CN108341172B

CN108341172B - Automobile transportation frame

Info

Publication number: CN108341172B
Application number: CN201710060074.8A
Authority: CN
Inventors: 代海岩; 纪宇博; 张晓军; 万里新; 黄立雨; 白樵
Original assignee: Dalian CIMC Logistics Equipment Co Ltd; Dalian CIMC Special Logistics Equipment Co Ltd
Current assignee: Dalian CIMC Logistics Equipment Co Ltd; Dalian CIMC Special Logistics Equipment Co Ltd
Priority date: 2017-01-24
Filing date: 2017-01-24
Publication date: 2024-08-20
Anticipated expiration: 2037-01-24
Also published as: CN108341172A

Abstract

The invention provides an automobile transportation frame for transporting an automobile in a container, which comprises an upper frame, a lower frame provided with a sliding rail, a first upright and a second upright, wherein the upper end of the first upright is pivotally connected to the upper frame, the lower end of the first upright is connected to the sliding rail and can move along the sliding rail, the upper end of the second upright is pivotally connected to the upper frame at a preset distance from the upper end of the first upright along the length direction of the upper frame, and the lower end of the second upright is connected to the sliding rail and can move along the sliding rail, so that the angle, the height and the front-back position of the upper frame relative to the lower frame are changed within a preset range along with the movement of the first upright and the second upright along the sliding rail. According to the automobile transportation frame, the relative height and angle between the upper frame and the lower frame can be adjusted through the upright posts, so that the automobile transportation frame has good adaptability to large vehicles, can effectively utilize the space of a container, has small stacking size after being folded, can save stacking space, improves transportation efficiency and reduces transportation cost.

Description

Automobile transportation frame

Technical Field

The present invention relates generally to the technical field of container transportation and more particularly to an automotive transportation frame.

Background

At present, the transportation demands of automobiles are increasing, the transportation modes of common special vehicles and ships cannot meet the requirements of logistics cost control and customer personalized service, and the transportation of automobile containers conforming to multi-mode intermodal transportation of sea, land, iron and the like is becoming more common.

The container transportation vehicle is characterized in that the vehicle is paved on the floor in the container for transportation, and the space of the container is not effectively utilized although the operation is convenient, so that the space and the cost are wasted; another way is to use the car transportation frame to combine with the container, by lifting the height and angle of the car in the box, the container space is fully utilized, and the unit loading quantity can be increased compared with the tiling mode. However, at present, the common automobile transportation frame also has some defects, for example, the structure of the transportation frame affects the loading space, large-sized vehicles such as SUVs cannot be effectively loaded, the adaptability to the types of vehicles is poor, the platform structure of the transportation frame occupies and affects the space of the lower-layer automobiles, some large-size automobiles cannot be effectively loaded and transported, in addition, the stacking size of the transportation frame after being folded is large, and the boxing quantity is small when being folded and recovered.

Accordingly, there is a need to provide an automotive transportation rack that at least partially addresses the above-described problems.

Disclosure of Invention

To at least partially solve the above problems, the present invention provides an automobile transportation rack for transporting an automobile in a container, comprising:

Loading on a frame;

the lower frame is provided with a sliding rail;

A first upright, the upper end of which is pivotally connected to the upper frame, the lower end of which is connected to the slide rail of the lower frame and movable along the slide rail; and

The upper end of the second upright post and the upper end of the first upright post are pivotally connected to the upper frame at a preset distance along the length direction of the upper frame, and the lower end of the second upright post is connected to the sliding rail of the lower frame and can move along the sliding rail;

so that the angle, the height and the front and rear positions of the upper frame relative to the lower frame are changed within a predetermined range along with the movement of the first upright post and the second upright post along the sliding rail.

Optionally, the projection of the upper end of the first upright and the upper end of the second upright on the lower frame is located between the lower end of the first upright and the lower end of the second upright, or the projection of the lower end of the first upright and the lower end of the second upright on the upper frame is located between the upper end of the first upright and the upper end of the second upright.

