated to improve its strength. The high-strength bolt group can be selected from grade 8.8, 10.9 or 12.9 high-strength bolts, used with corresponding nuts and washers. During clamping and fixing, the U-shaped clamp tightly clamps the base frame 21 to the main beam of the vehicle chassis 1 by evenly tightening the bolts, forming a reliable friction connection. The local reinforcing rib plate refers to the additional plate welded or riveted in specific areas of the structural component (such as stress concentration areas, connection areas or large-area thin plates) to increase local stiffness, strength and stability, and prevent local deformation or buckling. The reinforcing rib plate can be made of high-strength steel plate of the same or similar material as the main body material of the base frame 21, and is arranged at the connection between the base frame 21 and the U-shaped clamp, the connection between the base frame 21 and the vehicle body frame 2, or in areas of the base frame 21 that bear large concentrated loads, based on the stress analysis results. Its shape can be rectangular, triangular or irregular, and it is connected to the main structure of the base frame 21 by welding.

[0041] The interior of the vehicle frame 2 is equipped with an installation area for installing communication equipment, and the vehicle structure is constructed with a multi-level coordinated shock absorption system. The multi-level coordinated damping system includes at least an equipment-level damping module, a platform-level damping module, and a structural-level damping module 5. The equipment-level damping module includes a first damping element 3 that isolates the communication equipment from the vehicle frame 2. The first damping element 3 is a wire rope vibration isolator or a three-way rubber damping pad, and its natural frequency is designed to be below 7Hz to isolate the main road vibration excitation.

[0042] The first damping element 3 can specifically be a wire rope vibration isolator. A wire rope vibration isolator is an elastic element composed of multiple strands of wire rope wound, braided, or spirally arranged. It is characterized by nonlinear stiffness, good damping characteristics, corrosion resistance, high and low temperature resistance, and maintenance-free operation. It dissipates vibration energy through the friction and deformation of the wire rope, providing multi-directional vibration isolation. Alternatively, the first damping element 3 can be a triaxial rubber damping pad. A triaxial rubber damping pad is an elastic pad made of rubber material, typically designed to provide damping and vibration isolation functions simultaneously in three orthogonal directions. It absorbs and dissipates vibration energy through the elastic deformation and internal friction of the rubber material, featuring simple structure, low cost, and easy installation. Furthermore, its stiffness and damping characteristics can be altered by adjusting the rubber formulation and structural design.

[0043] During vehicle operation, vibration excitation caused by uneven road surfaces is typically concentrated in a low frequency range, such as 0-20Hz, with the main energy often occurring between 1-10Hz. Designing the natural frequency of the first damping element 3 to be below 7Hz aims to isolate the main road vibration excitation. This damping system can effectively filter out or attenuate most of the low-frequency vibration excitation from the road surface, thereby protecting the communication equipment installed on it.

[0044] The platform-level vibration damping module includes a composite vibration damping bracket 4 positioned between the hydraulic outriggers 6 and the vehicle frame 2. The composite vibration damping bracket 4 isolates the vehicle body from ground vibrations during operation. The composite vibration damping bracket 4 comprises upper and lower steel plates and a damping rubber layer sandwiched in between. The damping rubber layer has a Shore hardness of HA50-60. The upper and lower steel plates constitute the external load-bearing structure of the composite vibration damping bracket 4, connecting to the hydraulic outriggers 6 and the vehicle frame 2 respectively, bearing and transmitting vertical loads. High-strength steel is used for both upper and lower steel plates to ensure sufficient structural rigidity and load-bearing capacity, preventing deformation under heavy loads or impacts. In addition to steel plates, high-strength aluminum alloy plates or composite material plates can also be used to achieve lightweighting or higher corrosion resistance. The damping rubber layer sandwiched in the middle is the core vibration damping component of the composite vibration damping bracket 4. Through the viscoelastic properties of the material itself, it converts vibration energy into heat energy for dissipation, thereby achieving a vibration damping effect. The rubber layer, sandwiched between two steel plates, withstands shear and compressive deformation, effectively absorbing and attenuating vibrations from the ground. Besides damping rubber, polyurethane elastomers, silicone rubber, or composite elastic materials with high damping performance can also be used as the intermediate layer to provide different damping characteristics and temperature adaptability. Shore hardness HA50-60 characterizes the softness and elastic modulus of the rubber material. Selecting a Shore hardness within this range aims to balance damping effect and load-bearing capacity. Rubber that is too soft may result in insufficient load-bearing capacity or excessive deformation, while rubber that is too hard may have poor damping effect. This hardness range ensures that the rubber layer can provide suitable elastic deformation and damping performance while bearing the vehicle's own weight and equipment loads, effectively absorbing and dissipating vibration energy.

