Goods bracket group for flat-collecting common vehicle and goods transportation method

Abstract

The invention relates to the technical field of railway transportation, in particular to a cargo bracket set for a flat-collecting common vehicle and a cargo transportation method. Wherein an end bottom frame of the end blocking frame can be detachably installed on the vehicle bottom plate, and a first end chain assembly and a second end chain assembly of the end chain device are connected to the end bottom frame. When the first end chain assembly and the second end chain assembly are in the disconnected state, goods are allowed to be loaded and unloaded on the end bottom frame, and the end bottom frame is used for bearing the ends of the goods; when the first end chain assembly and the second end chain assembly are in a connected state, the first end chain assembly and the second end chain assembly and the end bottom frame form a closed ring and are used for binding goods to circumferentially limit the goods, and the end stopping piece is fixed to the end bottom frame and used for longitudinally stopping the goods. The longitudinal displacement and the transverse displacement of the goods are limited through the cooperation of the end stop pieces and the end chain devices, and the transportation safety is improved advantageously. The end bottom frame, the first end chain assembly and the second end chain assembly can be reused as a whole, and operation is easy and convenient.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of railway transportation, in particular to a cargo bracket set for a flat-container shared car and a cargo transportation method. BACKGROUND

[0002] Flat cars, container cars and flat-container shared cars are often used in railway transportation. A flat car is a car type without side walls and a roof, only with a flat floor, mainly used for transporting steel, wood, mechanical equipment, automobiles, military supplies and other oversized or overweight goods. A container car is a car type specially designed for transporting containers, usually with fixed container locks to ensure the stability and safety of containers during transportation. A flat-container shared car is a multipurpose railway freight vehicle that combines the functions of flat cars and container cars through ingenious structural design. It is an important technical equipment developed by modern railway freight to meet market demand, improve transportation efficiency and reduce operating costs, and is an important embodiment of railway freight flexibility and modernization.

[0003] The core feature of a flat-container shared car is that the car floor has the functions of both a flat car and a container car. It can load various heavy pieces and bulk goods like a flat car, and can safely and efficiently load and transport international standard containers like a container car. A flat-container shared car looks very similar to a flat car, but it has container locks compared to a flat car. When transporting containers, the locks are rotated 90 degrees and embedded in the corner holes at the bottom of the container to securely lock the car. When transporting ordinary goods, these locks can be laid down in the grooves without affecting the loading of goods. The outstanding feature of a flat-container shared car compared to a container car is that it has a flat car floor, providing conditions for loading ordinary goods.

[0004] When transporting goods using a flat-container shared car, steel wire ropes are usually used for horizontal and vertical pulling and head pulling to bundle and reinforce the goods and the car. The bundling process is complex and very time-consuming and labor-intensive, and is prone to deviation. It still cannot effectively solve the problem of longitudinal movement of goods, which seriously threatens the safety of railway freight transportation. At the same time, the steel wire ropes can only be used once, greatly increasing the transportation cost. SUMMARY

[0005] (I) Technical problems to be solved

[0006] In view of the above-mentioned shortcomings and deficiencies of the prior art, the present application provides a cargo bracket set for a flat-container shared car and a cargo transportation method that can be repeatedly used, with simpler and safer binding operations.

[0007] (II) Technical solutions

[0008] In order to achieve the above-mentioned purposes, the main technical solutions adopted by the present application include:

[0009] The application provides a cargo bracket set for a flat set sharing vehicle, comprising two end blocking frames capable of being detachably mounted on the longitudinal two ends of a vehicle floor, each of the end blocking frames comprising an end bottom frame, an end stopper and an end chain device, the end bottom frame being capable of being detachably mounted on the vehicle floor, the end stopper being fixed at one end of the end bottom frame, the end chain device comprising a first end chain assembly and a second end chain assembly, the opposite ends of the two being connected at the two longitudinal sides of the end bottom frame away from the end stopper, and the opposite ends being selectively connected and disconnected; when the first end chain assembly and the second end chain assembly are in a disconnected state, the end bottom frame is allowed to load and unload cargo, and the end bottom frame is used for supporting the end of the cargo; when the first end chain assembly and the second end chain assembly are in a connected state, the two and the end bottom frame form a closed loop, which is used for binding the cargo to form circumferential limitation on the cargo, and the end stopper is used for longitudinal blocking of the cargo.

[0010] Optionally, the application further comprises a middle bracket capable of being detachably mounted on the middle of the vehicle floor; the middle bracket comprises a middle bottom frame and a middle chain device, the middle bottom frame being capable of being detachably mounted on the middle of the vehicle floor, and the middle chain device comprising a first middle chain assembly and a second middle chain assembly, the opposite ends of the two being connected at the two longitudinal sides of the middle bottom frame, and the opposite ends being selectively connected and disconnected; when the first middle chain assembly and the second middle chain assembly are in a disconnected state, the middle bottom frame is allowed to load and unload cargo, and the middle bottom frame is used for supporting the middle or end of the cargo; when the first middle chain assembly and the second middle chain assembly are in a connected state, the two and the middle bottom frame form a closed loop, which is used for binding the cargo to form circumferential limitation on the cargo.

[0011] Optionally, the first end chain assembly and the first middle chain assembly each comprise a first fixing member, a first main chain, a first connecting member, a ratchet tensioner, a second connecting member, a connecting chain and a chain adjuster connected in sequence; the second end chain assembly and the second middle chain assembly each comprise a second fixing member and a second main chain connected in sequence; the first fixing member and the second fixing member of the first end chain assembly and the first middle chain assembly are fixed to the end bottom frame and the middle bottom frame, respectively; the chain adjuster is capable of being selectively connected at different positions of the second main chain to preliminarily determine the binding circumference; and the ratchet tensioner is capable of shortening its own length after the preliminary determination to reduce the binding circumference.

[0012] Optionally, the first and second fixing members are sheep horn buckles or X connection buckles, the first and second connecting members are double ring buckles, and the two ends of the ratchet tensioner are configured as first and second hook rings; the first fixing member, the first main chain, the first connecting member, the ratchet tensioner, the second connecting member, the connecting chain, and the chain adjuster form a ring-to-ring connection; the second fixing member and the second main chain form a ring-to-ring connection; the end bottom frame and the middle bottom frame are provided with through holes for forming a ring-to-ring connection with the sheep horn buckle or the X connection buckle.

[0013] Optionally, the end bottom frame and the middle bottom frame are each provided with a group of corner fittings capable of being connected with container lock heads on a vehicle floor.

[0014] Optionally, the middle bracket further comprises a middle blocking seat detachably connected with the middle bottom frame, and each of the two sides of the middle blocking seat is connected with a group of middle chain devices.

[0015] Optionally, the middle blocking seat is a quadrangular frustum, the cross-sectional area of which gradually increases from top to bottom, and the middle blocking seat forms a quadrangular frustum space open downward, when a plurality of middle brackets are stacked and stored one above another, the middle blocking seat of the lower middle bracket can extend into the quadrangular frustum space of the middle blocking seat of the upper middle bracket; the middle bottom frame has a through hole for the end blocking member to pass through, so that the middle bottom frame can be nested on the end blocking bracket when stored, and the middle bottom frame is provided with a pair of container corner fittings in the middle thereof, which are connected with container lock heads in the middle of a vehicle floor.

[0016] Optionally, the end blocking member is a wind scoop, the transverse width of which gradually increases from top to bottom; the end blocking member forms a wind scoop space open forward and downward; the longitudinal section of the end blocking member is a right trapezoid, the front surface of the end blocking member is vertically oriented to form a blocking surface for longitudinally blocking the end of the cargo, and the rear wall of the end blocking member is inclined downward from top to bottom to be away from the front surface thereof; when a plurality of end blocking brackets are stacked and stored one above another, the end blocking member of the lower end blocking bracket can extend into the wind scoop space of the end blocking member of the upper end blocking bracket.

[0017] Another aspect of the present application provides a cargo transportation method using the flat set sharing vehicle provided with the cargo cradle set of any one of the above, including the following cargo loading modes: loading mode I: the two end stoppers and the middle bottom frame are detachably installed on the vehicle bottom plate, the two end stoppers form a stacking space for a pile of cargos, the two end bottom frames support the two longitudinal ends of the cargos, and the middle bottom frame supports the middle part of the cargos, and a pile of cargos can be bound by four binding ropes connected by the two end bottom frames and the middle bottom frame; loading mode II: the two end stoppers and the middle bottom frame are detachably installed on the vehicle bottom plate, the two end stoppers and the middle bottom frame form stacking spaces for two piles of cargos, and the two piles of cargos are independent of each other, the two end bottom frames are used to support the longitudinal one end of the cargos in the two stacking spaces, and the middle bottom frame is used to support the longitudinal other end of the cargos in the two stacking spaces, and each pile of cargos can be bound by two binding ropes connected by the end bottom frame and the middle bottom frame.

[0018] Optionally, the flat set sharing vehicle is a 13-meter flat set sharing vehicle or a 15.4-meter flat set sharing vehicle; the cargo is a steel plate with a longitudinal size in the range of 5296-15180 mm, a lateral size in the range of 2000-3300 mm, and a total thickness of 20-500 mm.

[0019] (Three) beneficial effects

[0020] The beneficial effects of the present application are:

[0021] The cargo cradle set for the flat set sharing vehicle of the present application first uses the cooperation of the end stopper and the end chain device to limit the longitudinal displacement and lateral displacement of the cargo, and the end stopper replaces the existing way of limiting longitudinal displacement by binding, which is beneficial to improve the transportation safety. Secondly, the present application binds the cargo through the first end chain assembly and the second end chain assembly connected to the end bottom frame, on the one hand, the bottom frame, the first end chain assembly and the second end chain assembly can be used repeatedly as a whole, and on the other hand, only the opposite ends of the first end chain assembly and the second end chain assembly need to be connected after the cargo is placed on the bottom frame, which is simple and convenient to operate.