Optionally, the first upright and/or the second upright are retractable along a length direction.

Optionally, a third upright is also included, the upper end of which is pivotally connected to the same pivot point as the upper end of the first upright or the second upright, the lower end of which is connected to and movable along the slide rail of the lower frame,

Wherein the third upright, the lower frame and the first upright or the second upright having the same pivot point as the third upright form a triangular support when working.

Optionally, the lower frame includes outer frame and lower inner frame down, the slide rail set up in down on the outer frame, lower inner frame for down outer frame is along length direction's position is adjustable.

Optionally, the lower frame further includes a limiter for fixing the lower frame, the limiter is disposed at an end of the lower frame, and a position of the limiter along a length direction relative to the lower frame is adjustable.

Optionally, an anti-collision bar is further included, one end of which is pivotably connected to a surface of the upper frame remote from the lower frame and extends in a direction away from the surface of the upper frame in operation.

Optionally, the bumper bar is retractable in a length direction.

Optionally, a foot plate is disposed at the other end of the bumper bar to increase the contact area of the bumper bar.

Optionally, the footboard is hinged to the bumper bar such that an angle of the footboard to the bumper bar varies within a predetermined range.

Optionally, the upper frame includes a plurality of crossbeams, and a plurality of crossbeams detachably set up in the upper frame.

Optionally, the upper rack is provided with securing means to secure the upper rack to the container.

Optionally, the upper frame and the lower frame are respectively provided with a tire fixer with adjustable positions.

According to the automobile transportation frame, the relative height and angle between the upper frame and the lower frame can be adjusted through the upright posts, the lower layer loading space is not influenced by the structure of the automobile transportation frame, the automobile transportation frame has good adaptability to large vehicles, the space in a container can be effectively utilized, the stacking size of the automobile transportation frame after being folded is small, the stacking space can be saved to a great extent, the transportation efficiency is improved, and the transportation cost is reduced.

Drawings

The following drawings are included to provide an understanding of the invention. In the accompanying drawings:

FIG. 1 is a schematic view of a preferred embodiment of an automotive transportation frame according to the present invention;

FIG. 2 is a schematic view of an upper rack of the automotive transportation rack of FIG. 1;

FIG. 3 is a schematic view of the lower outer frame of the automotive transportation frame of FIG. 1;

FIG. 4 is a schematic view of the lower inner frame of the automotive transportation frame of FIG. 1;

FIG. 5 is a schematic view of a pillar of the automotive transportation frame of FIG. 1;

FIG. 6 is a schematic illustration of an impact beam of the automotive transportation frame of FIG. 1;

FIGS. 7A-7B are schematic views illustrating the operation state of the car-transporting frame shown in FIG. 1;

FIGS. 8A-8I are schematic views of a loading process for transporting a car in a container using the car-transporting frame shown in FIG. 1;

FIGS. 9A-9C are schematic stacking views of the truck illustrated in FIG. 1;

FIG. 10 is a partial schematic view of an upper frame rail of the automotive transportation frame of FIG. 1;

FIG. 11 is a schematic view of an upper rack cross-beam assembly of the automotive transportation rack of FIG. 1;

FIG. 12 is a schematic view of a column according to another embodiment of the present invention; and

Fig. 13 is a schematic view of the assembly of the column of fig. 12.

Detailed Description

In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present invention. It will be apparent, however, to one skilled in the art that the invention may be practiced without one or more of these details. In other instances, well-known features have not been described in detail in order to avoid obscuring the invention.

