Mountain emergency command vehicle

Abstract

The invention discloses a mountain emergency command vehicle, and belongs to the technical field of special vehicles. According to the technical scheme, a bearing cavity is formed in the upper wall of a frame, a command cabin is arranged in the bearing cavity, and the space between the command cabin and the bearing cavity is filled with an elastic supporting frame; three groups of electric telescopic rods are distributed in the bearing cavity in a delta shape, the driving end of each telescopic rod is connected with a bottom plate of the command cabin through a universal joint, and the command cabin is independently leveled by controlling different extension lengths of the telescopic rods through a controller; anti-rollover supporting legs capable of horizontally stretching and vertically stretching are arranged on the two sides of the bottom of the frame, and the tail ends of the supporting legs are connected with supporting plates with anti-skid teeth through ball joints; an unmanned aerial vehicle relay system is arranged on the roof, and an air communication link is established by mooring the unmanned aerial vehicle. According to the invention, rapid and accurate leveling of the command cabin is realized, the supporting legs are adaptive to complex terrains, no communication blind area exists, and the command efficiency and reliability of mountain emergency rescue are obviously improved.

Description

Technical Field

[0001] This invention relates to the field of special vehicle technology, specifically a mountain emergency command vehicle. Background Technology

[0002] With the intensification of global climate change, the frequency and destructive intensity of various natural disasters continue to rise, making emergency rescue needs in complex terrain areas such as mountains, hills, and plateaus increasingly urgent. Disasters such as earthquakes, mudslides, and forest fires often occur in areas with poor transportation, communication blind spots, and rugged terrain, posing significant challenges to rescue command and communication support. Emergency communication command vehicles, as mobile command hubs, undertake multiple tasks including on-site situational awareness, command and dispatch, communication relay, and information feedback, making them key equipment in modern emergency rescue systems. However, existing emergency command vehicles are mainly designed for urban or ordinary road environments, and their technical solutions generally assume that the vehicle is parked on relatively flat ground and can be deployed after being leveled by hydraulic or electric support legs. This design approach reveals many shortcomings in mountainous environments, necessitating a new type of emergency command vehicle that can adapt to complex mountainous terrain, deploy rapidly, provide stable support, and offer all-weather communication.

[0003] Currently, some technical solutions have attempted to address the operational stability issue of emergency command vehicles in complex terrain. For example, patent document CN204055509U discloses an emergency communication command vehicle with hydraulic outriggers installed under the vehicle body, which level the vehicle body by extending and retracting the outriggers; patent document CN216636438U discloses an electric outrigger with variable support area for an emergency communication support vehicle, which uses a bidirectional screw to drive two hydraulic rods away from each other, increasing the support area; patent document CN119190228A discloses an efficient operation auxiliary device for an emergency communication command vehicle, which uses a one-button control system to automatically deploy and retract the outriggers, lifting rods, and satellite antenna. However, a comprehensive analysis of the above-mentioned existing technical solutions reveals the following core defects: 1. The structural contradiction between overall vehicle leveling and command and control requirements. Current emergency command vehicles generally adopt a "vehicle leveling" technique, which involves using support legs to lift the entire vehicle (including chassis, cargo box, and equipment) to a horizontal position. This design has two fundamental flaws: The leveling process is energy-intensive and slow to respond: Command vehicles with a curb weight of over 10 tons rely entirely on the support legs for lifting. This places extremely high demands on the structural strength, power output, and control system of the support legs. The leveling process is time-consuming, and the support legs bear the weight of the entire vehicle for a long time, making them prone to hydraulic leakage or mechanical fatigue.

[0004] The disconnect between the horizontal reference and the working space: Even if the vehicle body is leveled, the command cabin (i.e., the workspace where the operators are located) still moves with the vehicle body. The seats, control panel, display equipment, antennas, etc. inside the cabin all tilt with the vehicle body, which cannot provide a stable and comfortable working environment for the personnel. More importantly, large-aperture satellite communication antennas have extremely high requirements for the horizontal reference (usually requiring a horizontality error of less than 0.5°). After the vehicle body is leveled, the antenna still needs to be finely adjusted a second time, which further prolongs the deployment time.

[0005] 2. Poor adaptability of the support structure: Rigid outriggers cannot adapt to mountain slopes and soft ground. Existing outriggers are mostly rigid structures with their ground contact plates fixedly connected to the outrigger body, making them unable to adapt to the tilt angle of the ground. When a vehicle is parked on a slope with a gradient greater than 5°, the rigid ground contact plate only partially contacts the ground, drastically reducing the effective support area and easily causing instability, vehicle swaying, or even rollover. Furthermore, mountainous terrain is diverse and complex (soft mud, scree slopes, snow cover, exposed rocks). Existing outriggers have small ground contact areas and lack effective anti-slip structures, making them prone to sinking on soft ground and slipping on hard slopes, severely limiting the vehicle's deployment capabilities in complex terrain.