[0045] The main function of the composite shock absorber 4 is to effectively isolate the vibration transmission between the hydraulic outriggers 6 and the vehicle frame 2 when the emergency communication vehicle is in operation, thereby reducing the impact of ground vibration on the vehicle body and internal communication equipment. Its implementation can be varied. For example, in addition to the aforementioned layered structure, it can also be a combination of a liquid-filled shock absorber and an elastic pad, or a parallel connection of an air spring and a damper, to adapt to different shock absorption requirements and load conditions.

[0046] The structural damping module 5 includes damping material that is filled or sprayed into the internal cavity of the body frame 2. That is, damping material that is filled or sprayed into the interior of high-strength steel pipes. The body frame 2 is externally covered by a skin 8, which includes inner and outer panels and an intermediate layer located between the inner and outer panels. The inner and outer panels are aluminum plates, and the intermediate layer is a damping honeycomb core material.

[0047] As a simple alternative to the above scheme, the intermediate layer can also adopt a foam structure, corrugated structure, or solid damping material layer. Aluminum plates, serving as both inner and outer panels, ensure the lightweight and high strength of the skin 8, while also providing good weather resistance. The damping honeycomb core material used in the intermediate layer provides excellent bending and shear stiffness, effectively enhancing the overall load-bearing capacity of the skin 8 and preventing deformation under stress or vibration. Simultaneously, the introduction of damping material enables the skin 8 to absorb and dissipate vibration energy, effectively attenuating vibrations transmitted from the outside or generated within the vehicle body, reducing the transmission of vibration to the communication equipment installation area. This composite skin 8 design complements the multi-level collaborative damping system within the vehicle frame 2, initially suppressing and attenuating vibrations at the outermost layer of the vehicle structure, thereby further reducing vibration excitation transmitted to the internal communication equipment and providing a more stable and quieter operating environment for the communication equipment.

[0048] In one specific implementation, the composite damping bearing 4 can consist of two 5mm thick Q235 steel plates as the upper and lower layers, with a 20mm thick butyl rubber damping layer sandwiched in between. The Shore hardness of this butyl rubber damping layer is precisely measured and adjusted to ensure it is around HA55 for optimal damping performance. The upper and lower steel plates are tightly bonded to the butyl rubber layer using vulcanization bonding or mechanical fastening to form a unified whole. In actual installation, the upper steel plate is fixed to the connecting seat of the vehicle body frame 2 with bolts, while the lower steel plate is connected to the top of the hydraulic outrigger 6 with bolts.

[0049] In one specific implementation, the outer skin 8 covering the body frame 2 can be composed of two 2mm thick 5052 aluminum alloy plates as inner and outer panels. The intermediate layer sandwiched between these two aluminum alloy plates can be a damping aramid paper honeycomb core material with a honeycomb pore size of 6mm, a density of 48kg / m³, and impregnated with damping resin. The inner and outer panels are bonded to the damping honeycomb core material using high-performance structural adhesive to form an integral sandwich structure. This skin 8 structure can be modularly designed, prefabricated into several pieces, and then fixed to the body frame 2 by riveting or welding, ensuring the strength of the connection and the continuity of the overall structure.

[0050] Example 3 like Figures 1 to 5As shown, this application proposes a high-stability emergency communication vehicle, including the aforementioned vehicle body structure, and also including a functional module tray 9, on which a dedicated functional module 10 is mounted. A first shock-absorbing element 3 is disposed between the functional module tray 9 and the vehicle body frame 2. The dedicated functional module 10 includes communication equipment, command equipment, and power supply equipment, etc. The mounting area inside the functional module tray 9 and the vehicle body frame 2 is provided with a guide alignment structure 11, which includes several high-strength tapered pins disposed at the corners or edges of the mounting area, and "trumpet-shaped" guide sleeves disposed at corresponding positions on the tray that match the tapered pins; guide fins 12 are disposed along the edge of the mounting area, and positioning grooves that mate with the guide fins 12 are disposed at the bottom of the functional module tray 9. A rotary locking mechanism 13 is disposed between the functional module tray 9 and the vehicle body frame 2 for quick locking after the tray is installed in place. The central areas of the functional module tray 9 and the vehicle body frame 2 are respectively integrated with mating interfaces, and the interfaces integrated on the vehicle body frame 2 are floating to achieve vibration buffering. Specifically, the vehicle frame 2 is provided with an integrated interface plate 17, the interface on the vehicle frame 2 is set on the integrated interface plate 17, and a buffer pad 18 is provided between the integrated interface plate 17 and the vehicle frame 2.

