A vehicle docking structure

Abstract

The utility model discloses a kind of vehicle butt joint structures, including vehicle chassis, first translation component, second translation component and drive system, the first translation component and the second translation component are spaced along the length direction of the vehicle chassis And the first translation component and the second translation component are respectively provided with at least one, the first translation component includes first outer slide, first inner slide, first support leg and second support leg, the first outer slide is slidably arranged in the first inner slide outer, the first outer slide is at least partially connected with the drive system, the first outer slide is connected with the vehicle chassis, the second translation component includes second outer slide, second inner slide, third support leg and fourth support leg. The utility model makes the butt joint process more accurate and controllable, reduces the collision risk due to improper operation, improves the butt joint accuracy and efficiency between vehicles.

Description

Technical Field

[0001] This utility model relates to the technical field of interconnecting well site operation equipment, and in particular to a vehicle docking structure. Background Technology

[0002] Currently, on-site docking of vehicle-mounted gas turbine generator sets requires the rear of the generator trailer and the rear of the intake system trailer to be connected. Existing docking methods for the two vehicles mostly rely on the driver controlling the steering wheel and observing the rearview mirrors, requiring personnel on one side of the vehicle to direct and assist. When the initial docking is incomplete and the distance between the two vehicles is not significantly different, the driver reverses and adjusts the distance using the accelerator, which is difficult to control; reversing often requires multiple attempts, resulting in lengthy on-site equipment installation time. Furthermore, docking without a trailer cab is challenging because the trailer lacks self-movement capabilities, making it impossible to quickly adjust and dock the two vehicles over short distances. Utility Model Content

[0003] The present invention aims to at least solve the aforementioned technical problems existing in the prior art.

[0004] Therefore, one objective of this utility model is to provide a vehicle docking structure, including a vehicle chassis, a first translation component, a second translation component, and a drive system. The first translation component and the second translation component are spaced apart along the length direction of the vehicle chassis, and at least one of each is provided. The first translation component includes a first outer slide rail, a first inner slide rail, a first support leg, and a second support leg. The first outer slide rail is slidably disposed outside the first inner slide rail. The first outer slide rail is at least partially connected to the drive system and connected to the vehicle chassis. The first support leg and the second support leg are disposed on the left and right sides of the first inner slide rail, and the first support leg and the second support leg are telescopic support legs.

[0005] The second translation component includes a second outer slide rail, a second inner slide rail, a third support leg, and a fourth support leg. The second outer slide rail is slidably disposed outside the second inner slide rail. The second outer slide rail is at least partially connected to the drive system and connected to the vehicle chassis. The third and fourth support legs are disposed on the left and right sides of the second inner slide rail and are telescopic support legs.

[0006] In some embodiments, the drive system is a hydraulic drive system, and the first translation component includes a first translation hydraulic cylinder and a second translation hydraulic cylinder. One end of the first translation hydraulic cylinder is connected to the first outer slide rail, and the other end of the first translation hydraulic cylinder is connected to the first support leg. One end of the second translation hydraulic cylinder is connected to the first outer slide rail, and the other end of the second translation hydraulic cylinder is connected to the second support leg.

[0007] The second translation component includes a third translation hydraulic cylinder and a fourth translation hydraulic cylinder. One end of the third translation hydraulic cylinder is connected to the second outer slide rail, and the other end of the third translation hydraulic cylinder is connected to the third support leg. One end of the fourth translation hydraulic cylinder is connected to the second outer slide rail, and the other end of the fourth translation hydraulic cylinder is connected to the fourth support leg.

[0008] In some embodiments, the first outrigger is any one of a mechanical outrigger, a hydraulic outrigger, and an electric outrigger; the second outrigger is any one of a mechanical outrigger, a hydraulic outrigger, and an electric outrigger; the third outrigger is any one of a mechanical outrigger, a hydraulic outrigger, and an electric outrigger; and the fourth outrigger is any one of a mechanical outrigger, a hydraulic outrigger, and an electric outrigger.

[0009] The hydraulic outrigger is connected to the hydraulic drive system, and the electric outrigger is connected to the electronic control system.

[0010] In some embodiments, the hydraulic drive system includes an oil tank, a power unit, and a reversing valve assembly. The outlet of the oil tank is connected to the inlet of the power unit, and the outlet of the power unit is connected to the reversing valve assembly. The reversing valve assembly is connected to the first translation hydraulic cylinder, the second translation hydraulic cylinder, the third translation hydraulic cylinder, the fourth translation hydraulic cylinder, and the hydraulic outrigger via multiple hydraulic lines.

[0011] In some embodiments, the directional valve assembly has a first working port and a second working port. The first working port communicates with the rod chamber of the first translational hydraulic cylinder, the rodless chamber of the second translational hydraulic cylinder, the rod chamber of the third translational hydraulic cylinder, and the rodless chamber of the fourth translational hydraulic cylinder. The second working port communicates with the rodless chamber of the first translational hydraulic cylinder, the rod chamber of the second translational hydraulic cylinder, the rodless chamber of the third translational hydraulic cylinder, and the rod chamber of the fourth translational hydraulic cylinder. The directional valve has a first return port, which communicates with the oil tank.