[0006] 3. Single and vulnerable communication link: Satellite communication is severely affected by terrain obstruction. In mountainous environments, public network signal coverage is extremely poor or even completely absent. Existing emergency command vehicles mainly rely on mobile or stationary satellite antennas to establish communication links with the rear command center. However, the mountainous terrain is highly undulating and crisscrossed by valleys, and vehicles are often parked in ravines or valleys, where satellite signals are easily blocked by mountains, leading to communication interruptions or a sharp decline in signal quality. Although some high-end models are equipped with multi-link switching capabilities (such as satellite + public network + Tiantong), the switching logic relies solely on signal strength and cannot anticipate terrain obstruction. When vehicles enter signal blind spots, communication will still be interrupted, and critical data during the interruption (such as real-time video, command instructions, and location information) cannot be retransmitted, severely affecting the continuity of command.

[0007] In summary, existing mountain emergency command vehicles have significant shortcomings in areas such as the structural coupling between vehicle leveling and command operations, the adaptability of support legs to complex terrain, and the vulnerability of satellite communication to terrain obstruction. These shortcomings make it difficult to meet the stringent requirements of mountain emergency rescue for rapid response, stable support, and all-weather communication.

[0008] To address these issues, this invention provides a novel mountain emergency command vehicle designed to fundamentally solve the aforementioned problems. The invention employs a separate "vehicle-command compartment" leveling architecture. Through three sets of triangularly arranged electric telescopic rods and universal joints, it achieves rapid, precise, and low-energy leveling of the command compartment, ensuring it remains horizontal while the vehicle frame can naturally tilt with the terrain. Simultaneously, the invention features horizontally and vertically extendable anti-rollover support legs at the bottom of the frame. These support plates are connected to vertical supports via ball joints, adapting to ground tilt angles. Anti-slip teeth are provided on the bottom surface of the support plates to ensure stable support on complex terrains such as slopes and soft ground. Furthermore, the invention integrates a drone relay system, establishing an aerial communication relay via tethered drones, completely resolving communication blind spots caused by mountainous terrain and creating dual-link redundancy with a satellite antenna. Through these technical solutions, the invention achieves a breakthrough improvement in the mountain emergency command vehicle's "leveling upon arrival, stable support on slopes, and communication without blind spots," providing reliable technical support for on-site emergency rescue command. Summary of the Invention

[0009] (a) Technical problems to be solved To address the shortcomings of existing technologies, this invention provides a mountain emergency command vehicle that solves the problems existing in existing mountain emergency command vehicles.

[0010] (II) Technical Solution To achieve the above objectives, the present invention provides the following technical solution: a mountain emergency command vehicle.

[0011] To address the issues of high energy consumption, slow response, and complex secondary antenna fine-tuning inherent in existing mountain emergency command vehicles with overall vehicle leveling, this invention provides an independent leveling architecture. A load-bearing cavity is constructed on the upper wall of the vehicle frame, within which the command cabin is located. A support frame made of elastic material fills the space between the command cabin and the load-bearing cavity. Three sets of electrically operated telescopic masts are fixedly mounted on the lower inner wall of the load-bearing cavity, arranged in a triangular pattern. The drive end of each mast points vertically upwards, and a universal joint is installed between the drive end of each mast and the floor of the command cabin. Each universal joint includes a first joint fixed to the drive end of the mast, a second joint fixed to the floor of the command cabin, and a cross pin rotatably connecting the two joints, allowing the command cabin to rotate freely in two orthogonal directions. The controller controls the extension length of each telescopic mast based on attitude sensor signals, ensuring the command cabin remains level while the vehicle frame naturally tilts with the ground. After the command cabin is leveled, the support frame provides auxiliary support to the command cabin through its own elastic compression, sharing the static load. This architecture avoids the high energy consumption of lifting the entire vehicle, and the leveling process of the command cabin is fast and accurate. After leveling, there is no need for secondary fine-tuning of the satellite antenna, providing a stable working environment for personnel.

[0012] To address the problem of existing rigid outriggers being unable to adapt to mountain slopes and soft ground, resulting in poor support stability, this invention incorporates an anti-rollover support system at the bottom of the frame. Two sets of anti-rollover support legs are located on each side of the lower frame wall, front and rear. Each set includes a horizontal brace and a vertical brace. The horizontal brace consists of a first fixed seat fixed to the lower frame wall and a first extended rod slidably connected therein, the first extended rod extending and retracting horizontally via a first drive unit. The vertical brace consists of a second fixed seat fixed to the lower wall of the end of the first extended rod and a second extended rod slidably connected to its lower end, the second extended rod extending and retracting vertically via a second drive unit. The lower end of the second extended rod is rotatably connected to a support plate via a ball joint, and the bottom surface of the support plate is provided with anti-slip teeth. The ball joint uses a ball-head and ball-and-socket structure, allowing the support plate to adapt to any tilt of the ground. The ground contact area of ​​the support plate is greater than five times the cross-sectional area of ​​the second extended rod, and the anti-slip teeth are distributed in a ring or radial pattern. This structure ensures that the support plate remains in full contact with the ground at all times, effectively preventing a sudden reduction in contact area on slopes or sinking and slipping on soft ground, and significantly enhancing the vehicle's parking stability in complex terrain.