[0022] The cargo transportation method of the present application uses the flat set sharing vehicle provided with the cargo cradle set to transport the cargo, which can provide effective and stable stopping for the cargo and improve the transportation safety. The cargo cradle set can be used repeatedly and will not fail, which reduces the transportation cost. And it can provide multiple loading modes, which is suitable for more sizes of cargos. BRIEF DESCRIPTION OF DRAWINGS

[0023] Figures 1-4The following are schematic diagrams, in sequence, of loading methods I, II, III, and IV of Embodiment 1 of the cargo transportation method of the present invention; Figure 5 and Figure 6 These are two perspective views of the end stop used in Embodiment 1, wherein... Figure 5 and Figure 6 The first end chain assembly and the second end chain assembly are in the disconnected state and the connected state, respectively; Figure 7 and Figure 8 These are two perspective views illustrating the end-barreled cargo used in Example 1. Figure 9 and Figure 10 These are schematic diagrams of the first end chain assembly and the second end chain assembly used in Embodiment 1, respectively. Figure 11 and Figure 12 They are respectively Figure 9 A front view and a side view of the chain adjuster of the first end chain assembly in the middle; Figure 13 and Figure 14 They are respectively Figure 9 Exploded and three-dimensional schematic diagrams of the ratchet tensioner of the first end chain assembly in the middle; Figure 15 and Figure 16 for Figure 13 A schematic diagram showing the state in which the two ends of the ratchet teeth in the middle ratchet tensioner are engaged with the ratchet. Figure 17 This is a schematic diagram of the end chain device used in Embodiment 1 housed in the end bottom frame; Figure 18 and Figure 19 These are perspective views of the central bracket and the central bottom frame used in Example 1, respectively. Figure 20 This is a three-dimensional schematic diagram of the stacked end stops and middle bottom frame used in several embodiments 1. Figure 20 The structures in the external chain device and the middle chain device, except for the first and second fixing members, are omitted; Figure 21 This is a three-dimensional schematic diagram of the overlapping middle stop used in several embodiments 1. Detailed Implementation

[0024] To better explain and facilitate understanding of the present invention, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0025] Example 1

[0026] See Figures 1-21The embodiment provides a cargo transportation method, which transports cargo A by using a flat set sharing vehicle provided with a cargo bracket group. The flat set sharing vehicle of the embodiment is a 15.4-meter flat set sharing vehicle (hereinafter referred to as "15.4-meter vehicle"), which comprises a vehicle bottom plate 1. The embodiment does not improve the structure of the existing 15.4-meter vehicle, but only adds a cargo bracket group thereon. The cargo bracket group can be applied to limiting the steel plate with a longitudinal size of 5296-15180 mm, a transverse size of 2000-3300 mm, a single thickness greater than or equal to 10 mm, and a total thickness of 20-500 mm on the 15.4-meter vehicle. The total thickness refers to the vertical distance from the supporting surface of the bracket to the top surface of the uppermost steel plate after the steel plate is stacked.

[0027] Referring to Figures 1-4 In the embodiment, the cargo bracket group comprises two end stoppers 2 located at the longitudinal two ends of the vehicle bottom plate 1 and a middle bracket 6 located at the middle of the vehicle bottom plate 1. The two end stoppers 2 upwardly support the end portions of the cargo A, and at the same time, form longitudinal limiting for the cargo A when the cargo A moves longitudinally forward and backward during transportation. The middle bracket 6 upwardly supports the middle or end portion of the cargo A. The end stopper 2 and the middle bracket 6 cooperate to keep the cargo A in a substantially flat state.

[0028] The two end stoppers 2 of the embodiment are detachably installed at the longitudinal two ends of the vehicle bottom plate 1, and the structures of the two end stoppers 2 are completely the same, and only the relative arrangement is set. Each end stopper 2 mainly comprises two end stoppers 4, a steel end bottom frame 3 and an end chain device 14. The end bottom frame 3 can be detachably installed on the vehicle bottom plate 1 and can upwardly support the end portion of the cargo A. The two end stoppers 4 are spaced apart in the transverse direction and are welded on one end of the end bottom frame 3. The two transversely spaced end stoppers 4 can fully cover the longitudinal end portion of the cargo A, and at the same time, can make the weight of the end stopper 2 not increase too much as far as possible.

[0029] Referring to Figures 5-8 Firstly, the end stopper 4 is in the shape of a wind scoop, which comprises a steel structure main body composed of a top wall (shown as 4a in the figure), two structurally identical side walls (shown as 4b in the figure) and a rear wall (shown as 4c in the figure). The transverse width of the end stopper 4 (which can also be understood as the transverse width of the steel structure main body) gradually increases from top to bottom, the top wall, the two side walls and the rear wall of the end stopper 4 form a wind scoop-shaped space 5 which is open forward and downward, the longitudinal section of the end stopper 4 is a right trapezoid, the front surface of the end stopper 4 is vertically oriented, which constitutes a stop surface S for longitudinally stopping the end portion of the cargo A, and the rear wall of the end stopper 4 is inclined downward from top to bottom away from the front surface thereof. In the structural description of the end stopper 2, the direction facing the cargo A is "front", and the reverse direction is "rear".

[0030] Further, a top wall reinforcing tube is welded to the outer side of the top wall of the end stopper 4, and two side wall reinforcing tubes are welded to the outer side surfaces of the two side walls. The front surface of the top wall of the end stopper 4, the front surfaces of the two side walls in the area protruding from the end bottom frame 3, and the front surfaces of the two side wall reinforcing tubes are in the same vertical plane, and together form a stop surface S for stopping the longitudinal end of the goods A. It can be understood that the shape of the stop surface S of the present embodiment is a few-shaped character with the top narrow and the bottom wide.

[0031] In the present embodiment, the top wall reinforcing tube comprises a first square tube 17 made of Q355 steel, which is transversely welded to the top surface of the top wall of the end stopper 4, and the front surface of the first square tube 17 is staggered backward relative to the front surface of the top wall and does not participate in forming the stop surface S. Of course, in other embodiments, the front surface of the first square tube 17 can be flush with the front surface of the end stopper 4 to become part of the stop surface S. The side wall reinforcing tube comprises a second square tube 18 made of Q355 steel and a gasket 19, the second square tube 18 is welded to the outer side surface of the side wall, and the front surface of the gasket 19 forms part of the stop surface S. The top ends of the second square tubes 18 at both ends and both sides of the first square tube 17 are welded to form a few-shaped character reinforcing structure with the top narrow and the bottom wide, which improves the strength. The gasket 19 has two preferred embodiments, one is made of plastic (such as nylon or PVC), and the gasket 19 is fixed to the front surface of the second square tube 18 by bolts; the other is made of steel, which is welded to the front surface of the second square tube 18, such as a steel gasket with a width of 50mm, a length of 590mm, and a thickness of 10mm. The former is beneficial to protect the goods A, but the strength is slightly lower; the latter can provide better strength, and the latter scheme is shown in the figure. Further, the two end stoppers 4 correspond to the two rectangular through holes 20 of the end bottom frame 3 respectively. The bottom of the side wall and the rear wall of the end stopper 4 is configured to be able to pass through the corresponding rectangular through hole 20 and be bent to form a first flange 23 welded to the end bottom frame 3, so as to fix the end stopper 4 to the end bottom frame 3. This connection method is convenient for installation.

[0032] Further, the end bottom frame 3 further comprises a steel back-shaped cover plate 21. The rectangular hole of the back-shaped cover plate 21 corresponds to the above-mentioned rectangular through hole 20 and is sleeved on the end stopper 4, and the back-shaped cover plate 21 is welded to the end bottom frame 3 to further play a reinforcing role.

[0033] In summary, the top wall, the two side walls, and the rear wall of the end stopper 4 enclose a windmill-shaped space 5 which is open forward and downward. The front view of the windmill-shaped outer shape of the end stopper 4 is an isosceles trapezoid, and the side view is narrow at the top and wide at the bottom; the front view of the windmill-shaped space 5 is an isosceles trapezoid, and the longitudinal section is narrow at the top and wide at the bottom. Among them, the view angle when facing the stop surface S is the "front view".

[0034] The end stopper 4 has a stable shape by virtue of the windmill-shaped outer shape and the shape of the windmill-shaped space 5, achieving the effects of not being easily deformed and being resistant to impact. The side wall and the rear wall of the end stopper 4 are both inclined, further improving the stability, impact resistance and deformation resistance of the structure. The windmill-shaped outer shape combined with the above-mentioned inclined design is particularly suitable for improving the stopping strength. At the same time, the end stopper 4 is welded to the end bottom frame 3, and will not fail after repeated use. The two end stoppers 4 can provide a wide and high stop.

[0035] Further, Figure 20 The state of the plurality of end stops 2 when stacked is shown. When the plurality of end stops 2 are stacked one on top of the other, in each adjacent pair of end stops 2, the end bottom frame 3 of the upper end stop 2 is stacked on the end bottom frame 3 of the lower end stop 2, and the end stopper 4 of the lower end stop 2 can extend into the windmill-shaped space 5 of the end stopper 4 of the upper end stop 2, forming a nested pair of upper and lower end stoppers 4. Through the design of the adapted windmill-shaped outer shape and the windmill-shaped space 5, the upper and lower end stoppers 4 are easily nested, solving the storage problem, while also improving the stability when stacked. The end stops 2 can be conveniently and safely returned, and the transportation cost is low.

[0036] Further, on the basis of taking into account storage and still having safety strength after repeated use, the hollow design of the end bottom frame 3, the above-mentioned windmill-shaped outer shape and the windmill-shaped space 5 design are also beneficial to weight reduction of the end stop 2.

[0037] Continuing to refer to Figures 5-8 The top wall and the rear wall of the end stopper 4 are bent and formed from a 12mm-thick Q355 steel plate material, and are integrally formed. The strength of the integrally formed top wall and rear wall is higher than that of two parts that are separately formed and then welded, and the integrally formed top wall and rear wall are easier to assemble. The top wall is rectangular, with the length direction parallel to the transverse direction. If the transverse dimension of the top wall is too small, the strength of the top wall is low, and when the cargo A impacts the top wall, the effective stopping width will be significantly insufficient.

[0038] The size of the top wall is designed considering the following factors: 1. When the top wall and the rear wall are bent from a 12mm thick steel plate material, the longitudinal size of the top wall should be greater than 50mm to facilitate clamping with a bending machine; 2. The longitudinal size of the top wall depends on the height of the stop surface S and the inclination angle of the side wall, the smaller the inclination angle and the higher the stop surface S, the smaller the longitudinal size of the top wall; 3. The top wall is part of the stop surface S, referring to the 90x90mm square slot used by the railway for inserting the blocking pile on the side of the vehicle, the longitudinal size of the top wall and the transverse size of the top wall should be greater than 90mm; 4. Considering the effective stop of the goods A, the transverse size of the top wall should be greater than or equal to 300mm; finally, considering the number, strength of the end stop 4 and the cooperation with other subsequent structure sizes, the longitudinal size of the top wall is 100mm and the transverse size is 362mm. The transverse distance between the two outer edges of the top wall of the two end stops 4 is greater than or equal to 800mm. In this way, a wider stop is provided.