[0012] In some embodiments, the reversing valve assembly has an inlet, a plurality of third working ports, and a plurality of fourth working ports. The outlet of the power unit is connected to the inlet of the reversing valve assembly. Each of the third working ports is connected to the rodless chamber of the corresponding hydraulic outrigger, and each of the fourth working ports is connected to the rod chamber of the corresponding hydraulic outrigger.

[0013] In some embodiments, the hydraulic drive system further includes a synchronous flow splitting structure disposed between the directional valve group and each translation hydraulic cylinder.

[0014] In some embodiments, the synchronous flow splitting structure has a first connection port, a second connection port, and a third connection port. The first connection port is connected to the second working port and the third connection port, respectively. The second connection port is connected to the rodless chamber of the first translational hydraulic cylinder and the rod chamber of the second translational hydraulic cylinder. The third connection port is connected to the rodless chamber of the third translational hydraulic cylinder and the rod chamber of the fourth translational hydraulic cylinder.

[0015] In some embodiments, the synchronous flow splitting structure includes a flow splitting device, a first overflow valve, and a second overflow valve. The first connection port is connected to the inlet of the flow splitting device, the outlet of the flow splitting device is connected to the second connection port through the first overflow valve, and the outlet of the flow splitting device is connected to the third connection port through the second overflow valve. The synchronous flow splitting structure has a second return port, which is connected to the oil tank.

[0016] In some embodiments, a first friction plate is provided between the first outer slide and the first inner slide, and a second friction plate is provided between the second outer slide and the second inner slide.

[0017] In some embodiments, a first level detector is provided on the first leg and / or the second leg of the first translation component; a second level detector is provided on the third leg and / or the fourth leg of the second translation component.

[0018] The vehicle docking structure provided in this embodiment of the utility model has the following beneficial effects:

[0019] By installing a first translation component and a second translation component on the vehicle chassis, the first translation component includes a first and a second support leg, and the second translation component includes a third and a fourth support leg. The vehicle chassis's level is adjusted by controlling the extension length of each support leg to align it with the vehicle to be docked. The vehicle chassis is then adjusted laterally (left-right) by controlling the movement of the first and second outer sliding rails, eliminating the need for traditional reversing or steering methods. This translation method makes the docking process more precise and controllable, reduces the risk of collisions due to improper operation, and improves the accuracy and efficiency of vehicle docking.

[0020] The first leg and the second leg of the first translation component are connected to the same first inner slide rail, and the third leg and the fourth leg of the second translation component are connected to the same second inner slide rail, forming a simply supported beam structure, which gives the first translation component and the second translation component high strength and high load-bearing capacity. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a perspective view of the vehicle chassis in an embodiment of this utility model;

[0023] Figure 2 This is a perspective view of the first translation component in an embodiment of this utility model;

[0024] Figure 3 This is a perspective view of the second translation component in an embodiment of this utility model;

[0025] Figure 4 This is a hydraulic schematic diagram of the hydraulic system in an embodiment of this utility model; Figure 5 This is a hydraulic schematic diagram of the synchronous flow splitting structure of the hydraulic drive system in this embodiment of the utility model.

[0026] Figure label:

[0027] 1. First translation assembly; 11. First outer slide rail; 12. First friction plate; 13. First inner slide rail; 14. First connector; 15. First level detector; 16. First support leg; 17. Second support leg; 18. First translation hydraulic cylinder; 19. Second translation hydraulic cylinder;

[0028] 2. Second translation assembly; 21. Second outer slide rail; 22. Second friction plate; 23. Second inner slide rail; 24. Second connecting piece; 25. Second level detector; 26. Third support leg; 27. Fourth support leg; 28. Third translation hydraulic cylinder; 29. ​​Fourth translation hydraulic cylinder;

[0029] 3. Hydraulic system; 31. Oil tank; 32. Power unit; 33. Directional valve assembly; 331. First working port; 332. Second working port; 333. Third working port; 334. Fourth working port; 335. Inlet; 336. First return port; 34. Synchronous flow divider structure; 341. First connection port; 342. Second connection port; 343. Third connection port; 344. First relief valve; 345. Second relief valve; 346. Second return port; 347. Flow divider; 35. Pressure detection element; 4. Vehicle chassis; 5. Wheels. Detailed Implementation

[0030] Various embodiments and features of this utility model are described herein with reference to the accompanying drawings.

[0031] It should be understood that various modifications can be made to the embodiments described herein. Therefore, the above description should not be considered as limiting, but merely as an example of embodiments. Other modifications within the scope and spirit of this invention will be apparent to those skilled in the art.

[0032] The accompanying drawings, which are included in and form part of this specification, illustrate embodiments of the present invention and, together with the general description of the present invention given above and the detailed description of the embodiments given below, serve to explain the principles of the present invention.

[0033] These and other features of the present invention will become apparent from the following description of preferred forms of embodiments given as non-limiting examples, with reference to the accompanying drawings.

[0034] It should also be understood that although the present invention has been described with reference to some specific examples, those skilled in the art can certainly implement many other equivalent forms of the present invention, which have the features described in the claims and are therefore all within the scope of protection defined herein.

[0035] The above and other aspects, features and advantages of the present invention will become more apparent when taken in conjunction with the accompanying drawings and in view of the following detailed description.