[0051] When replacing functional modules, the operator pushes the functional module tray 9 into the installation area of ​​the vehicle frame 2. The tapered pin first contacts the "flare-mouth" shaped guide sleeve. Due to the self-aligning characteristic of the guide sleeve's flare design, even if there is a certain deviation in the initial position of the tray, it can guide the tapered pin to automatically slide into the correct position during the pushing process, achieving rapid initial positioning. At the same time, the cooperation between the guide fins 12 and the positioning groove ensures that the tray moves in a straight line during the pushing process, effectively preventing lateral displacement and improving installation accuracy and efficiency. After the tray is fully in place, the locking mechanism 13 triggers the locking action, firmly fixing the tray in the installation area and preventing loosening due to vibration or external force during the operation. The rotary locking mechanism 13 includes a rotating shaft 16 with its axis vertical and rotating around the axis. A locking tongue 14 and a handle 15 are fixedly provided on the side of the rotating shaft 16. The rotating shaft 16 can be driven by a motor to rotate automatically, or it can be operated manually by the handle 15. The functional module tray 9 is provided with an opening groove that matches the locking tongue 14. When the locking tongue 14 is rotated into the opening groove, it forms a longitudinal limit between the tray and the vehicle frame 2. The height of the opening groove is slightly greater than the thickness of the locking tongue 14, which is more conducive to the first shock-absorbing element 3 responding to vibration. When the locking tongue 14 is rotated out of the opening groove, the tray can be released and the disassembly can be completed.

[0052] Regarding interface connections, the interfaces on the functional module tray 9 precisely align with the interfaces on the vehicle frame 2. This application achieves a floating connection for the interfaces on the vehicle frame 2 by installing an integrated interface plate 17 on the vehicle frame 2 and centrally mounting the interfaces on the vehicle frame 2 onto this integrated interface plate 17. A buffer pad 18 is positioned between the integrated interface plate 17 and the vehicle frame 2, with its upper and lower sides abutting against the lower side of the integrated interface plate 17 and the upper side of the mounting plate 22 of the vehicle frame 2, respectively. Because the integrated interface plate 17 is floatingly connected to the vehicle frame 2 via the buffer pad 18, when the vehicle is subjected to vibration and impact on rough roads or during operation, the buffer pad 18 can absorb and dissipate vibration energy, reducing the mechanical stress transmitted to the interfaces and effectively preventing loosening, poor contact, or physical damage to the interfaces. This floating connection is particularly suitable for emergency communication vehicles operating under vibration conditions in complex environments, ensuring the electrical connection stability and signal transmission reliability of the communication link.

[0053] When the functional module tray 9 is connected to the mounting area inside the vehicle frame 2, even if vibrations occur due to vehicle travel or operation under complex road conditions, or if there are minor alignment deviations during the insertion and removal of the functional module tray 9, the elastic deformation capability of the buffer pad 18 allows the integrated interface plate 17, along with its interfaces, to undergo minor displacement or angular adjustments within a certain range. This flexible connection mechanism effectively compensates for interface alignment errors, ensuring that the interfaces on the functional module tray 9 and the interfaces on the vehicle frame 2 can be smoothly, accurately aligned, and reliably connected. Furthermore, the buffer pad 18 can absorb and attenuate vibration energy from the vehicle frame 2, preventing vibration from being directly transmitted to the interfaces, thereby reducing wear and fatigue caused by vibration, significantly improving the stability and reliability of the interface connection, and extending the service life of the communication equipment. This floating configuration, combined with the guiding alignment structure 11 and the rotary locking mechanism 13 of the aforementioned functional module tray 9, together constructs an efficient, reliable, and vibration-resistant modular connection system, greatly improving the operational performance and maintenance convenience of the emergency communication vehicle in harsh environments.