The invention provides an automobile transportation frame which is used for transporting automobiles in a container. As shown in fig. 1, the car-transportation frame 1 includes an upper frame 10 and a lower frame 20. The upper frame 10 and the lower frame 20 are connected by a first upright 50, a second upright 60 and a third upright 70. The upper frame 10 is connected with the first upright 50, the second upright 60 and the third upright 70 by adopting a hinge shaft, and the lower frame 20 is connected with the first upright 50, the second upright 60 and the third upright 70 by adopting a sliding rail mode. The height and angle of the upper rack 10 relative to the lower rack 20 can be varied within a predetermined range by adjusting the first, second and third uprights 50, 60 and 70.

As shown in fig. 2, the upper frame 10 has a substantially rectangular frame structure. The two upper frame side rails 110 and the upper frame end rails 120 form the outer contours of the frame structure. Two tire holders 90 are provided at positions near the left and right sides of the upper frame 10, respectively, for holding the tires of the automobile parked on the upper frame 10, so that the automobile is kept firm during transportation. Wherein the position of the tire holder 90 can be adjusted to accommodate different model sizes of automobiles.

Inside the frame structure of the upper rack 10, several upper rack beams 130 are provided for the purpose of increasing the strength. The upper frame cross member 130 is detachably connected to the upper frame side member 110 such that when a large vehicle (such as an SUV or the like) is loaded, the space between the upper frame 10 and the lower frame 20 is small, which results in that the upper frame cross member 130 can be detached to enlarge the space in the lower portion of the upper frame 10 when the lower frame 20 cannot be loaded.

Specifically, as shown in fig. 10 and 11, a fixing plate 160 for fixing the upper frame cross member 130 is fixedly attached to the inner side of the upper frame side member 110 by means such as welding, and the fixing plate 160 is disposed near the lower surface of the upper frame side member 110 and parallel to the upper frame side member 110. The fixing plate 160 is provided with a series of hoist-shaped fixing holes 161 penetrating the fixing plate 160 at predetermined intervals in the longitudinal direction, and the longitudinal direction of the fixing holes 161 is perpendicular to the longitudinal direction of the upper frame side rail 110. The fixing hole 161 includes an unlocking portion 162 and a locking portion 163 communicating with the unlocking portion 162. The unlocking portion 162 has a diameter larger than that of the locking portion 163. The length of the upper frame rail 130 is slightly less than the distance between the opposite side walls of the two upper frame side rails 110. The fixing portion 131 is provided at the lower surface of the end of the upper frame rail 130, and the fixing portion 131 has a circular cake shape having a diameter larger than that of the locking portion 163 and smaller than that of the unlocking portion 162. The fixing portion 131 is fixedly connected to the upper frame cross member 130 through a columnar connection portion 132, wherein the diameter of the connection portion 132 is smaller than the diameter of the locking portion 163 and the width of the communication portion of the locking portion 163 and the unlocking portion 162. The side of the upper frame beam 130 near the end (may be other surface than the lower surface) is further provided with a locking device including a locking sleeve 133, the locking sleeve 133 is disposed in parallel with the length direction of the upper frame beam 130, and a locking lever 134 is telescopically disposed in the locking sleeve 133, wherein the direction in which the locking lever 134 protrudes out of the locking sleeve 133 is in the direction from the locking portion 163 to the unlocking portion 162. The locking sleeve 133 is further provided with an unlocking groove 136 penetrating through the side wall and a locking groove 137, wherein the unlocking groove 136 is arranged in an L-shaped communication with the unlocking groove 136 in a manner that the locking groove 137 is perpendicular to the unlocking groove 136 along the length direction of the locking sleeve 133. The handle 135 is fixedly coupled through the sidewall of the locking sleeve 133 perpendicular to the locking bar 134 and is free to slide within the locking groove 137 and unlocking groove 136. Wherein when the locking lever 134 is extended out of the locking sleeve 133, the handle 135 is positioned in the locking groove 137.