[0036] Specific embodiments of the present invention will now be described with reference to the accompanying drawings; however, it should be understood that the claimed embodiments are merely examples of the present invention, which may be implemented in various ways. Well-known and / or repeated functions and structures have not been described in detail to avoid unnecessary or redundant details that could obscure the present invention. Therefore, the specific structural and functional details claimed herein are not intended to be limiting, but merely to serve as the basis and representative basis for the claims to teach those skilled in the art to use the present invention in a variety of substantially any suitable detailed structures.

[0037] An embodiment of this utility model provides a vehicle docking structure, such as... Figures 1-5 As shown, the system includes a vehicle chassis 4, a first translation component 1, a second translation component 2, and a drive system. The vehicle chassis 4 integrates an air intake system; for example, the vehicle chassis 4 and the air intake system are rigidly connected as a single unit via bolts or similar means. The first translation component 1 and the second translation component 2 are spaced apart along the length of the vehicle chassis 4, with at least one of each component present. The first translation component 1 is located at the front end of the vehicle chassis 4, and the second translation component 2 is located at the rear end. Working independently yet collaboratively, they enable the vehicle chassis 4 to perform lateral (left-right) translation adjustments without relying on traditional reversing or steering methods. This translation method makes the docking process more precise and controllable, reducing the risk of collisions due to improper operation and lowering the reliance on driver skills. It also avoids docking difficulties and time waste caused by inaccurate throttle control and blind spots in the rearview mirrors, improving the accuracy and efficiency of docking between vehicles.

[0038] In this embodiment, one first translation component 1 and one second translation component 2 are respectively provided, and the first translation component 1 and the second translation component 2 are respectively provided at the front and rear ends of the vehicle chassis 4.

[0039] In other embodiments, depending on the length of the vehicle body, multiple first translation components 1 can be provided along the length direction of the vehicle chassis 4, and multiple second translation components 2 can be provided along the length direction of the vehicle chassis 4. The positions of the first translation components 1 and the second translation components 2 along the length direction of the vehicle chassis 4 can be adaptively adjusted according to the structure of the vehicle chassis 4 to avoid structural components on the vehicle chassis 4.

[0040] It should be noted that the air intake system on the vehicle chassis 4 can be replaced with other devices to achieve other docking functions. The air intake system can be replaced with a waste heat recovery system, a gas turbine exhaust system, etc.

[0041] Specifically, the first translation component 1 includes a first outer slide rail 11, a first inner slide rail 13, a first support leg 16, and a second support leg 17. The first outer slide rail 11 is slidably disposed outside the first inner slide rail 13 and is at least partially connected to the drive system and the vehicle chassis 4. The first support leg 16 and the second support leg 17 are disposed on the left and right sides of the first inner slide rail 13, and are telescopic support legs. The first support leg 16 is connected to the first inner slide rail 13 via a first connector 14, and the second support leg 17 is connected to the first inner slide rail 13 via a second connector 24. The first connector 14 improves connection stability.

[0042] For example, the first outer slide rail 11 is welded to the vehicle chassis 4, and the second outer slide rail 21 is welded to the vehicle chassis 4. In addition to being used for the translation of the vehicle chassis 4, the first outer slide rail 11 and the second outer slide rail 21 can also increase the strength of the vehicle chassis 4.

[0043] Among them, the first leg 16 and the second leg 17 are mechanical outriggers, which can play a pre-support role before the docking structure starts docking work, and play a support role for the vehicle chassis 4 when the docking structure docks.

[0044] Specifically, the second translation component 2 includes a second outer slide rail 21, a second inner slide rail 23, a third support leg 26, and a fourth support leg 27. The second outer slide rail 21 is slidably disposed outside the second inner slide rail 23 and is at least partially connected to the drive system and the vehicle chassis 4. The third support leg 26 and the fourth support leg 27 are disposed on the left and right sides of the second inner slide rail 23, and are telescopic support legs. The third support leg 26 is connected to the second inner slide rail 23 via a second connector 24, and the fourth support leg 27 is also connected to the second inner slide rail 23 via the second connector 24. The second connector 24 improves connection stability.

[0045] Among them, the third outrigger 26 and the fourth outrigger 27 are hydraulic outriggers. During the docking process, by changing the extension length of the hydraulic outriggers, the height of the end of the vehicle chassis 4 near the second translation component 2 can be changed so that it is consistent with the docking height of the vehicle to be docked.

[0046] It should be noted that wheels 5 are installed under the vehicle chassis 4. Before connecting different vehicles, the wheels 5 at the bottom of the vehicle chassis 4 need to be suspended in the air by multiple outriggers to avoid the adverse effects of the wheels 5 supporting the ground on the translation of the vehicle chassis 4.

[0047] In other embodiments, the first leg 16 and the second leg 17 may be hydraulic outriggers, and the third leg 26 and the fourth leg 27 may be mechanical outriggers.