[0039] The two side walls of the end stop 4 are each formed by a separate 12mm thick Q355 straight-angle trapezoidal steel plate, and the two side walls are symmetrically welded on both sides of the top wall and form an included angle β with the side wall. The design considerations of the included angle β are mainly: 1. The included angle β is obtuse so that the end stop 4 can be nested; 2. The larger the included angle β, the less the phenomenon of nested jamming; 3. The larger the included angle β, the larger the gap after stacking, the thickness of the top wall reinforcing pipe and the side wall reinforcing pipe increases, improving the strength of the end stop 4; 4. When the included angle β is larger, the distance between the bottoms of the two side walls is too large and the space is not enough. Therefore, the height of the end bottom frame 3 is predetermined (in accordance with the railway loading outer contour limit), the thickness of the top wall, the side wall and the rear wall is 12mm, and the thickness of the first square pipe 17 and the second square pipe 18 (to be described later) as reinforcing pipes after stacking can meet the strength requirement, so the value of the included angle β can be selected in the range of 110°-120° by drawing. In this embodiment, the included angle β is 117°, which can tightly fit with the first square pipe 17 and the second square pipe 18 with a thickness of 50mm in the stacking layer of the end stop 4, and will not move left and right, which is beneficial to the safe return of the steel seat frame.

[0040] The height of the stop surface S is the most important factor in the design process. The end stop 4 of the present embodiment defines the width of the steel sheet as 2300-3300 mm and the length as 5296-15180 mm, and the total height of the stacked steel sheets is less than 450 mm according to the calculation of the loading limit of 70 tons per vehicle (including the multi-layer grass handle of the cushion steel sheet). Therefore, the height of the stop surface S is at least 450 mm. If the end stop 4 is too high, it is easy to exceed the height limit and increase the weight. Finally, the height of the stop surface S in the present embodiment is 500 mm. However, since the end stop 4 to be introduced later has a part located in the end bottom frame 3 and the top wall reinforcing tube to be introduced later does not directly contact the goods A, the height of the stop surface S of the end stop 4 exposed from the end bottom frame 3 can be used to stop the goods A, and the height of the stop surface S is 500 mm. Adding the part of the end stop 4 extending into the end bottom frame 3, the vertical height of the side wall is 645 mm; and adding the top wall reinforcing tube, the height of the end stop 4 is 694 mm, which can provide a high enough stop.

[0041] The front surface of the side wall of the end stop 4 as a straight side is in the same vertical plane as the front surface of the top wall, and the rear surface of the side wall as a hypotenuse and the rear wall are inclined downward and outward relative to the vertical plane, and the included angle between the rear wall and the top wall is 102° in the present embodiment. The selection of the included angle between the rear wall and the top wall first considers the relative width of the top edge and the bottom edge of the side wall and the height of the stop surface S. The relative width is obtained by calculating the required structural strength, and the height of the stop surface S has been described above. The larger the included angle between the rear wall and the top wall, the better the force on the rear wall structure, and it is also beneficial to stacking and reducing the self-weight. Appropriately increasing the longitudinal dimension of the bottom edge of the side wall, the included angle between the rear wall and the top wall also increases, and the force on the rear wall also becomes better. The longitudinal dimension of the bottom edge of the side wall is actually designed as 250 mm. Of course, the included angle between the rear wall and the top wall can be selected as 100-110°, not limited to 102°.

[0042] The rear wall of the end stop 4 is isosceles trapezoidal, and the rear wall is welded with the rear surfaces of the two side walls. It can be understood that the rear wall is constructed as an isosceles trapezoid to adapt to the shape of the top wall and the two side walls. Therefore, the horizontal dimension of the top edge of the isosceles trapezoidal rear wall is equal to the horizontal dimension of the top wall, which is 362 mm, and the bottom angle of the isosceles trapezoidal rear wall is 63° (180°-117°=63°).

[0043] First, the retaining wall model is designed, including the rear wall angle, the relative width of the side wall, the height of the stop surface S, the longitudinal dimension of the reinforcing tube calculated later, and other data. The strength is calculated, and the thickness of the top wall, the rear wall, and the side wall is greater than or equal to 8 mm after gradual modification. Of course, while considering factors such as weight and bending, the greater the thickness, the higher the strength. Therefore, the thickness value selected in the present embodiment is 12 mm.

[0044] The arrangement of the top wall reinforcing tube and the side wall reinforcing tube and the reasonable selection of the longitudinal dimension thereof compensate for the defect of the thin thickness of the top wall, the side wall and the rear wall, so that the end stopper 4 has better resistance when impacted by the goods A. Meanwhile, the top wall reinforcing tube and the side wall reinforcing tube are also effective measures for preventing the top wall, the side wall and the rear wall from being distorted. Of course, in the case of these reinforcing tubes, the thickness of the rear wall is 8 mm, which can meet the strength requirement through simulation stress analysis. As discussed above, the thickness of the first square tube 17 and the second square tube 18 in the direction perpendicular to the longitudinal direction is 50 mm, which is matched with the selection of the dimensions of multiple other structures, while the selection of the longitudinal dimension of the first square tube 17 and the second square tube 18 is relatively less strict, which can be 83-118 mm, and in the embodiment, the longitudinal dimension of the first square tube 17 and the second square tube 18 is 100 mm. After the longitudinal dimension and the thickness of the first square tube 17 and the second square tube 18 are basically determined, the wall thickness of the first square tube 17 and the second square tube 18 is selected to be 4 mm through stress analysis, which can not only meet the strength requirement but also reduce the weight as much as possible and save the cost.

[0045] The specific installation position of the gasket 19 on the second square tube 18 is flush with the edge of the side wall, so as to avoid the direct impact of the goods A on the edge of the side wall. The greater the thickness of the gasket 19 on the second square tube 18, the better, and it is not easy to break. However, if the thickness is too large, the second square tube 18 needs to be moved backward, which affects the stacking. Therefore, the thickness of the gasket 19 on the second square tube 18 is only allowed to be 1-22 mm according to the longitudinal dimension and shape of the side wall and the longitudinal dimension of the second square tube 18, and a larger value is selected as much as possible. Considering various factors, the thickness of the gasket 19 on the second square tube 18 is 18 mm in the embodiment.

[0046] In the embodiment, on the basis of the wind-dove shape combined with the inclination design of the side wall and the rear wall which has been particularly suitable for improving the strength of the stopper, the upper-narrow-and-lower-wide H-shaped reinforcing structure is further preferably added, so as to further increase the strength of the end stopper 4 and increase the area of the stopper surface S, thereby protecting the end stopper 4 and the goods A from being damaged.

[0047] Of course, the present application is not limited thereto, and in other embodiments, only one end stopper 4 can be fixed on the end portion bottom frame 3, and in this case, the transverse dimension of the top wall of the end stopper 4 should be increased compared with the embodiment to provide repeated stopping for the goods A, for example, the transverse dimension of the top wall of the end stopper 4 is increased to 150 mm. Alternatively, the end stopper 4 is changed to not have the top wall reinforcing tube and the side wall reinforcing tube, and the thickness of the top wall, the side wall and the rear wall is correspondingly increased to 16-18 mm, which can also effectively stop the goods A.

[0048] Referring to Figures 5-8The end bottom frame 3 in the embodiment specifically comprises a steel end rectangular frame and a plurality of cross beams and a plurality of longitudinal beams welded in the end rectangular frame, all of which are square tubes to reduce weight. However, in order to balance the supporting strength, an isosceles right triangle plate 68 with a waist length of 120 mm is arranged between the cross beam and the longitudinal beam close to the stopper 4. As shown in the figure, there are five longitudinal beams in the embodiment, which form eight corners with the cross beam close to the stopper 4, and eight isosceles right triangle plates 68 are welded at the eight corners. Rubber pads are arranged in the areas of the rectangular frame, the cross beam and the longitudinal beam that are in contact with the goods A to better support the goods A. The four corners of the outer side wall of the end bottom frame 3 are also provided with hooks according to the position of the center of gravity for hoisting.

[0049] Considering that the end stop frame 2 can provide stable and effective support for the goods A on the 15.4-meter vehicle, the end stop frame 2 should be as large as possible; but considering that the end stop frame 2 is convenient to send after being disassembled from the 15.4-meter vehicle, the end stop frame 2 should be as small as possible. Based on the above two mutually restrictive factors, the longitudinal size of the end stop frame 2 is determined to be 2300 mm in the embodiment, and the transverse size (including the hook), that is, the transverse size of the end bottom frame 3 is 2718 mm, and the transverse size of the end stop frame 2 without the hook is 2558 mm. In the embodiment, in order to raise the goods A, the height of the end bottom frame 3 is 144 mm to meet the railway goods A transportation external contour limit. The height of the stopper surface S described above is 500 mm. The thickness of the first square tube 17 is 50 mm. Therefore, the height of the end stop frame 2 is 694 mm. In other embodiments, the longitudinal size of the end stop frame 2 is 2300-4000 mm, and the transverse size is 2438-3400 mm.

[0050] Further, in the embodiment, five groups of angle pieces are fixed on the end bottom frame 3 and arranged longitudinally, each group of angle pieces comprising two container corner fittings separately arranged on both sides of the end bottom frame 3 for connecting with a pair of container lock heads (hereinafter referred to as "lock heads") on the flat car. The container corner fittings are arranged in the end stop frame 2 to facilitate the use of the existing lock heads on the 15.4-meter vehicle to fix the end stop frame 2, which has the following advantages: 1. Good universality without improving the 15.4-meter vehicle; 2. The lock head and the container corner fitting are connected firmly and are not easy to fail; 3. The container corner fitting itself is a standard existing component with low cost; 4. Multiple groups of angle pieces are arranged, and by selecting any one group to connect with the lock head on the 15.4-meter vehicle, the length of the goods A placement space can be adjusted, which is suitable for different specifications of goods A.

[0051] Therefore, the distance between the two container corner fittings in each pair of angle piece groups should be adapted to the distance of a pair of lock heads on the 15.4-meter vehicle, and the container corner fittings are welded and fixed between the end rectangular frame and the adjacent longitudinal beam in the embodiment.