[0013] To address the issue of communication interruptions caused by mountainous terrain in existing satellite communications, this invention integrates a drone relay system. A landing bay is located on the upper wall of the command cabin, with a sliding cover on the upper wall of the bay that can be opened horizontally via a third drive unit. Inside the landing bay is a tethered cable, one end of which connects to the signal relay drone, and the other end connects to the vehicle-mounted power supply unit and vehicle-mounted communication unit. The signal relay drone obtains power and data transmission through the tethered cable and can take off into the air above the command cabin. When the vehicle is parked in an area where satellite signals are blocked by mountains, the vehicle-mounted communication unit automatically or manually switches to the drone relay link. The signal relay drone then relays data between the vehicle-mounted communication unit and the rear command center in the air, forming an integrated air-to-ground communication link. The tethered drone can hover for extended periods, ensuring continuous and stable communication, completely solving the communication blind spot problem caused by terrain obstruction, and simultaneously providing dual-link redundancy with the satellite antenna, ensuring real-time transmission of critical command instructions and on-site situation information.

[0014] Preferably, the upper wall of the command compartment is equipped with a ventilation structure near the front of the vehicle, including multiple arrays of ventilation fans and ventilation windows on both sides of the fans, for regulating the air environment inside the compartment. Behind the ventilation structure on the upper wall of the command compartment, a parking bay and a storage chamber are arranged in sequence, with a satellite antenna housed within the storage chamber. From front to back, the right wall of the command compartment features a horizontally retractable extension bay and a ladder leading to the roof. The extension bay expands the command space, and the ladder facilitates personnel maintenance of the roof equipment. The electric telescopic mast is preferably a ball screw mechanism driven by a servo motor, with a built-in displacement sensor. Its lower end is fixed to the lower inner wall of the load-bearing cavity via a flange and bolts, and its extension direction is perpendicular to the plane of the upper wall of the vehicle frame. The support frame, made of rubber, polyurethane, or metal rubber, is arranged in a ring around the entire circumference of the inner wall of the load-bearing cavity. Its upper surface is in contact with the lower surface of the command compartment floor plate, and its lower surface is in contact with the inner bottom wall of the load-bearing cavity. Through its own elastic compression, it provides preload and auxiliary support to the command compartment. The above-mentioned structure is compact and highly integrated, fully meeting the stringent requirements of mountain emergency command vehicles for rapid deployment, stable support, and all-weather communication.

[0015] This invention provides a mountain emergency command vehicle. It has the following beneficial effects: 1. Compared with existing technologies, this mountain emergency command vehicle adopts an independent leveling structure that separates the vehicle body from the command cabin. Through three sets of electric telescopic rods arranged in a triangular pattern, the command cabin is independently leveled in conjunction with universal joints, so that the command cabin always remains in a horizontal state while the vehicle frame naturally tilts with the terrain. This completely solves the structural contradictions of high energy consumption, slow response, and complex secondary fine-tuning of antennas caused by the overall leveling of the vehicle body in traditional solutions, and achieves rapid and accurate leveling of the command operation platform.

[0016] 2. Compared with existing technologies, this mountain emergency command vehicle is equipped with anti-rollover support legs that can be horizontally and vertically extended at the bottom of the frame. The support plate is rotatably connected to the vertical support through ball joints and is equipped with anti-slip teeth, which enables the support plate to adapt to different slopes and complex ground such as soft and hard surfaces, and always maintain full contact and stable support. This effectively avoids the problem of insufficient contact area and easy sinking and slippage of rigid support legs on slopes, and significantly improves the parking safety of the vehicle in mountainous environments.

[0017] 3. Compared with existing technologies, this mountain emergency command vehicle integrates a drone relay system, which establishes an aerial communication relay through tethered drones. When satellite signals are blocked by mountains, it automatically switches to the drone link, solving the problem that the traditional solution's single satellite communication is easily interrupted by terrain and cannot retransmit critical data. It achieves continuous communication without blind spots and ensures smooth information flow between the field and the rear command center. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 For the present invention Figure 1 A magnified view of a section at point A in the middle; Figure 3 This is a schematic diagram of the vehicle frame structure of the present invention; Figure 4 For the present invention Figure 3 A magnified view of a section at point B in the middle; Figure 5 This is a schematic diagram of the horizontal and vertical bracing structures of the present invention; Figure 6 This is a schematic diagram of the bottom structure of the support plate of the present invention; Figure 7 This is a partial schematic diagram of the connection structure between the electric telescopic rod and the universal joint of the present invention.