[0048] Furthermore, the first outrigger 16 can be any one of a mechanical outrigger, a hydraulic outrigger, and an electric outrigger; the second outrigger can be any one of a mechanical outrigger, a hydraulic outrigger, and an electric outrigger; the third outrigger can be any one of a mechanical outrigger, a hydraulic outrigger, and an electric outrigger; and the fourth outrigger can be any one of a mechanical outrigger, a hydraulic outrigger, and an electric outrigger. That is, the first outrigger 16 and the second outrigger 17 can also be electric outriggers, hydraulic outriggers, or a combination of electric and hydraulic outriggers. Similarly, the third outrigger 26 and the fourth outrigger 27 can also be electric outriggers, hydraulic outriggers, or a combination of electric and hydraulic outriggers. When an electric outrigger is selected, the drive system is an electronic control system, and the electric outrigger is connected to the electronic control system.

[0049] Furthermore, a first friction plate 12 is provided between the first outer slide rail 11 and the first inner slide rail 13, and a second friction plate 22 is provided between the second outer slide rail 21 and the second inner slide rail 23. For example, the first friction plate 12 is disposed in the first outer slide rail 11, and the second friction plate 22 is disposed in the second outer slide rail 21. The first friction plate 12 and the second friction plate 22 can be made of materials with low friction coefficients, such as composite materials like nylon PA and polytetrafluoroethylene, or metal materials like copper plates, depending on the load-bearing capacity. This achieves precise constraint and guidance of movement, reducing resistance during translation. These friction plates not only reduce additional friction caused by rough contact surfaces, but also ensure that the translation process remains stable even under heavy load conditions, without jamming due to excessive friction.

[0050] Furthermore, the first inner slide rail 13 and the first outer slide rail 11 are fitted with a clearance fit, and the second inner slide rail 23 and the second outer slide rail 21 are fitted with a clearance fit, in order to reduce the frictional resistance during the translation process, so that the first translation component 1 and the second translation component 2 can perform the left and right translation of the vehicle chassis 4 more smoothly and improve the operating efficiency.

[0051] Specifically, the first translation component 1 includes a first translation hydraulic cylinder 18 and a second translation hydraulic cylinder 19, which are symmetrically arranged. One end of the first translation hydraulic cylinder 18 is connected to the first outer slide rail 11, and the other end is connected to the first support leg 16. One end of the second translation hydraulic cylinder 19 is connected to the first outer slide rail 11, and the other end is connected to the second support leg 17. The first and second translation hydraulic cylinders 18 and 19 are parallel to the first outer slide rail 11 and the first inner slide rail 13, ensuring that they can directly act on the first inner slide rail 13 and guaranteeing stability during translation. The first and second translation hydraulic cylinders 18 and 19 provide stable and smooth telescopic movement, thereby precisely adjusting the lateral position of the first outer slide rail 11 and ensuring that the vehicle chassis 4 can translate along a predetermined direction.

[0052] The second translation component 2 includes a third translation hydraulic cylinder 28 and a fourth translation hydraulic cylinder 29, which are symmetrically arranged. One end of the third translation hydraulic cylinder 28 is connected to the second outer slide rail 21, and the other end is connected to the third support leg 26. One end of the fourth translation hydraulic cylinder 29 is connected to the second outer slide rail 21, and the other end is connected to the fourth support leg 27. The third and fourth translation hydraulic cylinders 28 and 29 are parallel to the second outer slide rail 21 and the second inner slide rail 23 to ensure that they can directly act on the first inner slide rail 13, guaranteeing stability during translation. The third and fourth translation hydraulic cylinders 28 and 29 provide stable and smooth telescopic movement, thereby precisely adjusting the lateral position of the second outer slide rail 21 and ensuring that the vehicle chassis 4 can translate along a predetermined direction.

[0053] The first translation hydraulic cylinder 18 and the second translation hydraulic cylinder 19 work together on the first outer slide rail 11, coordinating to adjust its position. Similarly, the third translation hydraulic cylinder 28 and the fourth translation hydraulic cylinder 29 work together on the second outer slide rail 21, coordinating to adjust its position. For example, when the piston rods of the first and third translation hydraulic cylinders 18 extend and the piston rods of the second and fourth translation hydraulic cylinders 19 retract, the first and second outer slide rails 11 and 21 can move simultaneously. This dual-cylinder linkage design helps achieve a more uniform and symmetrical translation effect, reduces skewing during translation, and improves translation accuracy and efficiency.

[0054] In other embodiments, the first translational hydraulic cylinder 18 and the second translational hydraulic cylinder 19 can be replaced with double-acting hydraulic cylinders, and the third translational hydraulic cylinder 28 and the fourth translational hydraulic cylinder 29 can also be replaced with double-acting hydraulic cylinders.

[0055] In this embodiment, when the vehicle needs to be leveled or supported, the first support leg 16 and the second support leg 17 are lowered to the ground to provide a stable support point; when performing translation adjustment, the first translation hydraulic cylinder 18 and the second translation hydraulic cylinder 19 drive the first outer slide rail 11 to move left and right, thereby realizing the flexibility of the vehicle chassis 4 to change its left and right position and the stability of being supported on the ground during lateral movement.

[0056] For example, the first end of the first translational hydraulic cylinder 18 is mounted on the first connecting member 14 via a hinge connector and bolts, and the second end of the first translational hydraulic cylinder 18 is fastened to the first outer slide rail 11 via a connecting structure. The second translational hydraulic cylinder 19 is connected in the same way as the first translational hydraulic cylinder 18. The first end of the third translational hydraulic cylinder 28 is mounted on the second connecting member 24 via a hinge connector and bolts, and the second end of the second translational hydraulic cylinder 28 is fastened to the second outer slide rail 21 via a connecting structure. The fourth translational hydraulic cylinder 29 is connected in the same way as the third translational hydraulic cylinder 28.