[0052] The five groups of corner fittings are named as the first corner fitting group 9, the second corner fitting group 10, the third corner fitting group 11, the fourth corner fitting group 12, and the fifth corner fitting group 13 from front to back in the direction away from the stop face S. Among them, in the direction away from the stop face S, the left side container corner fittings are in turn the left bottom corner fitting (BL shown in the figure) in GB / T 1835-2023 “Series 1 Container Corner Fitting Technical Requirements”, the left bottom corner fitting, the left bottom corner fitting, the right bottom corner fitting (BR shown in the figure), and the right bottom corner fitting. The right side container corner fittings are in turn the right bottom corner fitting, the right bottom corner fitting, the right bottom corner fitting, the left bottom corner fitting, and the left bottom corner fitting in GB / T 1835-2023 “Series 1 Container Corner Fitting Technical Requirements”. The above standard corner fittings are used, so that the operator can conveniently observe the connection state of the container corner fittings and the lock head through the holes on the corner fittings. At the same time, the observation holes 22 are provided on the rectangular frame corresponding to the positions of the corner fittings, that is, five observation holes 22 are provided on each side of the rectangular frame in the embodiment, which are used for the operator to visually detect whether the lock head is well locked after the goods A are loaded.

[0053] Referring to the position of the stop face S, the positions of the five groups of corner fittings are also specially designed:

[0054] The first corner fitting group 9 is located on the side away from the stop face S, and the distance from the stop face S is 173 mm; the second corner fitting group 10, the third corner fitting group 11, the fourth corner fitting group 12, and the fifth corner fitting group 13 are located on the side facing the stop face S, and the distances from the stop face S are 508 mm, 1008 mm, 1397 mm, and 1597 mm, respectively. Among them, when measuring the above distances, the center of the hole on the corner fitting in the corner fitting group is taken as the reference. Based on the above ideal numerical design of the embodiment, considering the process error and the measurement error, and also considering the gap between the above numerical values and the size of the actual transported goods A, preferably, the distances from the first corner fitting group 9, the second corner fitting group 10, the third corner fitting group 11, the fourth corner fitting group 12, and the fifth corner fitting group 13 to the stop face S are 173±5 mm, 508±5 mm, 1008±5 mm, 1397±5 mm, and 1597±5 mm, respectively, which can be considered to have similar effects.

[0055] Continuing to refer to Figures 5-8 The end portion stop frame 2 in the embodiment also includes an end portion chain device 14 for bundling the goods A to constitute circumferential limiting.

[0056] Specifically, a group of fixing structure groups are provided on the two longitudinal edges of the end portion bottom frame 3 away from one end of the end portion stop piece 4, and the fixing structure groups include two fixing structures respectively located on the two longitudinal edges of the end portion bottom frame 3.

[0057] The end chain device 14 comprises a first end chain assembly and a second end chain assembly, opposite ends of the first end chain assembly and the second end chain assembly are connected to the two fixed structures of the end base frame 3 respectively, and opposite ends of the first end chain assembly and the second end chain assembly are selectively connected and disconnected. When the first end chain assembly and the second end chain assembly are in the disconnected state, the end base frame 3 is allowed to load and unload the goods A; when the first end chain assembly and the second end chain assembly are in the connected state, the first end chain assembly, the second end chain assembly and the end base frame 3 form a closed loop for binding the goods A to limit the goods A in the circumferential direction.

[0058] The distance between the two fixed structures and the stop surface S is 1862mm (the two fixed structures are measured at the center level). Of course, the distance between the two fixed structures and the stop surface S is not limited to 1862mm, but if it is too large, it will increase the longitudinal size of the end stop piece 4 and thus increase its weight, and cause the centrifugal force to make the goods A move laterally. However, the increase of the distance between the two fixed structures and the stop surface S makes the binding position farther away from the end of the goods A, and the binding is more solid. At the same time, according to the standard, the end stop frame 2 is used to meet the requirement that the distance between the binding position and the end of the goods A is greater than 300mm, and preferably more than 500mm. Considering various factors, the distance between the two fixed structures and the stop surface S can be appropriately selected between 1734-1930mm. The distance between the two fixed structures is 1000-2300mm.

[0059] Referring to Figure 9 The first end chain assembly is composed of a first fixing member 27, a first main chain 28, a first connecting member 29, a ratchet tensioner 30, a second connecting member 31, a connecting chain 32 and a chain adjuster 33 connected in sequence. Of course, in other embodiments, the first end chain assembly can be added with corresponding structures as needed and other considerations.

[0060] In this embodiment, the first fixing member 27 is a sheep horn buckle, the first end of the first fixing member 27 is provided with a first transverse pin 60 for connecting with the end rectangular frame, and the second end of the first fixing member 27 is provided with a first pin shaft 61, the link of the first end of the first main chain 28 is hooked on the first pin shaft 61 of the first fixing member 27, and the first main chain 28 and the sheep horn buckle as the first fixing member 27 form a connected loop, which cannot be disassembled without tools, that is, it can ensure that the connection between the first main chain 28 and the first fixing member 1 does not fail during the transportation of the bound goods A.

[0061] In this embodiment, the first connecting member 29 is a double loop buckle, the first end of the first connecting member 29 is hook-connected with the link of the second end of the first main chain 28, forming a looped connection state; the second end of the first connecting member 29 is connected with the first end of the ratchet tensioner 30, without using tools, the first connecting member 29 cannot be detached with the first main chain 28 and the ratchet tensioner 30 on both sides, that is, it can ensure that the connection between the first connecting member 29 and the first main chain 28 and the ratchet tensioner 30 on both sides does not fail during the transportation of the bundled goods A.

[0062] In this embodiment, the second end of the ratchet tensioner 30 is connected with the first end of the second connecting member 31. The second connecting member 31 is also a double loop buckle. The second end of the second connecting member 31 is hook-connected with the link of the first end of the connecting chain 32, forming a looped connection state, without using tools, the second connecting member 31 cannot be detached with the ratchet tensioner 30 and the connecting chain 32 on both sides, that is, it can ensure that the connection between the second connecting member 31 and the ratchet tensioner 30 and the connecting chain 32 on both sides does not fail during the transportation of the bundled goods A.

[0063] In this embodiment, the link of the second end of the connecting chain 32 is hook-connected with the chain adjuster 33, without using tools, the connecting chain 32 cannot be detached with the chain adjuster 33, that is, it can ensure that the connection between the connecting chain 32 and the chain adjuster 33 does not fail during the transportation of the bundled goods A.

[0064] In this embodiment, the double loop buckle structure of the first connecting member 29 and the second connecting member 31 is the same, both including two U-shaped rings and a pin for hingedly connecting the open ends of the two U-shaped rings, the first main chain 28, the ratchet tensioner 30 and the connecting chain 32 are hook-connected with the U-shaped rings, forming a looped connection state. The pin needs to be inserted into the hole of the open end of the two U-shaped rings by hammering, and a tool pin smaller in diameter than the pin needs to be hammered, and then the pin is knocked out of the hole by using the tool pin.

[0065] The ratchet tensioner 30 is more prone to strength decline relative to other components during repeated use, and the movable structure therein can rust, so the ratchet tensioner 30 needs to be replaced regularly. Therefore, the components connected with the ratchet tensioner 30 not only need to meet the requirement that the connection with the ratchet tensioner 30 can be detached only by using tools to prevent connection failure during transportation, but also need to be as easy to detach as possible. For example, in other embodiments, the ratchet tensioner 30 with U-shaped shackles at both ends can be directly connected with the first main chain 28 and the second main chain 35, but the U-shaped shackles need to be disassembled from the split pin, which is more difficult to disassemble than the double loop buckle in this embodiment. Therefore, the ratchet tensioner 30 with hooks is used in combination with the double loop buckle and the chain adjuster 33, which can meet the requirements of using tools for disassembly and easier disassembly.

[0066] With reference to the drawings Figure 10 The second end chain assembly is composed of a second fixing member 34 and a second main chain 35 connected to each other. Of course, in other embodiments, the second end chain assembly can be added with corresponding structures according to needs and other considerations.

[0067] In this embodiment, the second fixing member 34 is also a shackle, the second end of the second fixing member 34 is provided with a second cross pin 63 for connecting with the end base frame 3, and the first end of the second fixing member 34 is provided with a second pin shaft 62, and the chain links at the second end of the second main chain 35 are connected to the second pin shaft 62 of the second fixing member 34, forming a connected state of ring-to-ring, and the second main chain 35 and the second fixing member 34 cannot be disassembled without using tools, that is, the connection between the second main chain 35 and the second fixing member 34 can be ensured not to fail during the transportation of the bundled goods A.

[0068] In this embodiment, the first main chain 28, the connecting chain 32, and the second main chain 35 are all G80 type φ13 mm manganese steel chains. The "G80 type" is a type of short ring chain for hoisting specified in GB / T 20947-2007 "General Acceptance of Short Ring Chains for Hoisting" and GB / T 24816-2009 "Steel Short Ring Chains for General Hoisting". G80 represents the material grade of the chain, and the minimum breaking force is 800 MPa, which is suitable for high-strength hoisting operations. Of course, the present application is not limited to this, and in other embodiments, short ring chains for hoisting above the G80 type level can also be used, such as G100 type. Correspondingly, the double ring buckle, the chain adjuster 33, and the ratchet tensioner 30 are also selected to be above the G80 level.

[0069] At the same time, recesses 64 for the first main chain 28 and the second main chain 35 to pass through are arranged on both sides of the end base frame 3 away from the stopper 4 corresponding to the positions of the first fixing member 27 and the second fixing member 34, and the width of the recesses 64 is 70 mm and the depth is 30 mm, so that in the bundled state, the first main chain 28 and the second main chain 35 will not be located between the end base frame 3 and the goods A.

[0070] In this embodiment, in order to adapt to the shackle, the two fixing structures are through holes on the longitudinal beams in the end base frame 3, which are connected with the first cross pin 60 of the first fixing member 27 and the second cross pin 63 of the second fixing member 34, respectively. As the shackles of the first fixing member 27 and the second fixing member 34 cannot be disassembled from the end base frame 3 without using tools, the connection between the first fixing member 27 and the second fixing member 34 and the end base frame 3 can be ensured not to fail during the transportation of the bundled goods A. The first fixing members 27 and the second fixing members 34 of the first end chain assembly and the first middle chain assembly are fixed to the end base frame 3 correspondingly.

[0071] In this embodiment, the sheep horn buckle as the first fixing member 27 and the second fixing member 34 can be replaced by an X-connection buckle, which also has a cross pin and a pin shaft and can form a ring-to-ring connection with the two side members. However, compared with the X-connection buckle, the sheep horn buckle has a nut connected to the first end of the cross pin, and the connection is more stable. In addition, the sheep horn buckle body is provided with two split pin holes, and a split pin is arranged in the split pin hole. The pin shaft is fixed to the sheep horn buckle body by the two split pins, and the connection is more stable and less likely to fail. Therefore, from the perspective of stable connection, the sheep horn buckle is more optimal. When the cross pin needs to be disassembled to release the connection, a wrench is needed to loosen the nut. When the pin shaft needs to be disassembled to release the connection, a tool is needed to align the split pin and hit the split pin with a hammer, and then the split pin is knocked out.