[0019] The components include: 1. Chassis; 101. Load-bearing cavity; 2. Command compartment; 3. Extension compartment; 4. Ladder; 5. Ventilation structure; 501. Ventilation fan; 502. Ventilation window; 6. Parking compartment; 7. Sliding cover; 8. Mooring cable; 9. Signal relay UAV; 10. Storage cavity; 11. Satellite antenna; 12. Horizontal brace; 1201. First fixed seat; 1202. First extension rod; 13. Vertical brace; 1301. Second fixed seat; 1302. Second extension rod; 1303. Support plate; 1303a. Anti-slip teeth; 14. Support frame; 15. Electric telescopic rod; 16. Universal joint; 1601. First joint; 1602. Second joint; 1603. Cross pin; 17. Ball joint. Detailed Implementation

[0020] The present invention will now be described in further detail with reference to the accompanying drawings. Figures 1 to 7 This paper demonstrates a specific embodiment of the mountain emergency command vehicle of the present invention. It should be noted that this embodiment is merely one specific form for implementing the technical solution of the present invention. Those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and all such modifications and improvements fall within the scope of protection of the present invention. Example

[0021] like Figure 1As shown, the mountain emergency command vehicle of this embodiment includes a frame 1. The frame 1 is a truss structure welded from high-strength steel, possessing sufficient rigidity and load-bearing capacity. The upper wall of the frame 1 bulges upwards in the middle to form a load-bearing cavity 101. The load-bearing cavity 101 is a rectangular concave cavity with a depth of approximately 300 mm, and its four side walls are welded integrally with the upper wall of the frame 1. A command cabin 2 is installed inside the load-bearing cavity 101. The command cabin 2 is a hexahedral box-shaped structure, composed of an aluminum alloy skin and a steel frame. Its interior is divided into multiple functional areas such as an operation area, a conference area, and an equipment area, accommodating command personnel, communication equipment, and a command console. The floor plate of the command cabin 2 is a 10 mm thick aluminum alloy plate, with reinforced corners and edges to withstand the load of the leveling mechanism. A support frame 14 is installed between the command compartment 2 and the bearing cavity 101. The support frame 14 is a ring-shaped structure, integrally cast from polyurethane elastomer, with a rectangular cross-section, 60 mm wide and 40 mm high, and is arranged along the entire circumference of the inner wall of the bearing cavity 101. The upper surface of the support frame 14 is tightly fitted to the lower surface of the bottom plate of the command compartment 2, and the lower surface is tightly fitted to the inner bottom wall of the bearing cavity 101. Before the command compartment 2 is leveled, it is in a pre-compressed state with a pre-compression of about 2 mm, providing initial elastic support for the command compartment 2 and also serving as a vibration damping and sealing function.

[0022] like Figure 1 , Figure 3 , Figure 4 As shown, three sets of electric telescopic rods 15 are fixedly installed on the lower inner wall of the bearing cavity 101. The three sets of electric telescopic rods 15 are arranged in a triangular pattern, with one set located on the lower inner wall of the bearing cavity 101 near the front of the vehicle, and the other two sets located on the lower inner wall of the bearing cavity 101 near the rear of the vehicle. The line connecting the three sets of electric telescopic rods 15 forms an isosceles triangle with two sides approximately 1200 mm long and a base approximately 1500 mm long. The electric telescopic rods 15 employ a ball screw mechanism driven by a servo motor, specifically including a push rod housing, a telescopic rod, a servo motor, a reducer, a built-in displacement sensor, and a force sensor. The push rod housing is a stainless steel cylinder with an outer diameter of 80 mm, and a circular flange welded to its lower end. The flange is fixed to the bottom wall of the bearing cavity 101 by four high-strength bolts. The axis of the push rod housing is perpendicular to the upper wall plane of the frame 1, meaning the telescopic direction is vertical. The servo motor is installed at the bottom of the push rod housing and drives the ball screw to rotate through the reducer. The screw nut drives the telescopic rod to move up and down. The telescopic pole is a solid steel pole with a diameter of 40 mm and a chrome-plated surface. The stroke is ±60 mm and the maximum thrust is 5000 Newtons.

[0023] Each set of electric telescopic masts 15 has a universal joint 16 installed between its drive end (i.e., the upper end of the telescopic mast) and the floor plate of the command cabin 2. For example... Figure 7As shown, the universal joint 16 is a cross-shaped universal joint, including a first joint 1601, a second joint 1602, and a cross pin 1603. The first joint 1601 is fork-shaped, and its lower end is fixedly connected to the upper end of the telescopic rod of the electric telescopic boom 15 by threads. The second joint 1602 is also fork-shaped, and its upper end is fixedly connected to the bottom plate of the command compartment 2 by bolts. The cross pin 1603 is a stainless steel precision shaft, and its four journals are rotatably connected to the fork lugs of the first joint 1601 and the second joint 1602 by needle roller bearings. In this way, the first joint 1601 and the second joint 1602 can rotate relative to each other around the two orthogonal axes of the cross pin 1603, thereby realizing the free deflection of the universal joint 16 in two directions, so that the angle between the telescopic rod of the electric telescopic boom 15 and the bottom plate of the command compartment 2 can change during the leveling process, avoiding the generation of bending moment.