The upper frame cross member 130 is assembled and disassembled as follows:

The upper frame cross member 130 is first placed in a frame range of the upper frame 10 in a manner perpendicular to the upper frame side member 110 and the fixing portion 131 is passed through the unlocking portion 162 of the fixing plate 160, and then the upper frame cross member 130 is pushed to move, so that the connecting portion 132 enters the locking portion 163 from the unlocking portion 162, and the fixing portion 131 is positioned under the locking portion 163. Preferably, the length of the connection portion 132 is made to be equal to or slightly greater than the thickness of the fixing plate 160, so that the lower surface of the upper frame rail 130 and the upper surface of the fixing portion 131 are attached to the fixing plate 160, and the upper frame rail 130 can be kept stable in the up-down direction. The pushing handle 135 slides from the unlocking groove 136 into the locking groove 137 and abuts against an end of the locking groove 137 remote from the unlocking groove 136. At this time, one end of the lock lever 134 abuts against the side wall of the upper frame side rail 110, so that the upper frame cross member 130 is kept fixed in the length direction. Thus, the upper frame rail 130 is fixed within the upper frame 10. Preferably, a fixing member 138 is provided at an end of the locking groove 137 remote from the unlocking groove 136 to fix the handle 135, so that the upper frame rail 130 is prevented from being released due to free sliding of the handle 135 to the unlocking groove 136 by collision or jolt during transportation.

When removed, the handle 135 is slid from the locking groove 137 into the unlocking groove 136 and against the end of the unlocking groove 136 remote from the locking groove 137, whereupon the locking lever 134 is retracted into the locking sleeve 133. The upper frame rail 130 is moved so that the connecting portion 131 enters the unlocking portion 162 from the locking portion 163, and at this time, the fixing portion 131 can pass through the unlocking portion 162, so that the upper frame rail 130 can be removed.

It should be noted that, the fixing plates 160 may be disposed at two sides of the upper frame 10, and the fixing portions 131 are disposed at two ends of the upper frame beam 130 correspondingly; however, the fixing plate 160 may be provided only at one side of the upper frame 10, and the fixing portion 131 is provided at one end of the upper frame cross member 130, and the fixing means for restricting the movement of the upper frame cross member 130 in the longitudinal direction of the upper frame side member 110, such as a groove having side walls, is provided at the other side of the upper frame 10.

The rear end of the upper frame 10 is further provided with a fixing hanging ring 140, and in the process of automobile transportation, the fixing hanging ring 140 is connected to a container rope ring through a binding belt so as to prevent the upper frame from jumping in the transportation process, and the transportation safety is ensured. It will be appreciated that the fixing ring 140 may be disposed at other positions of the upper frame 10, such as the front end or the middle portion, as the case may be.

The lower rack 20 includes a lower outer rack 30 and a lower inner rack 40. As shown in fig. 3, the lower outer frame 30 is a U-shaped frame structure having one end opened. At one end of the U-shaped opening of the lower outer frame 30, the lower outer frame side members 310 are of a pipe-sleeve-like structure so that the lower outer frame 30 is fitted with the lower inner frame 40. A slide rail 330 is provided above the lower outer side member 310. The lower outer frame end beam 320 is provided with a lower outer frame limiter 340 for fixing the lower outer frame 30 in the container, so that the lower outer frame 30 is kept firm and stable in the transportation process, and the safety is ensured. Preferably, the lower outer frame limiter 340 is adjustable in position relative to the lower outer frame end beam 320 by a sleeve structure to accommodate positioning in a variety of situations. In addition, a plurality of stacking posts 350 are provided on the lower outer frame 30 for receiving the upper car-transporting frame during stacking.