[0072] Referring to Figure 11 and Figure 12 , the chain adjuster 33 includes an adjuster body in the shape of a generally H, which forms a first arm 38 and a second arm 39 extending to a first end, and a third arm 40 and a fourth arm 41 extending to a second end.

[0073] Further, a connecting shaft 42 is arranged at one end of the first arm 38 and the second arm 39, and split pin holes perpendicular to the connecting shaft 42 are arranged on the first arm 38 and the second arm 39. A split pin is arranged in the split pin hole and passes through the connecting shaft 42, i.e. the connecting shaft 42 is fixed to the first arm 38 and the second arm 39 by two split pins. At the same time, the middle part of the connecting shaft 42 is exposed between the first arm 38 and the second arm 39, and the links of the second end of the connecting chain 32 are hooked to the connecting shaft 42 to form a ring-to-ring connection state. Without using tools, the connecting chain 32 cannot be disassembled from the connecting shaft 42, i.e. it can ensure that the connection between the connecting chain 32 and the chain adjuster 33 does not fail during the transportation of the bundled goods A. Specifically, if the connecting chain 32 needs to be disassembled, a tool is needed to align the split pin and hit the split pin with a hammer, and then the split pin is knocked out, so that the connecting shaft 42 can be pulled out, and then the connecting chain 32 is released.

[0074] Further, the third arm 40 and the fourth arm 41 are provided with chain insertion grooves 43 extending obliquely on the sides facing each other, and the chain insertion grooves 43 pass through one side of the outer surface of the third arm 40 and the fourth arm 41. The other side of the outer surface of the third arm 40 and the fourth arm 41, i.e. the rear of the chain insertion grooves 43, is provided with a pin hole 44 transversely passing through the third arm 40 and the fourth arm 41, and a limiting pin 45 movable between a locking position and an unlocking position is arranged in the pin hole 44. The limiting pin 45 is provided with an arc-shaped groove 46.

[0075] When the limit pin 45 is in the unlocking position, the arc-shaped slot 46 is aligned with the gap between the third arm 40 and the fourth arm 41, and a link in the second main chain 35 is simultaneously clamped into the chain slot 43 on the third arm 40 and the fourth arm 41, and the link on one side is clamped into the arc-shaped slot 46, and the link on the other side extends from the gap between the third arm 40 and the fourth arm 41. When the limit pin 45 moves from the unlocking position to the locking position, the arc-shaped slot 46 moves the link inside it, and the link inside it is clamped between the slot wall of the arc-shaped slot 46 and the third arm 40. When the limit pin 45 moves from the locking position to the unlocking position, an external force is needed to press one end of the limit pin 45, and the limit pin 45 moves while the spring at the other end (also located in the pin hole 44) is compressed; the limit pin 45 moves from the unlocking position to the locking position by canceling the external force pressing, and the spring pushes the limit pin 45 back to the locking position.

[0076] The chain adjuster 33 can be selectively connected at different positions of the second main chain 35, and when the chain adjuster 33 is selectively connected at a certain position of the second main chain 35, the first end chain assembly and the second end chain assembly are connected, the first end chain assembly, the second end chain assembly and the end frame 3 form a closed loop around the goods A, and the chain device plays a binding role on the goods A placed on the end stop 2, constituting a preliminary determination of the binding circumference. At the same time, the chain adjuster 33 has a locking function according to the structure of the embodiment, and even if the limit pin 45 is pressed, it cannot be unlocked under the condition of chain tension, thereby effectively ensuring that the connection between the chain adjuster 33 and the second main chain 35 does not fail.

[0077] Referring to Figure 13 , the ratchet tensioner 30 includes an outer sleeve 47, and first and second threaded holes 48 and 49 are respectively formed in the inner ends of the outer sleeve 47. The first threaded hole 48 is threadedly connected with a first screw rod 50, and the second threaded hole 49 is threadedly connected with a second screw rod 51. The first screw rod 50, the first threaded hole 48, the second screw rod 51 and the second threaded hole 44 are designed in cooperation with the threads to satisfy that when the outer sleeve 47 is rotated in a direction, the first screw rod 50 and the second screw rod 51 will synchronously approach in the axial direction.

[0078] Further, the end of the first screw rod 50 protruding out of the outer sleeve 47 is fixedly installed with a first carabiner 36 in the shape of a closed ring, and the end of the second screw rod 51 protruding out of the outer sleeve 47 is fixedly installed with a second carabiner 37 in the shape of a closed ring. The first carabiner 36 is connected with the double-loop buckle hook as the first connecting piece 29 to form a connected state of ring-to-ring, and the first carabiner 36 cannot be detached from the double-loop buckle as the first connecting piece 29 without using tools, that is, it can ensure that the connection between the first connecting piece 29 and the ratchet tensioner 30 does not fail during the transportation of the bound goods A.

[0079] Further, the outer sleeve 47 is fixedly connected with the ratchet wheel 52, that is, the rotation of the ratchet wheel 52 can drive the rotation of the outer sleeve 47, and the specific fixed connection manner can be achieved by various structures, thus not shown in the figure. For example, a mounting hole can be transversely formed in the middle position of the outer sleeve 47, the ratchet wheel 52 is sleeved at the position of the mounting hole, a through hole is transversely formed in the ratchet wheel 52, and the axis of the through hole in the ratchet wheel 52 is located on the same straight line as the axis of the mounting hole. A fixing rod is inserted and fixed in the through hole in the ratchet wheel 52 and the mounting hole in the outer sleeve 47, and the outer sleeve 47 is fixedly connected with the ratchet wheel 52 through the fixing rod.

[0080] Further, the outer sleeve 47 is fixedly connected with the ratchet wheel 52, that is, the rotation of the ratchet wheel 52 can drive the rotation of the outer sleeve 47, and the specific fixed connection manner can be achieved by various structures, thus not shown in the figure. For example, a mounting hole can be transversely formed in the middle position of the outer sleeve 47, the ratchet wheel 52 is sleeved at the position of the mounting hole, a through hole is transversely formed in the ratchet wheel 52, and the axis of the through hole in the ratchet wheel 52 is located on the same straight line as the axis of the mounting hole. A fixing rod is inserted and fixed in the through hole in the ratchet wheel 52 and the mounting hole in the outer sleeve 47, and the outer sleeve 47 is fixedly connected with the ratchet wheel 52 through the fixing rod.

[0081] First, manually rotate the ratchet wheel 58 to engage the end corresponding to the tensioning function with the ratchet wheel 52 (refer to Figure 15 ), at this time, the other end of the ratchet wheel 58 abuts against the transverse edge of the handle 54 between the two annular ear plates 55. When rotating the handle 54 in one direction, the ratchet wheel 58 rotates with the handle 54, the ratchet wheel 52 is driven to rotate by the ratchet wheel 58, the outer sleeve 47 is rotated by the ratchet wheel 52 through the fixing rod, and the first screw rod 50 and the second screw rod 51 are moved to each other to shorten the distance between the first end and the second end of the ratchet tensioner 30, that is, to shorten the distance between the first hook ring 36 and the second hook ring 37, and to reduce the bundling circumference. Of course, when the handle 54 is rotated in the opposite direction, the ratchet wheel 58 rotates accordingly, but does not drive the ratchet wheel 52 to move. By repeatedly rotating the handle 54 in two directions, the bundling circumference can be reduced to an appropriate length, that is, to provide a more robust bundling.

[0082] When it is necessary to increase the bundling circumference, for example, when unloading, manually rotate the ratchet wheel 58 to engage the end corresponding to the reset function with the ratchet wheel 52 (refer to Figure 16), the other end of the ratchet 58 abuts against the horizontal edge of the handle 54 between the two annular ears 55. Turning the handle 54, through the transmission of the ratchet 52 and the outer sleeve 47, the first screw rod 50 and the second screw rod 51 make a mutual moving away from each other.

[0083] In summary, in the embodiment, the first fixing member 27, the first main chain 28, the first connecting member 29, the ratchet tensioner 30, the second connecting member 31, the connecting chain 32 and the chain adjuster 33 in the end chain device 14 form a connection of ring-in-ring, and the second fixing member 34 and the second main chain 35 form a connection of ring-in-ring; the through hole of the end bottom frame 3 and the carabiner as the first fixing member 27 and the second fixing member 34 form a connection of ring-in-ring.

[0084] The chain adjuster 33 can be selectively connected at different positions of the second main chain 35 to constitute a preliminary determination of the bundling circumference. After the preliminary bundling of the cargo A, the ratchet tensioner 30 can continue to reduce the bundling circumference by shortening its own length, and the length of the closed loop formed by the chain device is shortened, so that the cargo A is bundled more firmly.

[0085] The length of the first end chain assembly when the ratchet tensioner 30 is at its maximum length is 1900-2100 mm, and the length of the second end chain assembly is 3100-3500 mm, so as to adapt to the bundling of the cargo A in the embodiment on a 15.4-meter vehicle, while meeting the requirement that the ratchet tensioner 30 is used directly above the cargo A during bundling.

[0086] Further, according to the Railway Cargo Loading and Reinforcing Rules, the length of the tail part of the rope or reinforcing line after being tied and knotted during reinforcing the cargo is generally not more than 300 mm, and not shorter than 100 mm; when it exceeds 300 mm, effective measures should be taken to fix it. In order to meet this requirement and adapt to the specific structure of the first end chain assembly and the second end chain assembly in the embodiment, a binding line is also provided in the embodiment, which is preferably a No. 10 galvanized iron wire (diameter 3.5 mm) or a No. 12 galvanized iron wire (diameter 2.8 mm). When the length of the chain segment between the free end of the second main chain 35 and the chain adjuster 33 exceeds 300 mm after the connection of the chain adjuster 33 to the second main chain 35, the part of the chain segment is bundled to the structure adjacent to the first end chain assembly and / or the second end chain assembly. When the length of the chain segment between the free end of the second main chain 35 and the chain adjuster 33 is longer, a binding line can be fixed every interval of a preset distance (such as 200 mm).