[0024] like Figure 1As shown, a ventilation structure 5 is located on the upper wall of the command cabin 2, near the front of the vehicle. The ventilation structure 5 includes multiple sets of ventilation fans 501 and two ventilation windows 502. Specifically, six sets of ventilation fans 501 are arranged in a two-row, three-column array, corresponding to the operating area and conference area inside the command cabin 2. The ventilation fans 501 are axial flow fans driven by DC brushless motors, with a rated airflow of 200 cubic meters per hour. The two ventilation windows 502 are located on the left and right sides of the ventilation fan 501 array, respectively. The ventilation windows 502 are manually openable and closable louvers with built-in dust filters. A parking compartment 6 is located on the upper wall of the command cabin 2, behind the ventilation structure 5. The parking compartment 6 is a rectangular box made of welded aluminum alloy plates, with dimensions of 1000 mm long, 800 mm wide, and 400 mm high. Its interior is lined with shock-absorbing pads. The upper wall of the parking compartment 6 is equipped with a sliding cover 7, which is made of carbon fiber composite material, 8 mm thick, and has linear guide rails on both sides. It is driven horizontally by a third drive unit. The third drive unit is an electric push rod with a stroke of 900 mm and a push-pull force of 200 Newtons, which can slide the sliding cover 7 backward to open the parking compartment 6. Inside the parking compartment 6 is a tethered cable 8, a fiber optic composite cable integrating power supply wires and optical fibers, 150 meters long, which can be automatically deployed and retracted. One end of the tethered cable 8 connects to the signal relay drone 9, and the other end connects to the vehicle-mounted power supply unit and vehicle-mounted communication unit. The signal relay drone 9 is a quadcopter drone with foldable arms, a maximum takeoff weight of 15 kg, and carries communication relay equipment, including a satellite communication terminal, a 4G / 5G base station module, and a self-organizing network radio, providing voice, video, and data relay transmission. The signal relay drone 9 obtains power and data transmission through the tethered cable 8 and can hover in the air for extended periods, reaching altitudes of up to 100 meters. A storage cavity 10 is recessed into the upper wall of the command compartment 2, located behind the parking compartment 6. The storage cavity 10 is a cylindrical cavity with a depth of approximately 400 mm, and a satellite antenna 11 is installed inside. The satellite antenna 11 is a stationary center-pass parabolic antenna with a diameter of 0.9 meters, which can automatically deploy to align with the satellite.

[0025] like Figure 1 , Figure 3 , Figure 5As shown, two sets of anti-rollover support systems are provided on the lower wall of the frame 1, near both the left and right sides, with each anti-rollover support system distributed front to back. Each set of anti-rollover support systems includes a horizontal brace 12 and a vertical brace 13. The horizontal brace 12 is located on the lower wall of the frame 1 and includes a first fixed seat 1201 and a first extension rod 1202. The first fixed seat 1201 is a welded square steel tube structure, which is fixedly connected to the lower wall of the frame 1 by bolts, and has a rectangular cavity inside as a guide hole. The first extension rod 1202 is a square steel tube with a cross-sectional dimension that is clearance-fitted to the guide hole of the first fixed seat 1201. The first extension rod 1202 is slidably connected inside the first fixed seat 1201, with one end extending towards the outer wall of the frame 1. The first extension rod 1202 is driven to extend and retract horizontally by the first drive unit, which is a hydraulic cylinder. The cylinder body is hinged to the frame 1, and the piston rod is connected to the inner end of the first extension rod 1202. The stroke is 600 mm and the thrust is 10,000 Newtons. It can drive the first extension rod 1202 to extend outward by a maximum of 600 mm, thereby increasing the support span.

[0026] A vertical support 13 is located on the lower wall of the end of the first extension rod 1202 away from the first fixed seat 1201, and includes a second fixed seat 1301, a second extension rod 1302, and a support plate 1303. The second fixed seat 1301 is a square steel tube structure, welded and fixed to the lower wall of the first extension rod 1202, and has a circular guide hole inside. The second extension rod 1302 is a round steel tube, with its outer diameter clearance-fitted to the guide hole of the second fixed seat 1301, and is slidably connected to the lower end of the second fixed seat 1301, with the lower end of the second extension rod 1302 extending vertically downward. The second extension rod 1302 is driven to extend and retract vertically by a second drive unit, which is also a hydraulic cylinder. The cylinder body is fixed on the second fixed seat 1301, and the piston rod is connected to the upper end of the second extension rod 1302, with a stroke of 300 mm and a thrust of 8000 Newtons, which can drive the second extension rod 1302 to extend downward to contact the ground.