As shown in fig. 4, the lower inner frame 40 is of a rectangular frame structure, and two bushings 430 are provided at both sides of the lower inner frame side member 410, and the lower inner frame 40 is inserted into the lower outer frame side member 310 through the bushings 430 to be engaged therewith, and is detachably connected to the lower outer frame 30 to constitute the lower frame 20. The sleeve 430 and the lower outer frame side member 310 are provided with a series of positioning holes, and the positioning holes at different positions on the sleeve 430 and the lower outer frame side member 310 are matched by positioning pins, so that the position of the lower inner frame 40 relative to the lower outer frame 30 can be adjusted, thereby meeting different transportation conditions. The lower inner frame 40 is provided with a tire holder 90 for holding the tire of the automobile parked on the lower frame 20 so that the automobile is kept firm during transportation. Wherein the position of the tire holder 90 can be adjusted to accommodate different model sizes of automobiles. The lower inner frame limiter 440 is arranged on the lower inner frame end beam 420 at the rear end of the lower inner frame 40, and is used for fixing the lower inner frame 40 in the container, so that the lower inner frame 40 is kept firm and stable in the transportation process, and the safety is ensured. Preferably, the lower inner frame limiter 440 is adjustable in position relative to the lower inner frame end beam 420 by a sleeve structure to accommodate positioning in a variety of situations. It will be appreciated that when the lower outer frame 30 and the lower inner frame 40 constitute the lower frame 20, the lower outer frame stopper 340 and the lower inner frame stopper 440 are respectively located at the front and rear ends of the lower frame 20. In addition, a fixing plate 450 is provided on the lower inner frame 40, and a positioning hole is provided on the fixing plate 450 to fix the upper frame rail 130 detached from the upper frame 10.

The upper frame 10 and the lower frame 20 are connected by a column. Specifically, the first stand 50, the second stand 60, and the third stand 70 are included in a pair arrangement. Taking the first pillar 50 as an example, as shown in fig. 5, the first pillar 50 includes a column portion 510. A circular hole is provided at the upper end 520 of the column part 510 for connection to the connection shaft of the upper frame 10. The lower end of the column part 510 is pivotably connected to the column base 530 by a hinge, and the lower part of the column base 530 is a slide groove for connecting to the slide rail 330 of the lower outer frame 30 and cooperating with the slide rail 330. The two sides of the column base 530 are provided with positioning holes, and similarly, the slide rail 330 is also provided with a series of positioning holes, so that when the column base 530 moves to a predetermined position along the slide rail 330, the first column 50 can be positioned on the lower frame 20 by the cooperation of pins and the like through the positioning holes. Preferably, the column portion 510 may be provided in a telescopic form of a sleeve and a rod, and a series of positioning holes may be provided on the sleeve and the rod, so that the length of the first upright 50 may be adjusted by the engagement of the pin with the positioning holes. It will be appreciated that the second and third columns 60 and 70 are similar in structure to the first column 50, the lengths of the first, second and third columns 50, 60 and 70 may be designed by one skilled in the art according to circumstances, and whether the first, second and third columns 50, 60 and 70 are provided in a telescopic form may be determined according to circumstances.

As further shown in fig. 2, a pair of connecting shafts 150a and 150b are provided near the middle and near the front end of the side sill 110, respectively, for connecting with the first, second and third uprights 50, 60 and 70, respectively. As shown in fig. 1, the upper ends of the first stand column 50 are connected to a connection shaft 150a, the upper ends of the second stand column 60 and the third stand column 70 are commonly connected to a connection shaft 150b, and the upper ends of the first stand column 50, the second stand column 60 and the third stand column 70 are rotatable about the connection shaft. The lower ends of the first, second and third columns 50, 60 and 70 are each connected to the slide rail 330 of the lower outer frame 30 through the slide grooves of the respective stand bases. For the purpose of fixing the upper frame 10, it is necessary to ensure that the projections of the upper ends of the first and second columns 50 and 60 at the lower frame 20 are located between the column seats of the first and second columns 50 and 60 or that the projections of the column seats of the first and second columns 50 and 60 at the upper frame 10 are located between the upper ends of the first and second columns 50 and 60. To further increase the fixing strength of the upper frame 10, the projection of the connecting shaft 150b on the lower frame 20 is positioned between the third pillar 70 and the pillar seat of the second pillar 60, so that the second pillar 60, the third pillar 70 and the lower outer frame side member 310 form a triangular support, which can increase the supporting strength of the upper frame 10.