[0087] Referring to Figure 17The end rectangular frame is provided with a recessed area 65 for accommodating the first main chain 28 and the second main chain 35 and a receiving plate 66 for accommodating the ratchet tensioner 30. When the first main chain 28 and the second main chain 35 are accommodated in the recessed area 65 and the ratchet tensioner 30 is accommodated in the receiving plate 66, the two end portion stoppers 2 can be stacked vertically, that is, the end portion bottom frame 3 of the upper end portion stopper 2 falls on the end portion bottom frame 3 of the lower end portion stopper 2. Specifically, the recessed area 65 includes two chain boxes for accommodating the first main chain 28 and the second main chain 35 respectively, and each chain box is formed by the end rectangular frame, the cross beam, the longitudinal beam and the small rectangular bottom plate welded therebetween. The receiving plate 66 is fixed to the inner side of the longitudinal beam, and the ratchet tensioner 30 is supported on the receiving plate 66. Meanwhile, the top surface of the outer ring of the end portion bottom frame 3 (that is, the end rectangular frame) is the highest plane, and the top surfaces of the other cross beams and longitudinal beams are recessed downward relative to the end rectangular frame. Therefore, the components connected to the ratchet tensioner 30 and part of the first main chain 28 will not affect the stacking of the end portion stoppers 2 even if they pass through the cross beams and longitudinal beams.

[0088] Further, L-shaped wear pads or rubber tubes can also be selected and used according to actual conditions. L-shaped wear pads are laid on the contact part of the chain and the edge of the goods A (the L-shaped wear pad is inverted and placed on the edge of the goods A), or rubber tubes are sleeved on the area of the chain that contacts the end portion bottom frame 3 or the goods A.

[0089] In summary, the embodiment first uses the cooperation of the end stopper 4 and the end chain device 14 to limit the longitudinal displacement and transverse displacement of the goods A. The end stopper 4 replaces the existing method of using binding to limit longitudinal displacement, which is conducive to improving transportation safety. Second, the embodiment realizes the binding of the goods A through the first end chain assembly and the second end chain assembly connected to the end portion bottom frame 3. On the one hand, the end portion bottom frame 3, the first end chain assembly and the second end chain assembly can be reused as a whole, and on the other hand, only the opposite ends of the first end chain assembly and the second end chain assembly need to be connected after the goods A is placed on the end portion bottom frame 3. The operation is simple and convenient, which can effectively improve work efficiency, reduce labor intensity, save transportation cost and strengthen transportation safety.

[0090] The end chain device 14 of the embodiment can be repeatedly used, and through the cooperation of the chain adjuster 33 and the ratchet tensioner 30, on the one hand, it can bind different sizes and batches of goods A more firmly, and on the other hand, the connection of the chains on both sides is simple and convenient, and the chain device can be fixed to the transport vehicle without sliding forward and backward, which greatly reduces the number of operators, operation time and operation difficulty.

[0091] The ratchet tensioner 30 and the chain adjuster 33 can also be selected from other structures of the prior art. The advantage of the present application is that the ratchet tensioner 30 and the chain adjuster 33 commonly used for hoisting are innovatively integrated into the first end chain assembly. On the one hand, the end chain device adopts a two-segment type and is fixedly connected to the two sides of the end rectangular frame, preventing the loss of parts used for binding. On the other hand, the connection between the components in the first end chain assembly and the connection between the components in the second end chain assembly cannot be disassembled without the aid of tools. Thus, when the goods A are in a situation of tight and loose in a bumpy environment (the elastic steel plate transported in the present embodiment makes the chain tight and loose), the binding effect of the chain device is not easy to fail. At the same time, when the edges of the plate-shaped goods A are bound, the steel wire used in the prior art will slide along the edges of the goods A when tightened and loosened, and the chain that is buckled will be bent after the edges of the goods A, which will exactly position the goods A.

[0092] In the development process of the end chain device, without considering the loss prevention, the end chain device was tried to be divided into three segments: the first main chain 28 and the first fixed part 27 were integrated; the second main chain 35 and the second fixed part 34 were integrated; the ratchet tensioner 30 was connected to a chain adjuster 33 at both ends, that is, the ratchet tensioner 30 and the left and right chain adjusters 33 were integrated; and the two chain adjusters 33 were used to connect the first main chain 28 and the second main chain 35, respectively. However, it was found through experiments that the pre-tightening effect of the chain adjuster 33 was not good, and the tightening stroke of the ratchet tensioner 30 was not enough to make the end chain device tight enough. The two-segment end chain device protected in the present embodiment can provide better tightening effect while preventing loss, as described above.

[0093] Referring to Figure 18 and Figure 19The cargo carrier set of the embodiment further comprises a middle carrier 6 which can be detachably installed at the middle of the vehicle floor 1, the middle carrier 6 comprising a middle bottom frame 7, middle chain device 15 and a middle blocking seat 8. A group of middle chain devices 15 is connected to each side of the middle blocking seat 8. The middle chain device 15 comprises a first middle chain assembly and a second middle chain assembly, the opposite ends of the first middle chain assembly and the second middle chain assembly are respectively connected to the two longitudinal sides of the middle bottom frame 7, and the opposite ends of the first middle chain assembly and the second middle chain assembly can be selectively connected and disconnected. When the first middle chain assembly and the second middle chain assembly are in the disconnected state, the middle bottom frame 7 is used to support the middle or end of the cargo A, and when the first middle chain assembly and the second middle chain assembly are in the connected state, the first middle chain assembly, the second middle chain assembly and the middle bottom frame 7 form a closed loop for binding the cargo A to limit the cargo A in the circumferential direction. The structure of the first middle chain assembly is exactly the same as that of the first end chain assembly, and the structure of the second middle chain assembly is exactly the same as that of the second end chain assembly, and the first fixing member 27 of the first middle chain assembly and the second fixing member 34 of the second middle chain assembly are fixed to the middle bottom frame 7.

[0094] Referring to Figure 18 and Figure 19 The middle bottom frame 7 is detachably installed at the middle of the vehicle floor 1 and is used to support the cargo A. The middle bottom frame 7 comprises a middle rectangular frame and transverse beams and longitudinal beams welded in the middle rectangular frame, and the middle rectangular frame and the transverse beams and longitudinal beams connected thereto are all steel parts, and in the embodiment, Q355 material is selected. In the middle of the middle bottom frame 7, the transverse beams and longitudinal beams form a rectangular mounting hole 26. Rubber pads are fixed on the beams on the front and rear sides of the middle rectangular frame to better support the cargo A. Hooks are fixed on both sides of the middle rectangular frame.

[0095] On both sides of the middle of the middle bottom frame 7, outside the rectangular mounting hole 26, inside the middle rectangular frame, a sixth corner piece group 25 composed of two container corner pieces is arranged, and the two container corner pieces are respectively a left bottom corner piece and a right bottom corner piece in GB / T 1835-2023 “Series 1 Container Corner Fitting Technical Requirements”. Because the directions of the middle locking heads of the 15.4-meter vehicle are opposite, the middle carrier 6 can only place one pair of container corner pieces, otherwise it cannot be placed stably on the vehicle floor 1. At the same time, an observation hole 22 horizontally penetrating the side of the middle rectangular frame is arranged on each side of the middle rectangular frame corresponding to the two container corner pieces of the sixth corner piece group 25, which is used for the operator behind to visually check whether the locking head is locked well again.

[0096] The two ends of the middle base frame 7 are provided with two fixed structure groups, each fixed structure group including two fixed structures, two first fixed structures and two second fixed structures arranged at the four corners of the middle base frame 7, the distance between the two fixed structures corresponding horizontally is 2300-2400 mm. The distance between the two fixed structures in one fixed structure group and the sixth corner piece group 25 is 1175-1180 mm, and the distance between the two fixed structures in the other fixed structure group and the sixth corner piece group 25 is 871-876 mm, which can meet the requirement that the end of the cargo A protrudes 300 mm from the binding position, and smoothly ensures that the middle base frame 7 is nested with the end stop frame 2. In the embodiment, the distance between the two fixed structure groups and the sixth corner piece group 25 is 1175 mm and 871 mm respectively, wherein here refers to the distance between the center position of the two fixed structures and the center position of the hole in the corner piece of the container. Specifically, in cooperation with the carabiner of the first fixed piece 27 as the first middle chain assembly and the carabiner of the second fixed piece 34 as the second middle chain assembly, the two fixed structures of the middle base frame 7 are through holes on the beam.

[0097] The middle bracket 6 is provided with two recessed areas 65 for accommodating two groups of first main chains 28 and second main chains 35, and two receiving plates 66 for accommodating two ratchet tensioners 30; when the first main chains 28 and the second main chains 35 are accommodated in the recessed areas 65 and the ratchet tensioners 30 are accommodated in the receiving plates 66, the two middle brackets 6 can be stacked up and down, that is, the middle rectangular frame of the upper middle bracket 6 falls on the middle rectangular frame of the lower middle bracket 6. Specifically, each recessed area 65 of the middle bracket 6 also includes two chain boxes for respectively accommodating the first main chains 28 and the second main chains 35, and each chain box is formed by a middle rectangular frame, a cross beam, a longitudinal beam and a small rectangular bottom plate welded therebetween. The receiving plate 66 is fixed on the inner side of the longitudinal beam, and the ratchet tensioner 30 is supported on the receiving plate 66. At the same time, the top surface of the outer ring (i.e. the middle rectangular frame) of the middle base frame 7 is the highest plane, and the top surfaces of the other cross beams and longitudinal beams are recessed downward relative to the middle rectangular frame, so that the components connected by the ratchet tensioner 30 and part of the first main chains 28 will not affect the nesting of the middle bracket 6 even if they pass over the cross beams and longitudinal beams. The receiving plates 66 on the end stop frame 2 and the middle bracket 6 are both U-shaped, one side wall of which is fixed on the longitudinal beam, and the other side wall has a gap 67 for the handle 54 of the chain tensioner 30 to pass out.

[0098] In summary, in the embodiment, the first fixing member 27, the first main chain 28, the first connecting member 29, the ratchet tensioner 30, the second connecting member 31, the connecting chain 32, and the chain adjuster 33 in the middle chain device 15 are connected in a ring-in-ring manner, and the second fixing member 34 and the second main chain 35 are connected in a ring-in-ring manner; the through hole of the middle bottom frame 7 is connected in a ring-in-ring manner with the carabiner as the first fixing member 27 and the second fixing member 34.

[0099] Meanwhile, at positions corresponding to the first fixing member 27 and the second fixing member 34 at the four corners of the side edges of the middle rectangular frame, grooves 64 are provided for the first main chain 28 and the second main chain 35 to pass through, the width of the groove 64 is 70 mm, and the depth is 30 mm, so that in the tied state, the first main chain 28 and the second main chain 35 will not be located between the end rectangular frame and the goods A.

[0100] The middle chain device 15 of the embodiment has the same advantages as the end chain device 14, and will not be described again.