[0027] The support plate 1303 is rotatably connected to the lower end of the second extension rod 1302 via a ball joint 17. For example... Figure 5 As shown, the ball joint 17 includes a ball head and a ball socket. The ball head is a steel ball with a diameter of 60 mm, welded to the lower end of the second extension rod 1302. The ball socket is a hemispherical steel shell with an inner diameter that matches the ball head, welded to the center of the upper wall of the support plate 1303. The ball head is nested inside the ball socket and can rotate freely, allowing the support plate 1303 to tilt in any direction relative to the second extension rod 1302, with a maximum tilt angle of ±15°. The support plate 1303 is a circular steel plate with a diameter of 250 mm and a thickness of 12 mm. Its ground contact area is approximately 491 square centimeters, which is more than 17 times the cross-sectional area of ​​the second extension rod 1302 (approximately 28 square centimeters). The bottom surface of the support plate 1303 is provided with anti-slip teeth 1303a, such as... Figure 6As shown, the anti-slip teeth 1303a are radially distributed, radiating outwards from the center. Each tooth is 8 mm high, 5 mm wide at the top, and 15 mm apart. They are made of wear-resistant rubber material and embedded in grooves on the bottom surface of the support plate 1303. Alternatively, the tooth shape can be directly machined. The anti-slip teeth 1303a are used to increase the coefficient of friction with the ground and prevent slipping on slopes.

[0028] The following is combined Figures 1 to 7 This embodiment explains in detail the working principle and key points of operation.

[0029] After the mountain emergency command vehicle arrives at the rescue site, the driver selects a relatively flat but potentially sloping area to park. At this time, the vehicle is in a parked state, and the frame 1 tilts naturally with the ground. The command cabin 2 is also tilted with the vehicle under the pre-compression support of the support frame 14.

[0030] First, the operator activates the rollover protection system via the control panel. The controller automatically determines the direction of the support legs to be deployed first, based on the chassis tilt angle detected by the chassis slope sensor mounted on the frame 1. For example, if the frame tilts to the right, the front and rear support legs on the right side are deployed first. The first drive unit activates, driving the first extension rod 1202 to extend horizontally outward from the first fixed seat 1201. The extension length automatically adjusts according to the slope; the steeper the slope, the longer the extension, up to a maximum of 600 mm. Then, the second drive unit activates, driving the second extension rod 1302 to extend vertically downward from the second fixed seat 1301. The second extension rod 1302 moves downward, causing the support plate 1303 to contact the ground. Due to the ball joint 17, the support plate 1303 automatically adjusts its angle upon contact with the ground, ensuring its bottom surface is fully in contact with the ground. Anti-slip teeth 1303a embed or press into the ground, providing reliable frictional resistance. When the force sensor of the second drive unit detects that the supporting force on the support plate 1303 has reached a preset threshold (such as 20% of the total vehicle weight), it stops extending and maintains pressure. Subsequently, the supporting leg on the other side also unfolds in the same way, forming a four-point support, which greatly increases the support span of the vehicle and effectively prevents the vehicle from overturning or sliding down slopes.

[0031] Next, the operator activates the command cabin leveling system. Attitude sensors (dual-axis inclinometers) mounted on the floor of command cabin 2 detect the pitch and roll angles of command cabin 2 in real time and transmit the signals to the controller. The controller has a built-in leveling control algorithm that calculates the target travel required for each of the three sets of electric telescopic booms 15 based on the detected angle values. Since the three sets of electric telescopic booms 15 are distributed in an isosceles triangle, their geometric relationship uniquely defines a plane, and the controller can obtain the extension length that each boom should achieve through inverse kinematics. The controller then sends commands to the servo drives of each electric telescopic boom 15, driving the booms to move synchronously or asynchronously. For example, if command cabin 2 tilts forward, the electric telescopic boom 15 located at the front of the vehicle needs to extend longer, while the two sets of electric telescopic booms 15 located at the rear of the vehicle shorten accordingly; if command cabin 2 tilts to the right, the electric telescopic boom 15 on the right side needs to extend longer, while the one on the left side shortens accordingly. During the extension and retraction process, the universal joint 16 allows the angle between the floor of command cabin 2 and the telescopic booms to change freely, avoiding the generation of additional bending moments. Simultaneously, the support frame 14 is further compressed during the lifting of the command cabin 2, gradually increasing its elastic force and providing auxiliary support for the command cabin 2. When the attitude sensor detects that both the pitch angle and roll angle are less than 0.1°, the controller stops the movement of the electric telescopic rod 15, maintaining the current stroke. At this point, the command cabin 2 is in an absolutely level state, while the chassis 1 still tilts with the ground, achieving independent leveling of the vehicle body and the command cabin. Because the support frame 14 bears part of the weight, the load on the electric telescopic rod 15 is significantly reduced, the system energy consumption is low, and the leveling process is rapid, typically completed within 30 seconds.