Thus, by the above connection, the first, second and third columns 50, 60 and 70 are adjusted, so that the relative positions of the upper and lower frames 10 and 20 can be changed in different heights and angles within a predetermined range as shown in fig. 7A to 7B, and the relative positions of the upper and lower frames 10 and 20 in the front-rear direction can be adjusted, thus being suitable for loading and transporting of various vehicle types with different sizes, and improving the utilization efficiency of the container space.

Preferably, in order to prevent the collision of the car located at the upper frame 10 with the top of the container during transportation, an impact bar 80 is provided at the upper frame 10. The impact beam 80 is structured as shown in fig. 6, including a rod portion 810, a mount 820, and a toe cap 830. Wherein one end of the rod-shaped portion 810 is pivotably connected to a mounting seat 820, the mounting seat 820 is fixedly connected to a surface of the upper frame 10 facing the top of the container, so that the impact beam 80 can be pivoted with respect to the upper frame 10 about the mounting position to adjust the position of the impact beam 80. Preferably, the mounting seats 820 are connected to the upper surface of the upper frame side member 110 so as not to affect the loading space of the upper frame 10. When not in operation, the impact beam 80 may be folded along the surface of the upper frame 10, and during transportation, the impact beam 80 may be rotated about the installation position to a position extending toward the top of the container such that the highest point of the impact beam 80 is higher than the highest point of the automobile. Thus, when shaking occurs during transportation, the anti-collision rod 80 contacts the top of the container preferentially, so that collision between the automobile and the top of the container is avoided. Preferably, a toe cap 830 is hingedly provided at the other end of the rod-shaped portion 810 such that an angle of the toe cap 830 to the rod-shaped portion 810 is freely adjustable within a predetermined range, so that the toe cap 830 can be contacted with the top of the container with a maximum area when the impact of the impact rod 80 with the top of the container occurs regardless of the angle between the impact rod 80 and the upper frame 10, thereby buffering the impact. Further preferably, the rod-shaped portion 810 may also be provided in a telescopic form of a sleeve and a rod, and a series of positioning holes may be provided on the sleeve and the rod, and the length of the impact beam 80 may be adjusted by the engagement of the pin with the positioning holes.

Fig. 12 and 13 show another embodiment of an impact beam, wherein the impact beam is designed as one piece with the first pillar. As shown, the first pillar 50 'includes a pillar portion 510', a pillar sleeve 520', a pillar seat 530', an impact beam 540', and a toe cap 550'. The column portion 510' is a generally cylindrical tube. The upper portion of the column portion 510 'is sleeved with a column sleeve 520' which are slidable relative to each other. The upper portion of the column sleeve 520' is vertically provided with a connection shaft parallel to the hinge shaft of the column portion 510' and the column base 530 '. Accordingly, a mounting location 150' is fixedly provided on the upper frame side rail 110', and the connecting shaft of the pillar sleeve 520' is rotatably connected to the mounting location 150' such that the angle of the first pillar 50' with respect to the upper frame is adjustable. The column sleeve 520' is provided with fixing holes, a series of positioning holes are formed at predetermined intervals along the length direction at positions of the column part 510' matched with the column sleeve 520', and the column part 510' slides relative to the column sleeve 520' to align the fixing holes of the column sleeve 520' with the positioning holes at different positions and fix the fixing holes by using positioning pins and the like, so that the length of the first column 50' can be adjusted. Similarly, the impact beam 540 'is telescopically inserted into the column portion 510' from the upper end opening of the column portion 510', and the same positioning hole as that of the column portion 510' is provided in the longitudinal direction on the impact beam 540', so that the length of the impact beam 540' can be adjusted by aligning the impact beam 540 'with the positioning hole at a different position of the column portion 510' and fixing it using a positioning pin or the like. In addition, the column base 530 'is similar to the column base 530 of the first column 50, and the skirting board 550' is similar to the skirting board 830, and will not be described in detail herein for brevity.