[0101] The middle blocking seat 8 is a steel member, the middle blocking seat 8 as a whole is a quadrangular frustum, and the cross-sectional area gradually increases from top to bottom, and the middle blocking seat 8 forms a quadrangular frustum space 16 that is open downward. Meanwhile, in the embodiment, the longitudinal and transverse dimensions of the middle rectangular frame are the same as those of the end rectangular frame, and the middle bottom frame 7 has a through hole for the end blocking member 4 to pass through, so that, referring to Figure 20 When multiple end blocking frames 2 and middle carriers 6 are stacked and stored, all the end blocking frames 2 can be placed on the lower layer, and all the middle bottom frames 7 of the middle carriers 6 can be placed on the upper layer of the end blocking frames 2, wherein the middle bottom frames 7 of adjacent two middle carriers 6 are stacked together, the middle bottom frames 7 are stacked on the end bottom frame 3, and the middle bottom frames 7 are sleeved on multiple sleeved end blocking members 4, or in other words, the multiple sleeved end blocking members 4 pass through the through hole of the middle bottom frame 7; in this storage mode, multiple middle blocking seats 8 are separately sleeved and stored. Thus, the end blocking frame 2 and the middle carrier 6 can be conveniently and safely returned together, and the transportation cost is low.

[0102] In order to selectively install the middle blocking seat 8 and the middle bottom frame 7 together, the bottom of the middle blocking seat 8 is provided with a second flange 24, which can be clamped on the middle bottom frame 7 and the vehicle floor 1 when the middle blocking seat 8 passes upward from the rectangular mounting hole 26. After the middle bottom frame 7 is installed on the vehicle floor 1, the second flange 24 is clamped between the middle bottom frame 7 and the vehicle floor 1. When stored, the middle blocking seat 8 can be sleeved and then passed through the rectangular mounting hole 26 on the middle bottom frame 7 to be stored together with the middle bottom frame 7, or the middle blocking seat 8 can be separately sleeved (for example, the middle blocking seat 8 is sleeved on the end blocking member 4, and the middle blocking seat 8 is sleeved on the end blocking member 4). Figure 21The middle blocking seat 8 has a small volume relative to the middle bottom frame 7, and even if it is individually nested, it has little effect on the efficiency of the return.

[0103] The middle blocking seat 8 can be formed by welding a rectangular plate and four trapezoidal plates, or can be formed by bending a steel plate to form a part of the side surface and welding the other side surfaces. Preferably, the length of the top wall of the middle blocking seat 8 is selected to be 90-400 mm, and in the embodiment, is 177 mm. Preferably, the width of the top wall of the middle blocking seat 8 is selected to be 500-900 mm, and in the embodiment, is 640 mm. Preferably, the angle between the edge of the middle blocking seat 8 and the bottom surface is 100°-110°, and in the embodiment, is 102°. In the embodiment, the wall thickness of the four-prism-shaped blocking seat 2 is 12 mm. Such a design in combination with the four-prism-shaped appearance can provide sufficient blocking while not occupying too much space on the 15.4-meter truck.

[0104] Preferably, the height of the middle blocking seat 8 is selected to be 550-1000 mm, and the height of the middle blocking seat 8 protruding from the middle bottom frame 7 after being installed in the middle bottom frame 7 is selected to be 406-856 mm. In the embodiment, the height of the middle blocking seat 8 is 644 mm, and the height of the middle blocking seat 8 protruding from the middle bottom frame 7 after being installed in the middle bottom frame 7 is 500 mm. In the design process, the most important consideration for the height of the middle blocking seat 8 protruding from the middle bottom frame 7 after being installed in the middle bottom frame 7 is the total thickness of the whole stack of steel plates. Due to the limitation of the caliber of the steel plate hoisting and unloading clamp, sometimes multiple layers of straw sticks need to be laid between the layers of steel plates. In the embodiment, the loading width and length of the steel plates are limited (the width is 2000-3300 mm, and the length is 5296-15180 mm), so according to the 70-ton loading limit per truck (including multiple layers of straw sticks), the total height of the stacked steel plates of different specifications is less than 450 mm. Therefore, the height of the middle blocking seat 8 protruding from the middle bottom frame 7 is at least 450 mm. At the same time, if the middle blocking seat 8 is too high, it is easy to exceed the height limit and increase the weight, so on the basis of being able to achieve the blocking effect of the cargo A, the height of the middle blocking seat 8 protruding from the middle bottom frame 7 after being installed in the middle bottom frame 7 should not be too high. Finally, in the embodiment, the height of the middle blocking seat 8 protruding from the middle bottom frame 7 after being installed in the middle bottom frame 7 is 500 mm. The middle blocking seat 8 of the embodiment provides a wide and high enough longitudinal blocking for the cargo A.

[0105] Based on the above structure, the transportation method of the embodiment has the following four loading modes:

[0106] Referring to Figure 1 , loading mode I:

[0107] The two end stops 2 and the middle bottom frame 7 are detachably mounted on the vehicle floor 1, the stop surfaces S of the two end stops 2 form a stacking space for a stack of goods A, the end bottom frames 3 of the two end stops 2 support the two longitudinal ends of the stack of goods A, and the middle bottom frame 7 supports the middle part of the stack of goods A, and the stack of goods A can be formed into four bundles by the two end chain devices 14 connected by the two end bottom frames 3 respectively and the two middle chain devices 15 connected by the middle bottom frame 7.

[0108] Figure 1 As shown in the middle part, the first corner piece group 9 of the two end stops 2 is used for simultaneous connection, based on Figure 1 When the two second corner piece groups 10, the third corner piece group 11, the fourth corner piece group 12, and the fifth corner piece group 13 are sequentially and simultaneously connected, the two end stops 2 will move away from each other, and the distance between them will be lengthened.

[0109] When the first corner piece group 9, the second corner piece group 10, the third corner piece group 11, the fourth corner piece group 12, and the fifth corner piece group 13 of the two end stops 2 are sequentially and simultaneously connected to the lock heads on the longitudinal ends of the 15.4-meter vehicle, the distance between the stop surfaces S of the two end stops 2 is 11638mm, 13000mm, 14000mm, 14780mm, and 15180mm, respectively, and is suitable for goods A with a length of 10276-11638mm, 11638-13000mm, 12638-14000mm, 13418-14780mm, and 13818-15180mm, respectively.

[0110] As can be seen from the above numerical ranges of the applicable goods A, when the first corner piece group 9, the second corner piece group 10, the third corner piece group 11, and the fifth corner piece group 13 are provided, all length dimensions of 10276-15180mm of the goods A can be covered. Therefore, the first corner piece group 9, the second corner piece group 10, the third corner piece group 11, and the fifth corner piece group 13 are preferably provided in the present embodiment. However, when the fifth corner piece group 13 is connected, the end stop 2 will slightly protrude from the vehicle floor 1, which is not allowed in some special railway sections, but if the third corner piece group 11 is used, the maximum length of the goods A will be directly shortened to 14000mm. Therefore, the fourth corner piece group 12 between the third corner piece group 11 and the fifth corner piece group 13 is provided in the present embodiment, and when the fourth corner piece group 12 is connected, the outer side of the end stop 2 is flush with the longitudinal end surface of the vehicle floor 1, so that the goods carrier group of the present embodiment is also applicable to the above special cases.

[0111] Referring to Figure 2 , loading mode II:

[0112] The two end stops 2 and the middle bottom frame 7 are detachably mounted on the vehicle floor 1, the stop surfaces S of the two end stops 2 and the middle stop seat 8 form two independent two-pile cargo A stacking spaces, the end bottom frames 3 of the two end stops 2 are respectively used to support the longitudinal one end of the cargo A in the two stacking spaces, and the middle bottom frame 7 is used to support the longitudinal other end of the cargo A in the two stacking spaces. Each pile of cargo A can be formed into two bundles by one end chain device 14 connected by one end bottom frame 3 and one middle chain device 15 connected by the middle bottom frame 7.

[0113] When the first corner piece group 9, the second corner piece group 10, the third corner piece group 11, the fourth corner piece group 12, and the fifth corner piece group 13 of the two end stops 2 are sequentially and simultaneously connected with the lock heads on the longitudinal two ends of the 15.4-meter vehicle, they are sequentially applicable to the cargo A with a length of 5296-5819mm, 5819-6500mm, 6477-7000mm, 7000-7390mm, and 7000-7590mm. Thus, the loading mode II of the embodiment is applicable to the transportation of the cargo A with a length of 5296-7590mm.

[0114] Referring to Figure 3 , loading mode III:

[0115] The two end stops 2 and the middle bottom frame 7 are detachably mounted on the vehicle floor 1, and the middle stop seat 8 is detachably mounted in the middle of the middle bottom frame 7. The stop surfaces S of the two end stops 2 and the middle stop seat 8 form two independent two-pile cargo A stacking spaces, the end bottom frames 3 of the two end stops 2 are respectively used to support the longitudinal one end of the cargo A in the two stacking spaces, and the middle bottom frame 7 is used to support the longitudinal other end of the cargo A in the two stacking spaces. Each pile of cargo A can be formed into two bundles by one end chain device 14 connected by one end bottom frame 3 and one middle chain device 15 connected by the middle bottom frame 7.

[0116] If the first corner piece group 9, the second corner piece group 10, the third corner piece group 11, the fourth corner piece group 12, and the fifth corner piece group 13 of the two end stops 2 are sequentially and simultaneously connected with the lock heads on the longitudinal two ends of the 15.4-meter vehicle, they are sequentially applicable to the cargo A with a length of 5296-5603mm, 5977-6284mm, 6477-6784mm, 6867-7174mm, and 7067-7374mm. Thus, the loading mode III of the embodiment is applicable to the transportation of the cargo A with a length of 5296-7374mm.

[0117] Referring to Figure 4 , loading mode IV:

[0118] The two end stops 2 and the middle bottom frame 7 are detachably mounted on the vehicle floor 1, the stop surfaces S of the two end stops 2 and the middle bottom frame 7 form a stacking space for two stacks of goods A, the end bottom frames 3 of the two end stops 2 are respectively used to support one longitudinal end of the two stacks of goods A, and the other longitudinal end of the two stacks of goods A is supported on the middle bottom frame 7. Each stack of goods A can be formed into three bundles by one end chain device 14 connected by one end bottom frame 3 and two middle chain devices 15 connected by the middle bottom frame 7.