[0032] After the command cabin 2 is leveled, the satellite antenna 11 automatically rises and unfolds from the receiving cavity 10, automatically establishing a satellite communication link. Simultaneously, operators can determine whether the drone relay system needs to be activated based on the terrain. If the vehicle is parked in a canyon, ravine, or other location where satellite signals may be blocked, operators can activate the drone relay system with a single button press on the control panel. The sliding cover 7, driven by the third drive unit, moves backward, opening the parking bay 6. The signal relay drone 9 starts its rotors, powered by the tethered cable 8, and takes off vertically to a predetermined altitude (e.g., 100 meters). The tethered cable 8 automatically releases, maintaining power and fiber optic connections with the vehicle. After takeoff, its onboard communication relay equipment automatically establishes a short-range, high-bandwidth link with the vehicle's communication unit and connects to the command center via satellite or the public network. At this point, all voice, video, and data within the command cabin 2 are transmitted via drone relay, completely avoiding terrain obstruction. Even if satellite signals are completely blocked by mountains, the drone relay can still maintain communication with the satellite via a high-altitude line-of-sight link, ensuring the continuity of command and communication. After the on-site command is completed, the drone automatically lands back in the parking compartment 6, the sliding cover 7 closes, the support legs retract, the electric telescopic pole 15 resets, the command compartment 2 descends smoothly under the elastic force of the support frame 14, and returns to its initial state; the satellite antenna 11 retracts into the storage cavity 10, and the vehicle can then leave the site.

[0033] As another preferred embodiment, the ball joint 17 of the anti-rollover support system can be configured with a locking mechanism. For example, a hand-tightening screw can be installed on the side wall of the ball joint. After the support plate 1303 is adjusted to the optimal angle, the screw can be tightened to lock the ball joint, preventing the support plate from swaying when the vehicle is exposed to wind or vibration, thus further improving stability. This locking structure does not affect the automatic deployment process and can be manually locked by the operator after the support leg is extended, or an electric locking device can be added in subsequent automatic improvements.

[0034] As another preferred embodiment, the three sets of electric telescopic masts 15 can also be arranged in other triangular forms, such as placing one set in the middle of the rear of the vehicle and two sets on both sides of the front, which can also achieve the function of three points defining a plane. The elastic material of the support frame 14 can be natural rubber, silicone rubber, metal rubber, etc., and its elastic coefficient is determined according to the weight of the command cabin and the leveling accuracy requirements. Generally, the support frame can bear 30%-50% of the weight of the command cabin after leveling, so as to extend the service life of the electric telescopic masts. The universal joint 16 can also adopt a ball joint structure, but the cross shaft universal joint has the advantages of small clearance, large load-bearing capacity, and maintenance-free operation, making it more suitable for this application scenario. The electric telescopic mast 15 can also be driven by a hydraulic cylinder, but the electric push rod has high control accuracy, no leakage risk, and convenient maintenance, making it the preferred solution.

[0035] The embodiments of this invention are not limited to the above description. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention. This invention, through three core technologies—independent leveling of the command cabin, anti-rollover adaptive support, and UAV aerial relay—fundamentally solves the problems of unstable parking on slopes, time-consuming and laborious leveling, and communication obstructed by terrain for mountain emergency command vehicles. It achieves the breakthrough effect of "level upon arrival, stable support on slopes, and communication without blind spots," providing reliable technical support for emergency rescue command.

Claims

1. A mountain emergency command vehicle, comprising a frame (1) and a command cabin (2) disposed above the frame, characterized in that, The upper wall of the frame (1) is provided with a bearing cavity (101). The command cabin (2) is located inside the bearing cavity (101); A support frame (14) is filled between the command compartment (2) and the bearing cavity (101), and the support frame (14) is made of elastic material; Three sets of electric telescopic rods (15) are fixedly installed on the lower inner wall of the bearing cavity (101). The three sets of electric telescopic rods (15) are arranged in a triangular shape, and the driving end of each electric telescopic rod (15) is vertically upward. Each set of electric telescopic rods (15) has a universal joint (16) between its drive end and the bottom plate of the command cabin (2). The lower end of the universal joint (16) is connected to the drive end of the electric telescopic rod (15), and the upper end is connected to the bottom plate of the command cabin (2). The command cabin (2) tilts relative to the frame (1) by controlling the different extension lengths of the three sets of electric telescopic rods (15) through the controller, and the support frame (14) provides auxiliary support force to the command cabin (2) through its own elastic compression.

2. The mountain emergency command vehicle according to claim 1, characterized in that, The universal joint (16) includes a first joint (1601), a second joint (1602), and a cross pin (1603). The first joint (1601) is fixedly connected to the drive end of the electric telescopic rod (15), the second joint (1602) is fixedly connected to the bottom plate of the command cabin (2), and the cross pin (1603) is rotatably connected between the first joint (1601) and the second joint (1602).

3. The mountain emergency command vehicle according to claim 1, characterized in that, The arrangement of the three sets of electric telescopic rods (15) is as follows: one set of electric telescopic rods (15) is set on the lower inner wall of the bearing cavity (101) near the front of the vehicle, two sets of electric telescopic rods (15) are set on the lower inner wall of the bearing cavity (101) near the rear of the vehicle, and the line connecting the three sets of electric telescopic rods (15) forms an isosceles triangle; the support frame (14) is a ring structure and is arranged around the entire circumference of the inner wall of the bearing cavity (101).