The automobile transportation frame is mainly applied to 40-foot containers. Four automobiles can be loaded on a 40-foot container with two sets of automobile transportation frames, or three large-size automobiles can be loaded on one set of automobile transportation frames, and the working process is shown in fig. 8A-8I.

The positions of the upright seats of the first upright, the second upright and the third upright relative to the sliding rail, the adjustment length of the telescopic upright (the first upright and the second upright in the embodiment), the angle of the anti-collision rod relative to the upper frame, the positions of the tire fixer, the lower outer frame limiter and the lower inner frame limiter are calculated in advance according to the loading scheme of the vehicle type before loading.

First, as shown in fig. 8A, the second upright and the third upright are adjusted to raise the front end of the upper frame to a predetermined height, and the upright seats of the second upright and the third upright are fixed at predetermined positions of the slide rail. The front end of the automobile transportation frame is put on a container threshold by fork truck to fork the automobile transportation frame to the container door opening.

Second, as shown in fig. 8B, the first vehicle is poured into the upper frame of the car transporting frame, and the tire is fixed to the tire holder of the upper frame with the tie-down tape.

Third, as shown in fig. 8C, the truck carriage is forked into the container door using a forklift.

Fourth, as shown in fig. 8D, the bumper bar is adjusted to a predetermined position, and the rear end of the upper frame of the car transporting frame is lifted to the highest position by the forklift and the position of the column seat of the first column relative to the slide rail is fixed.

Fifth, as shown in fig. 8E, the rear end of the lower inner frame of the car transporting frame is pulled out to the container door opening by a forklift, and the front end thereof is put on the container threshold.

Sixth, as shown in fig. 8F, the second vehicle is driven forward into the lower inner frame of the vehicle transportation frame, and the tire is fixed to the tire holder of the lower inner frame by the tie-down belt.

Seventh, as shown in fig. 8G, the forklift pushes the lower inner frame of the car transportation frame into the lower outer frame and fixes it, specifically, fixes it at a predetermined relative position by the cooperation of the sleeve of the lower inner frame and the positioning hole on the side beam of the lower outer frame.

Eighth, as shown in fig. 8H, the forklift integrally pushes the car transportation frame into the container and fixes the car transportation frame with the container through the lower outer frame limiter and the lower inner frame limiter.

Thus, the loading and fixing of the two automobiles by the first set of automobile transportation frames are completed. The third and fourth vehicles can then be loaded with the second set of vehicle carriers in the same manner, ultimately achieving loading of four vehicles with two sets of vehicle carriers in a 40 foot container as shown in fig. 8I.

When the automobile is transported to a destination, the automobile transportation frame can be folded and stacked to save transportation space when being recovered. As shown in fig. 9A, the upper frame is completely attached to the inside of the lower outer frame by folding the first, second and third columns, and the lower inner frame is completely inserted into the lower outer frame to be fixed. Thus, the automobile transportation frame is folded to a state with the minimum occupied space. Then to the car transportation frame to the sign indicating number, the pile post of the car transportation frame that is located the below is used for accepting the car transportation frame that is located on it, can avoid the collision to produce the damage. As shown in fig. 9B1 to 9B3, a plurality of car-transporting frames can be stacked in order. During transportation, the automobile transportation frames can be stacked in the container, as shown in fig. 9C, the height of one 40-foot container can meet the stacking requirement of seven automobile transportation frames, and fourteen automobile transportation frames can be recycled and transported simultaneously. Thus, the stacking space is greatly saved, and the transportation efficiency is improved.