[0119] If the first corner piece group 9, the second corner piece group 10, the third corner piece group 11, the fourth corner piece group 12, and the fifth corner piece group 13 of the two end stops 2 are sequentially and simultaneously connected with the lock heads on the longitudinal two ends of the 15.4-meter vehicle, they are sequentially applicable to the goods A with a length of 7316-8516mm, 7997-9197mm, 8497-9697mm, 8887-10276mm, and 9807-10276mm. Thus, the loading mode III of the present embodiment is applicable to the transportation of the goods A with a length of 7316-10276mm.

[0120] However, considering the process error and the measurement error, and also considering the gap between the above numerical values and the size of the actual transported goods A, the distance between the first corner piece group 9 and the stop surface S is increased by a reasonable error value (for example, the reasonable error value is ±5mm, that is, the distance between the first corner piece group 9 and the stop surface S is the ideal design value ±5mm) on the ideal design value. Even if there is an error, it can basically achieve a similar effect.

[0121] For example, the data of the loading mode I when the first corner piece group 9 of the two end stops 2 is simultaneously connected with the lock heads on the longitudinal two ends of the 15.4-meter vehicle is considered with an error, and the distance between the stop surfaces S of the two end stops 2 is increased by 2 times the above reasonable error value (that is, 11638mm ±10mm). Correspondingly, the two end values of the applicable length range of the goods A (10276-11638mm) are simultaneously increased by 2 times the same reasonable error value, that is, (10276±10mm)-(11638mm±10mm), and the values of the two end values are consistent.

[0122] Embodiment 2

[0123] Compared with embodiment 1, the present embodiment replaces the 15.4-meter vehicle with a 13-meter flat set sharing vehicle (hereinafter referred to as “13-meter vehicle” for short), and the 13-meter vehicle includes a vehicle floor 1. The present embodiment does not improve the structure of the existing 13-meter vehicle, but only adds a goods cradle group on the flat set sharing vehicle. The goods cradle group is particularly suitable for the steel plate with a longitudinal size of 5296-11638mm, a transverse size of 2000-3300mm, a single thickness of greater than or equal to 10mm, and a total thickness of 20-500mm on the 13-meter vehicle.

[0124] When the two end stops 2 are connected with the lock heads of the 13-meter truck's floor 1 by the first angle piece sets 9 and 13, and are installed on the 13-meter truck's floor 1 in a way that the stop faces S face each other, the distance between the two stop faces S is 11638mm.

[0125] The loading mode I, the loading mode II, the loading mode III, and the loading mode IV are respectively suitable for the goods A with the length of 10276-11638mm, 5296-5819mm, 5296-5603mm, and 7316-8516mm. As above, the two end values of the applicable length range of these goods A are simultaneously increased by 2 times of the same reasonable error value, and the reasonable error value is ±5mm.

[0126] According to the length of the goods A to be transported, the 13-meter truck or the 15.4-meter truck is selected to be used, and which loading mode is selected to be used. The goods A are stacked between the stop faces S of the two end stops 2, and the longitudinal ends of the goods A are placed on the end portion bottom frames 3 of the end stops 2.

[0127] The present application can be suitable for various goods A, such as the plate-shaped goods (not limited to the large steel plates in the above-mentioned embodiments) shown in the figure, and such plate-shaped goods are suitable for any one of the above-mentioned loading mode I to loading mode IV; of course, it can also be analogously suitable for transporting pole-shaped goods such as wire poles and sectional materials, and such pole-shaped goods are mainly suitable for any one of the above-mentioned loading mode I to loading mode III; of course, it can also be analogously suitable for large cylindrical goods such as coiled steel, and such cylindrical goods are mainly suitable for any one of the above-mentioned loading mode I to loading mode III. Therefore, it can be known that the range of the goods A suitable for the goods carrier set of the present application and the transportation method using the same is wide.

[0128] Although the embodiments of the present application have been shown and described above, it can be understood that the above-mentioned embodiments are exemplary and cannot be understood as limiting the present application, and the ordinary skilled in the art can make changes, modifications, replacements, and variations to the above-mentioned embodiments within the scope of the present application.

Claims

1. A cargo pallet assembly for a shared vehicle, characterized in that, It includes two end brackets (2) that can be detachably mounted on both longitudinal ends of the vehicle floor (1). Each end bracket (2) includes an end base frame (3), an end stop (4), and an end chain device (14). The end base frame (3) can be detachably mounted on the vehicle floor (1). The end stop (4) is fixed to one end of the end base frame (3). The end chain device (14) includes a first end chain assembly and a second end chain assembly. Their opposite ends are respectively connected to the two longitudinal sides of the end base frame (3) away from the end stop (4). Their opposite ends can be selectively connected and disconnected. When the first end chain assembly and the second end chain assembly are in the disconnected state, it is permissible to load and unload goods (A) on the end base frame (3), which is used to support the end of the goods (A); When the first end chain assembly and the second end chain assembly are connected, they and the end bottom frame (3) form a closed loop to bind the goods (A) to provide circumferential restraint to the goods (A), and the end stop (4) provides longitudinal restraint to the goods (A).

2. The cargo pallet assembly for a shared vehicle according to claim 1, characterized in that, It also includes a center bracket (6) that can be detachably mounted in the middle of the vehicle floor (1). The central bracket (6) includes a central base frame (7) and a central chain assembly (15). The central base frame (7) can be detachably installed in the middle of the vehicle floor (1). The central chain assembly (15) includes a first central chain assembly and a second central chain assembly. Their opposite ends are respectively connected to the two longitudinal sides of the central base frame (7). Their opposite ends can be selectively connected and disconnected. When the first middle chain assembly and the second middle chain assembly are in the disconnected state, it is permissible to load and unload goods (A) on the middle bottom frame (7), which is used to support the middle or end of the goods (A); When the first middle chain assembly and the second middle chain assembly are connected, they and the middle bottom frame (7) form a closed loop to bind the goods (A) and to constrain the goods (A) circumferentially.

3. The cargo pallet assembly for a shared vehicle according to claim 2, characterized in that, Both the first end chain assembly and the first middle chain assembly include a first fixing member (27), a first main chain (28), a first connecting member (29), a ratchet tensioner (30), a second connecting member (31), a connecting chain (32), and a chain adjuster (33) connected in sequence. The second end chain assembly and the second middle chain assembly both include a second fastener (34) and a second main chain (35) that are connected to each other. The first fastener (27) and the second fastener (34) of the first end chain assembly and the first middle chain assembly are respectively fixed to the end bottom frame (3) and the middle bottom frame (7). The chain adjuster (33) can be selectively connected to different positions on the second main chain (35) to form a preliminary determination of the binding circumference; The ratchet tensioner (30) can shorten its own length after initial determination to reduce the binding circumference.

4. The cargo pallet assembly for a shared vehicle according to claim 3, characterized in that, The first fastener (27) and the second fastener (34) are horn buckles or X-connecting buckles, the first connector (29) and the second connector (31) are double ring buckles, and the two ends of the ratchet tensioner (30) are configured as a first hook (36) and a second hook (37). The first fixing member (27), the first main chain (28), the first connecting member (29), the ratchet tensioner (30), the second connecting member (31), the connecting chain (32), and the chain adjuster (33) form an interlocking connection; The second fastener (34) and the second main chain (35) form an interlocking connection; The end bottom frame (3) and the middle bottom frame (7) are provided with through holes that are interlocked with the horn buckle or X-connecting buckle.

5. The cargo pallet assembly for a shared vehicle according to claim 2, characterized in that, Corner fittings are provided in both the end bottom frame (3) and the middle bottom frame (7), which can be connected to the container lock on the vehicle floor (1).

6. The cargo pallet assembly for a shared vehicle according to claim 2, characterized in that, The central bracket (6) also includes a central stop (8), which is detachably connected to the central bottom frame (7), and a central chain device (15) is connected to each side of the central stop (8).

7. The cargo pallet assembly for a shared vehicle according to claim 6, characterized in that, The middle stop (8) is a truncated quadrangular shape, and its cross-sectional area gradually increases from top to bottom. The middle stop (8) forms a truncated quadrangular space (16) that opens downward. When multiple middle brackets (6) are stacked on top of each other, the middle stop (8) of the lower middle bracket (6) can extend into the truncated quadrangular space (16) of the middle stop (8) of the upper middle bracket (6). The middle bottom frame (7) has a through hole through which the end stop (4) passes, so that the middle bottom frame (7) can be stacked on the end stop (2) when stored. The middle bottom frame (7) has a pair of container corner pieces in the middle, which are connected to the container lock in the middle of the vehicle floor (1).

8. The cargo carrier assembly for a shared vehicle according to claim 2, characterized in that, The end stop (4) is shaped like a wind bucket, and its lateral width gradually increases from top to bottom; the end stop (4) forms a wind bucket-shaped space (5) that opens forward and downward; the longitudinal section of the end stop (4) is a right trapezoid, the front surface of the end stop (4) is vertically oriented, forming a stop surface (S) that longitudinally stops the end of the cargo (A), and the rear wall of the end stop (4) is inclined from top to bottom away from its front surface; When multiple end brackets (2) are stacked on top of each other, the end stop (4) of the lower end bracket (2) can extend into the wind-shaped space (5) of the end stop (4) of the upper end bracket (2).

9. A method for transporting goods, characterized in that, Cargo transport using a shared vehicle equipped with cargo pallet assemblies according to any one of claims 2-8 includes the following cargo loading methods: Loading method I: Two end frames (2) and a middle bottom frame (7) are detachably installed on the vehicle floor (1). The two end frames (2) form a stacking space for a stack of goods (A). The two end bottom frames (3) support the two longitudinal ends of the goods (A), and the middle bottom frame (7) supports the middle of the goods (A). A stack of goods (A) can be bound together by one end chain device (14) connected to each of the two end bottom frames (3) and two middle chain devices (15) connected to the middle bottom frame (7). Loading method II: Two end frames (2) and a middle bottom frame (7) are detachably installed on the vehicle floor (1). The two end frames (2) and the middle bottom frame (7) form a stacking space for two stacks of goods (A) and the two stacks of goods (A) are relatively independent. The two end bottom frames (3) are used to support one longitudinal end of the goods (A) in the two stacking spaces, and the middle bottom frame (7) is used to support the other longitudinal end of the goods (A) in the two stacking spaces. Each stack of goods (A) can be bound by an end chain device (14) connected by an end bottom frame (3) and two middle chain devices (15) of the middle bottom frame (7).

10. The method for transporting goods according to claim 9, characterized in that, The shared vehicles are either 13-meter or 15.4-meter vehicles. Goods (A) are steel plates with longitudinal dimensions ranging from 5296 to 15180 mm, transverse dimensions ranging from 2000 to 3300 mm, and a total thickness ranging from 20 to 500 mm.

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