[0057] A first leveling instrument 15 is provided on the first leg 16 and the second leg 17 of the first translation component 1; a second leveling instrument 25 is provided on the third leg 26 and the fourth leg 27 of the second translation component 2. The first leveling instrument 15 and the second leveling instrument 25 are used to detect the levelness of the entire vehicle chassis 4 relative to the ground.

[0058] In another embodiment, tilt sensors and laser rangefinders are also used to measure the levelness of the vehicle chassis 4 relative to the ground.

[0059] Specifically, the drive system is a hydraulic drive system, which achieves synchronization and speed control of the translation of the vehicle chassis 4 by controlling the extension and retraction of the translation hydraulic cylinders in the first translation component 1 and the second translation component 2.

[0060] The hydraulic drive system is also connected to the hydraulic outrigger, meaning that the hydraulic system 3 can simultaneously control the extension, retraction, and translation cylinders of the hydraulic outrigger.

[0061] Specifically, the hydraulic drive system includes an oil tank 31, a power unit 32, and a reversing valve assembly 33. The outlet of the oil tank 31 is connected to the inlet of the power unit 32, and the outlet of the power unit 32 is connected to the reversing valve assembly 33. The reversing valve assembly 33 is connected to the first translation hydraulic cylinder 18, the second translation hydraulic cylinder 19, the third translation hydraulic cylinder 28, the fourth translation hydraulic cylinder 29, and the hydraulic outriggers via multiple hydraulic lines. For example, the power unit 32 is a hydraulic pump.

[0062] Specifically, the reversing valve assembly 33 has an inlet 335, multiple third working ports 333, and multiple fourth working ports 334. The outlet of the power unit 32 is connected to the inlet 335 of the reversing valve assembly 33. Each third working port 333 is connected to the rodless chamber of the corresponding hydraulic outrigger, and each fourth working port 334 is connected to the rod chamber of the corresponding hydraulic outrigger. The inlet 335 is connected to the power unit 32, which delivers hydraulic oil from the oil tank 31 to each translation hydraulic cylinder and hydraulic outrigger. The hydraulic system 3 connects to the rodless chamber of the hydraulic outrigger through the multiple third working ports 333, thereby controlling the extension of the hydraulic outrigger. The hydraulic system 3 connects to the rod chamber of the multiple hydraulic outriggers through the multiple fourth working ports 334, thereby controlling the retraction of the hydraulic outrigger.

[0063] The reversing valve assembly 33 has a first working port 331 and a second working port 332. The first working port 331 is connected to the rod chamber of the first translation hydraulic cylinder 18, the rodless chamber of the second translation hydraulic cylinder 19, the rod chamber of the third translation hydraulic cylinder 28, and the rodless chamber of the fourth translation hydraulic cylinder 29. The second working port 332 is connected to the rodless chamber of the first translation hydraulic cylinder 18, the rod chamber of the second translation hydraulic cylinder 19, the rodless chamber of the third translation hydraulic cylinder 28, and the rod chamber of the fourth translation hydraulic cylinder 29. The reversing valve assembly 33 has a first return port 336, which is connected to the oil tank 31. The first working port 331 can deliver high-pressure oil to a specific chamber (rod chamber or rodless chamber) of the translation hydraulic cylinder, pushing the piston to move and realizing the extension of the first translation hydraulic cylinder 18 and the third translation hydraulic cylinder 28 and the retraction of the second translation hydraulic cylinder 19 and the fourth translation hydraulic cylinder 29, thereby realizing the translation of the vehicle chassis 4 along the first direction; the second working port 332 is used to deliver high-pressure oil from the chamber opposite to that delivered by the first working port 331, realizing the retraction of the first translation hydraulic cylinder 18 and the third translation hydraulic cylinder 28 and the extension of the second translation hydraulic cylinder 19 and the fourth translation hydraulic cylinder 29, that is, the vehicle chassis 4 moves in the direction opposite to the first direction.

[0064] The hydraulic drive system also includes a synchronous flow-dividing structure 34, which is disposed between the reversing valve group 33 and each translation hydraulic cylinder. The synchronous flow-dividing structure 34 is used to evenly distribute the incoming hydraulic oil flow, ensuring that all connected hydraulic cylinders (first translation hydraulic cylinder 18, second translation hydraulic cylinder 19, third translation hydraulic cylinder 28, and fourth translation hydraulic cylinder 29) move at the same speed during translation operation. This ensures the consistency of the actions of the two translation components and avoids problems such as vehicle deviation and jamming caused by inconsistent cylinder movement speeds.

[0065] For example, the synchronous flow splitting structure 34 is a synchronous flow splitter or a flow splitting and combining valve.