[0054] Through the synergistic action of the tapered pin, guide sleeve, guide fin 12, and positioning groove in the guide alignment structure 11, combined with the rapid locking mechanism of the rotary locking mechanism 13 and the floating setting of the interface, this application achieves rapid and accurate positioning, stable connection, and vibration protection of the functional module. For example, when an emergency communication module needs to be replaced at the scene of an emergency, this design significantly shortens the equipment installation time and avoids the problems of repeated adjustments and interface damage caused by misalignment in traditional methods. The cooperation between the guide fin 12 and the positioning groove ensures a smooth and stable installation process, the rotary locking mechanism 13 provides reliable mechanical fixation, and the elastic deformation of the buffer pad 18 effectively isolates the transmission of vehicle body vibration to the interface. Together, they solve the technical problems of low installation efficiency of functional modules and interface failure due to vibration in the prior art, thereby improving the response speed and system continuity of emergency communication operations.

[0055] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A body structure for a high-stability emergency communication vehicle, comprising a body frame rigidly connected to the vehicle chassis, characterized in that, The vehicle body frame has an installation area for mounting communication equipment, and the vehicle body structure is equipped with a multi-level coordinated shock absorption system. The multi-stage coordinated vibration reduction system includes at least: The equipment-level damping module includes a first damping element that isolates the communication equipment from the vehicle frame; The platform-level shock absorption module includes a composite shock absorption bracket installed between the hydraulic outriggers and the vehicle frame. The composite shock absorption bracket is used to isolate the vehicle body from ground vibration during operation. Structural damping modules, including damping materials that are filled or sprayed into cavities inside the vehicle body frame.

2. The body structure of a high-stability emergency communication vehicle according to claim 1, characterized in that, The vehicle body frame includes an integrated chassis, which is fixedly connected to the main beam of the vehicle chassis via rigid connectors to form an integrated load-bearing frame with a low center of gravity.

3. The body structure of a high-stability emergency communication vehicle according to claim 2, characterized in that, The underframe is made of high-strength steel welded into a grid shape. The underframe is clamped and fixed to the main beam of the vehicle chassis by U-shaped clamps and a group of high-strength bolts. Local reinforcing ribs are provided on the underframe.

4. The body structure of a high-stability emergency communication vehicle according to claim 1, characterized in that, The composite damping bearing includes upper and lower steel plates and a damping rubber layer sandwiched in the middle. The Shore hardness of the damping rubber layer is HA50-60.

5. The body structure of a high-stability emergency communication vehicle according to claim 1, characterized in that, The first damping element is a wire rope vibration isolator with a natural frequency of less than 7 Hz.

6. The body structure of a high-stability emergency communication vehicle according to claim 2, characterized in that, The vehicle body frame is covered with a skin, which includes inner and outer panels and an intermediate layer between the inner and outer panels. The inner and outer panels are made of aluminum plates, and the intermediate layer is made of damping honeycomb core material.

7. A highly stable emergency communication vehicle, characterized in that, The vehicle body structure, including any one of claims 1 to 6, further includes a functional module tray, on which a dedicated functional module is provided, and a guide alignment structure is provided in the installation area inside the functional module tray and the vehicle body frame, and a rotary locking mechanism is provided between the functional module tray and the vehicle body frame, and the central areas of the functional module support block and the vehicle body frame are respectively integrated with mating and connecting interfaces, and the interfaces integrated on the vehicle body frame are floating.

8. A high-stability emergency communication vehicle according to claim 7, characterized in that, The installation area is provided with several high-strength tapered pins at the corners or edges, and the corresponding position of the tray is provided with a "trumpet-shaped" guide sleeve that matches the tapered pins.

9. A highly stable emergency communication vehicle according to claim 7, characterized in that, The installation area is provided with guide fins along its edge, and the bottom of the functional module tray is provided with positioning grooves that cooperate with the guide fins.

10. A highly stable emergency communication vehicle according to claim 7, characterized in that, The vehicle frame is equipped with an integrated interface plate, and the interfaces on the vehicle frame are set on the integrated interface plate. A buffer pad is provided between the integrated interface plate and the vehicle frame to realize the floating setting of the interfaces on the vehicle frame.

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