4. The mountain emergency command vehicle according to claim 1, characterized in that, It also includes an attitude sensor and a controller. The attitude sensor is installed on the command cabin (2). The controller is connected to the attitude sensor and each of the electric telescopic rods (15). The electric telescopic rods (15) are controlled by the controller to move.

5. The mountain emergency command vehicle according to claim 1, characterized in that, It also includes an anti-rollover support system, which includes at least two sets of horizontal braces (12) and at least two sets of vertical braces (13). The lower wall of the frame (1) and near the left and right sides are provided with two sets of the anti-rollover support system, and the anti-rollover support system on each side is distributed in a front-to-back manner. The cross brace (12) is disposed on the lower wall of the frame (1) and includes a first fixed seat (1201) and a first extension rod (1202). The first fixed seat (1201) is fixedly connected to the lower wall of the frame (1), and the first extension rod (1202) is slidably connected to the inside of the first fixed seat (1201). One end of the first extension rod (1202) extends toward the outer wall of the frame (1). The first extension rod (1202) is driven to extend and retract in the horizontal direction by a first drive unit. The vertical support (13) is disposed on the lower wall of the end of the first extension rod (1202) away from the first fixed seat (1201), and includes a second fixed seat (1301), a second extension rod (1302) and a support plate (1303). The second fixed seat (1301) is fixedly connected to the lower wall of the first extension rod (1202), and the second extension rod (1302) is slidably connected to the lower end of the second fixed seat (1301). The lower end of the second extension rod (1302) extends vertically downward, and the second extension rod (1302) is driven to extend and retract in the vertical direction by the second driving unit. The support plate (1303) is rotatably connected to the lower end of the second extension rod (1302) via a ball joint (17), and the bottom surface of the support plate (1303) is provided with anti-slip teeth (1303a).

6. The mountain emergency command vehicle according to claim 5, characterized in that, The ball joint (17) includes a ball head and a ball socket. The ball head is fixedly connected to the lower end of the second extension rod (1302), and the ball socket is fixedly connected to the upper wall of the support plate (1303). The ball head is nested inside the ball socket. The grounding area of ​​the support plate (1303) is greater than 5 times the cross-sectional area of ​​the second extension rod (1302). The anti-slip teeth (1303a) are distributed in a ring or radial pattern.

7. The mountain emergency command vehicle according to claim 1, characterized in that, It also includes a drone relay system, which includes a landing bay (6), a sliding cover (7), a tethered cable (8), and a signal relay drone (9). The parking compartment (6) is located on the upper wall of the command compartment (2), and the upper wall of the parking compartment (6) is provided with the sliding cover (7). The sliding cover (7) is driven to move horizontally by the third drive unit. The tether cable (8) is located inside the parking bay (6). One end of the tether cable (8) is connected to the signal relay UAV (9), and the other end is connected to the vehicle power supply unit and the vehicle communication unit. The signal relay UAV (9) obtains power and transmits data through the tethered cable (8).

8. The mountain emergency command vehicle according to claim 7, characterized in that, A ventilation structure (5) is provided on the upper wall of the command cabin (2) near the front of the vehicle. The ventilation structure (5) includes multiple sets of ventilation fans (501) and two ventilation windows (502). The multiple sets of ventilation fans (501) are arranged in an array on the upper wall of the command cabin (2), and the two ventilation windows (502) are respectively located on the left and right sides of the multiple sets of ventilation fans (501). The parking compartment (6) is located on the upper wall of the command cabin (2) and is located in the ventilation structure. (5) Behind the upper wall of the command cabin (2) and behind the parking cabin (6), there is a storage cavity (10) recessed in the upper wall of the command cabin (2), and a satellite antenna (11) is provided inside the storage cavity (10); the right wall of the command cabin (2) is provided with an extension cabin (3) and a ladder (4) from front to back. The extension cabin (3) can be horizontally extended and retracted relative to the command cabin (2), and the ladder (4) leads to the top of the command cabin (2).

9. The mountain emergency command vehicle according to claim 1, characterized in that, The electric telescopic rod (15) is a ball screw mechanism driven by a servo motor. The electric telescopic rod (15) has a built-in displacement sensor. The lower end of the electric telescopic rod (15) is fixedly connected to the inner lower wall of the bearing cavity (101) by a flange and bolts. The telescopic direction of the electric telescopic rod (15) is perpendicular to the upper wall plane of the frame (1).

10. The mountain emergency command vehicle according to claim 1, characterized in that, The support frame (14) is made of rubber, polyurethane or metal rubber material. The upper surface of the support frame (14) is attached to the lower surface of the bottom plate of the command cabin (2). The lower surface of the support frame (14) is attached to the inner bottom wall of the bearing cavity (101). After the command cabin (2) is leveled, it is pre-tightened by the elastic compression of the support frame (14) itself.

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