[0066] The synchronous flow-dividing structure 34 has a first connection port 341, a second connection port 342, and a third connection port 343. The first connection port 341 is connected to the second working port 332 and the third working port 343, respectively. The second connection port 342 is connected to the rodless chamber of the first translational hydraulic cylinder 18 and the rod chamber of the second translational hydraulic cylinder 19. The third connection port 343 is connected to the rodless chamber of the third translational hydraulic cylinder 28 and the rod chamber of the fourth translational hydraulic cylinder 29. The synchronous flow-dividing structure 34 receives hydraulic oil from the reversing valve assembly 33 through its first connection port 341 and distributes it evenly to the second connection port 342 and the third connection port 343, which flow to the rodless chamber of the first translational hydraulic cylinder 18, the rod chamber of the second translational hydraulic cylinder 19, the rodless chamber of the third translational hydraulic cylinder 28, and the rod chamber of the fourth translational hydraulic cylinder 29, respectively. This ensures that all translation hydraulic cylinders receive the same amount of oil within the same time, achieving precise synchronous translation of the vehicle chassis 4 and avoiding the speed difference problem commonly encountered in traditional translation processes.

[0067] Specifically, the synchronous flow-dividing structure 34 includes a flow-dividing device 347, a first relief valve 344, and a second relief valve 345. The first connection port 341 is connected to the inlet of the flow-dividing device 347, the outlet of the flow-dividing device 347 is connected to the second connection port 342 through the first relief valve 344, and the outlet of the flow-dividing device 347 is connected to the third connection port 343 through the second relief valve 345. The synchronous flow-dividing structure 34 has a second return port 347, which is connected to the oil tank 31. The addition of the first relief valve 344 and the second relief valve 345 enables the system to automatically adjust the pressure when the cylinder encounters resistance, preventing overload. When the first translation hydraulic cylinder 18 or the second translation hydraulic cylinder 19 encounters resistance, causing the pressure at the second connection port 342 to rise above the set value, the first relief valve 344 opens, returning excess oil to the oil tank 31 through the second return port 346, protecting the hydraulic system 3 from damage. Similarly, when the third translation hydraulic cylinder 28 or the fourth translation hydraulic cylinder 29 encounters resistance, the second relief valve 345 activates the same protection mechanism.

[0068] By setting up a synchronous flow-dividing structure 34, the hydraulic oil flow distribution in the hydraulic cylinders of the first translation component 1 and the second translation component 2 can be evenly distributed, making the moving speeds of the first translation component 1 and the second translation component 2 tend to be consistent. Furthermore, the first relief valve 344 or the second relief valve 345 inside the synchronous flow-dividing structure 34 can ensure that after one translation component reaches the end of its stroke, the other translation component can continue to move, effectively eliminating the jamming problem caused by the asynchronous translation hydraulic cylinders. At the same time, it has the function of actively eliminating the synchronization error between the first translation component 1 and the second translation component 2, and can actively get rid of the jamming phenomenon during the translation process.

[0069] The hydraulic system also includes a pressure detection element 35, which is located between the power unit 32 and the directional valve group 33 to monitor the system pressure and provide safety protection.

[0070] In other embodiments, the drive system may be configured as an electronically controlled system, and accordingly, the first translational hydraulic cylinder 18, the second translational hydraulic cylinder 19, the third translational hydraulic cylinder 28, and the fourth translational hydraulic cylinder 29 are replaced with electric cylinders.

[0071] Work process:

[0072] Let's take the view from the rear of the vehicle as an example.

[0073] Once the vehicle has moved to the designated area, the operator ensures that the first outrigger 16 and the second outrigger 17 are in full contact with the ground, providing initial support for the entire vehicle. Then, the operator controls the directional valve assembly 33 to operate, allowing high-pressure oil from the hydraulic pump to enter the rodless chambers of the third outrigger 26 and the fourth outrigger 27 through multiple third working ports 333, and to enter the rod-side chambers of the fourth outrigger 27 through multiple fourth working ports 334. The third outrigger 26 and the fourth outrigger 27 then begin adjusting the distance between the vehicle chassis 4 and the ground. By continuously adjusting the extension of the two hydraulic outriggers and the two mechanical outriggers, the required vehicle levelness for docking is achieved. Simultaneously, all vehicle wheels 5 must be kept off the ground to meet the requirements for lateral movement. Once the vehicle body is level and all wheels 5 are off the ground, the third outrigger 26 and the fourth outrigger 27 can be mechanically limited by locking with nuts or pins to ensure reliable support even if the hydraulic system 3 fails and the oil supply to the hydraulic outriggers is partially lost.

[0074] Based on the relative position of the vehicle chassis 4 and the target docking vehicle, determine the direction in which the vehicle needs to move laterally (viewed from the rear). If the vehicle needs to move to the right, the operator controls the reversing valve assembly 33 to switch to the second working port 332 for oil supply. The high-pressure oil flows through the second working port 332 to the first connection port 341 of the synchronous flow splitting structure 34. Under the action of the synchronous flow splitting structure 34, the high-pressure oil flow is relatively uniformly divided into two paths, flowing out from the second connection port 342 and the third connection port 343 respectively. The high-pressure oil flowing out from the second connection port 342 simultaneously flows to the rodless chamber of the first translation hydraulic cylinder 18 and the rod-operated chamber of the second translation hydraulic cylinder 19. High-pressure oil flowing from the third connection port 343 simultaneously enters the rodless chamber of the third translation hydraulic cylinder 28 and the rod chamber of the fourth translation hydraulic cylinder 29. Because the vehicle chassis 4 is rigidly connected to the first outer slide rail 11, the second outer slide rail 21, and the upper intake system, the piston rods of the first and third translation hydraulic cylinders 18 and 28 extend, while the piston rods of the second and fourth translation hydraulic cylinders 19 retract. After overcoming the friction between the first outer slide rail 11 and the first friction plate 12, and between the second outer slide rail 21 and the second friction plate 22, the vehicle can move laterally to the right (viewed from the rear of the vehicle). When the vehicle reaches the docking position with the target vehicle, the control reversing valve group 33 returns to the neutral position, at which point the vehicle stops moving.