According to the automobile transportation frame, the relative height and the angle between the upper frame and the lower frame can be adjusted through the upright posts, four automobiles can be loaded by matching two automobile transportation frames in one 40-foot container, or three large-size automobiles can be loaded by matching one automobile transportation frame, so that the adaptability to transportation of different types of automobiles is improved, the transportation space of the container is fully utilized, the stacking size of the folded automobile transportation frame is small, the stacking space can be saved to the greatest extent, the transportation efficiency is improved, and the transportation cost is reduced.

The present invention has been illustrated by the above-described embodiments, but it should be understood that the above-described embodiments are for purposes of illustration and description only and are not intended to limit the invention to the embodiments described. Those skilled in the art will appreciate that many variations and modifications are possible in light of the teachings of the invention, which variations and modifications are within the scope of the invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.

Claims

1. An automobile transportation rack for transporting an automobile in a container, comprising:

Loading on a frame;

the lower frame is provided with a sliding rail;

So that the angle, the height and the front-back position of the upper frame relative to the lower frame are changed within a preset range along with the movement of the first upright post and the second upright post along the sliding rail;

The upper frame comprises two upper frame side beams which are oppositely arranged and fixing plates which are fixedly connected to the lower surfaces of the upper frame side beams and are parallel to the upper frame side beams, a plurality of upper frame cross beams which are detachably connected are arranged between the two upper frame side beams, the fixing plates are provided with a plurality of fixing holes which are distributed along the length direction of the upper frame side beams and are in a calabash shape, the surfaces of the upper frame cross beams are provided with fixing parts which are in limit fit with the fixing holes, the fixing holes comprise unlocking parts and locking parts which are mutually communicated, and the diameter of the fixing parts is larger than that of the locking parts and smaller than that of the unlocking parts;

the upper frame cross beam is provided with a locking device, the locking device comprises a locking sleeve extending along the length direction of the upper frame cross beam and a locking rod which is arranged in the locking sleeve in a telescopic manner, and the locking rod extends out of the locking sleeve along the direction from the locking part to the unlocking part to be in locking fit with the upper frame side beam.

2. The automobile transportation rack of claim 1, wherein a projection of an upper end of the first upright and an upper end of the second upright on the lower rack is located between a lower end of the first upright and a lower end of the second upright, or a projection of a lower end of the first upright and a lower end of the second upright on the upper rack is located between an upper end of the first upright and an upper end of the second upright.

3. The automobile transportation rack of claim 1, wherein the first upright and/or the second upright are retractable along a length direction.

4. The automobile transportation rack of claim 1, further comprising a third upright, an upper end of the third upright being pivotally connected to the same pivot point as an upper end of the first upright or the second upright, a lower end of the third upright being connected to and movable along the slide rail of the lower rack,

5. The automobile transportation rack of claim 1, wherein the lower rack comprises a lower outer rack and a lower inner rack, the sliding rail is disposed on the lower outer rack, and the position of the lower inner rack relative to the lower outer rack along the length direction is adjustable.

6. The automobile transportation rack of claim 1, wherein the lower rack further comprises a stopper for fixing the lower rack, the stopper is provided at an end of the lower rack, and a position of the stopper in a longitudinal direction with respect to the lower rack is adjustable.

7. The automobile transportation rack of claim 1, further comprising an impact bar, wherein one end of the impact bar is pivotally connected to a surface of the upper rack remote from the lower rack and extends in a direction away from the surface of the upper rack in operation.

8. The automobile transportation rack of claim 7, wherein the impact bar is telescopic in a length direction.

9. The automobile transportation rack of claim 7, wherein the other end of the impact beam is provided with a toe cap to increase a contact area of the impact beam.

10. The automobile transportation rack of claim 9, wherein the footer is hinged to the impact bar such that an angle of the footer with the impact bar varies within a predetermined range.

11. An automobile transportation rack as claimed in claim 1, wherein the upper rack is provided with fixing means to fix the upper rack to the container.

12. The vehicle transportation frame of claim 1, wherein the upper frame and the lower frame are each provided with a position-adjustable tire holder.