[0075] For the first translational hydraulic cylinder 18 and the second translational hydraulic cylinder 19, since the piston rods of both cylinders are hinged to the second inner slide rail 23, and the cylinder ends are connected to the first outer slide rail 11, when high-pressure oil enters the rodless chamber of the first translational hydraulic cylinder 18 and the rod chamber of the second translational hydraulic cylinder 19, the two translational hydraulic cylinders are in a state of mechanically forced synchronous movement, thereby realizing the synchronous movement of the front-end translation mechanism. Correspondingly, the synchronous movement of the second translation component 2 is also achieved using the same principle. At the same time, since the synchronous flow splitting structure 34 can achieve uniform flow distribution, the synchronous movement of the first translation component 1 and the second translation component 2 is also realized.

[0076] Furthermore, if the vehicle needs to move to the left (viewed from the rear of the vehicle), the control reversing valve assembly 33 switches to supply oil to the first working port 331. High-pressure oil flows through the first working port 331 to the rod chamber of the first translation hydraulic cylinder 18, the rodless chamber of the second translation hydraulic cylinder 19, the rod chamber of the third translation hydraulic cylinder 28, and the rodless chamber of the fourth translation hydraulic cylinder 29. The rodless chamber of the first translation hydraulic cylinder 18 and the rod chamber of the second translation hydraulic cylinder 19 are connected to the second synchronous flow divider structure 34. The rodless chamber of the third translation hydraulic cylinder 28 and the rod chamber of the fourth translation hydraulic cylinder 29 are connected to the third connection port 343 of the synchronous flow divider structure 34 via connection port 342. Under the action of the synchronous flow divider structure 34, the low-pressure oil return flow is relatively uniformly divided into two paths. At this time, the piston rods of the first translation hydraulic cylinder 18 and the third translation hydraulic cylinder 28 retract, and the piston rods of the second translation hydraulic cylinder 19 and the fourth translation hydraulic cylinder 29 extend, allowing the vehicle to move laterally to the left (viewed from the rear of the vehicle). When the vehicle reaches the docking position with the target vehicle, the control reversing valve group 33 returns to the neutral position, at which point the vehicle stops moving.

[0077] When the vehicle moves laterally to the limit of the stroke of a certain translation component (e.g., the first translation component 1), the other translation component (e.g., the second translation component 2) will lag behind. At this time, high pressure will be generated inside the first translation hydraulic cylinder 18 and the second translation hydraulic cylinder 19 of the first translation component 1, which will open the first relief valve 344 of the synchronization diversion structure 34 (or the second relief valve 345 if the second translation component 1 reaches the stroke limit). Excess oil will return to the oil tank 31 through the second return port 346 of the synchronization diversion structure 34, and the second translation component 2 can continue to move, effectively eliminating the synchronization accuracy problem of the translation hydraulic cylinder.

[0078] Furthermore, after the first translation component 1 and the second translation component 2 have performed multiple translations, a cumulative synchronization error may occur. This cumulative synchronization error can lead to problems such as at least one of the first translation component 1 and the second translation component 2 getting stuck. In this case, ensuring that both the first translation component 1 and the second translation component 2 reach the same end point on the same side will eliminate the cumulative error.

[0079] For example, when the control reversing valve group 33 switches to the second working port 332 for oil supply, the high-pressure oil flows through the second working port 332 to the first connection port 341 of the synchronous flow splitting structure 34. Under the action of the synchronous flow splitting structure 34, the high-pressure oil flow is relatively uniformly divided into two paths, flowing out from the second connection port 342 and the third connection port 343 respectively. The high-pressure oil flowing out from the second connection port 342 simultaneously flows to the rodless chamber of the first translation hydraulic cylinder 18 and the rod chamber of the second translation hydraulic cylinder 19. The high-pressure oil flowing out from the third connection port 343 simultaneously flows to the rodless chamber of the third translation hydraulic cylinder 28 and the rod chamber of the fourth translation hydraulic cylinder 29. Unlike the outrigger lowering condition, at this time the vehicle's wheels 5 are completely in contact with the ground. The components rigidly connected to the first inner slide rail 13 and the second inner slide rail 23 will move to the left (viewed from the rear of the vehicle) until the end of the stroke, while the vehicle and the components rigidly connected to it remain stationary.

[0080] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0081] In the description of this utility model, "first feature" and "second feature" may include one or more of the features.

[0082] In the description of this utility model, "multiple" means two or more.

[0083] In the description of this utility model, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0084] In the description of this utility model, the terms "above", "over" and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0085] In the description of this utility model, the terms "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this utility model. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0086] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle docking structure, characterized in that, The system includes a vehicle chassis, a first translation component, a second translation component, and a drive system. The first translation component and the second translation component are spaced apart along the length direction of the vehicle chassis, and at least one of each is provided. The first translation component includes a first outer slide rail, a first inner slide rail, a first support leg, and a second support leg. The first outer slide rail is slidably disposed outside the first inner slide rail and is at least partially connected to the drive system. The first outer slide rail is connected to the vehicle chassis. The first support leg and the second support leg are disposed on the left and right sides of the first inner slide rail, and the first support leg and the second support leg are telescopic support legs. The second translation component includes a second outer slide rail, a second inner slide rail, a third support leg, and a fourth support leg. The second outer slide rail is slidably disposed outside the second inner slide rail. The second outer slide rail is at least partially connected to the drive system and connected to the vehicle chassis. The third and fourth support legs are disposed on the left and right sides of the second inner slide rail and are telescopic support legs.

2. The vehicle docking structure according to claim 1, characterized in that, The drive system is a hydraulic drive system. The first translation component includes a first translation hydraulic cylinder and a second translation hydraulic cylinder. One end of the first translation hydraulic cylinder is connected to the first outer slide rail, and the other end of the first translation hydraulic cylinder is connected to the first support leg. One end of the second translation hydraulic cylinder is connected to the first outer slide rail, and the other end of the second translation hydraulic cylinder is connected to the second support leg. The second translation component includes a third translation hydraulic cylinder and a fourth translation hydraulic cylinder. One end of the third translation hydraulic cylinder is connected to the second outer slide rail, and the other end of the third translation hydraulic cylinder is connected to the third support leg. One end of the fourth translation hydraulic cylinder is connected to the second outer slide rail, and the other end of the fourth translation hydraulic cylinder is connected to the fourth support leg.

3. The vehicle docking structure according to claim 2, characterized in that, The first leg is any one of a mechanical leg, a hydraulic leg, and an electric leg; the second leg is any one of a mechanical leg, a hydraulic leg, and an electric leg; the third leg is any one of a mechanical leg, a hydraulic leg, and an electric leg; and the fourth leg is any one of a mechanical leg, a hydraulic leg, and an electric leg. The hydraulic outrigger is connected to the hydraulic drive system, and the electric outrigger is connected to the electronic control system.

4. The vehicle docking structure according to claim 2, characterized in that, The hydraulic drive system includes an oil tank, a power unit, and a reversing valve assembly. The outlet of the oil tank is connected to the inlet of the power unit, and the outlet of the power unit is connected to the reversing valve assembly. The reversing valve assembly is connected to the first translation hydraulic cylinder, the second translation hydraulic cylinder, the third translation hydraulic cylinder, the fourth translation hydraulic cylinder, and the hydraulic outrigger through multiple hydraulic lines.

5. The vehicle docking structure according to claim 4, characterized in that, The directional valve assembly has a first working port and a second working port. The first working port communicates with the rod-side chamber of the first translational hydraulic cylinder, the rodless chamber of the second translational hydraulic cylinder, the rod-side chamber of the third translational hydraulic cylinder, and the rodless chamber of the fourth translational hydraulic cylinder. The second working port communicates with the rodless chamber of the first translational hydraulic cylinder, the rod-side chamber of the second translational hydraulic cylinder, the rodless chamber of the third translational hydraulic cylinder, and the rod-side chamber of the fourth translational hydraulic cylinder. The directional valve has a first return port, which communicates with the oil tank; and / or The reversing valve assembly has an inlet, multiple third working ports, and multiple fourth working ports. The outlet of the power unit is connected to the inlet of the reversing valve assembly. Each third working port is connected to the rodless chamber of the corresponding hydraulic outrigger, and each fourth working port is connected to the rod chamber of the corresponding hydraulic outrigger.

6. The vehicle docking structure according to claim 5, characterized in that, The hydraulic drive system also includes a synchronous flow splitting structure, which is disposed between the reversing valve group and each translation hydraulic cylinder.

7. The vehicle docking structure according to claim 6, characterized in that, The synchronous flow splitting structure has a first connection port, a second connection port, and a third connection port. The first connection port is connected to the second working port and the third connection port, respectively. The second connection port is connected to the rodless chamber of the first translational hydraulic cylinder and the rod chamber of the second translational hydraulic cylinder. The third connection port is connected to the rodless chamber of the third translational hydraulic cylinder and the rod chamber of the fourth translational hydraulic cylinder.

8. The vehicle docking structure according to claim 7, characterized in that, The synchronous flow splitting structure includes a flow splitting device, a first overflow valve, and a second overflow valve. The first connection port is connected to the inlet of the flow splitting device, the outlet of the flow splitting device is connected to the second connection port through the first overflow valve, and the outlet of the flow splitting device is connected to the third connection port through the second overflow valve. The synchronous flow splitting structure has a second return port, which is connected to the oil tank.

9. The vehicle docking structure according to claim 1, characterized in that, A first friction plate is provided between the first outer slide and the first inner slide, and a second friction plate is provided between the second outer slide and the second inner slide.

10. The vehicle docking structure according to claim 1, characterized in that, A first level detector is provided on the first leg and / or the second leg of the first translation component; a second level detector is provided on the third leg and / or the fourth leg of the second translation component.

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