Car transport rack

Abstract

The present invention provides a car transport rack, comprising an upper rack, a lower rack, a first support and a second support. The two ends of the first support are pivotally connected to the front ends of the lower rack and the upper rack respectively around the first axis and the second axis, the front end of the upper rack pivots with the first support to move between a high position and a low position, and the front end is closer to the lower rack in the up-down direction and farther away from the lower rack in the front-back direction when in the low position than when in the high position; one end of the second support is pivotally connected to the lower rack around the third axis, the upper rack is provided with a connecting piece pivotable around a fourth axis, which is connected to the second support and movable along the second support; the first axis, the second axis, the third axis and the fourth axis are parallel to each other and spaced apart. According to the car transport rack of the present invention, the relative position and angle of the upper rack and the lower rack can be adjusted by the first support and the second support, and the largest possible accommodation space can be obtained on the basis of ensuring the support strength to meet the transportation needs of cars of different models.

Description

Technical Field

[0001] The present invention generally relates to the technical field of container transportation, and more particularly to a car transport rack. Background Art

[0002] As the automobile consumer group grows, the demand for whole vehicle transportation is also growing, and the advantages of loading cars into containers for multimodal transportation such as sea, land, and rail are becoming more and more obvious. However, in recent years, the differentiation of people's consumption preferences for automobile models has brought new challenges to the loading capacity of multimodal transportation of whole vehicles in containers: most SUVs have a high and short body shape, most C-class cars have a short and long body shape, and most small cars have a short and short body shape. The differences in the appearance of various models are large. The existing transport racks have defects in strength, stability, and storage space, and it is difficult to simultaneously meet the requirements of large-size and large-wheelbase SUVs, C-class cars, and small cars.

[0003] Therefore, it is necessary to provide a car transport rack to at least partially solve the above problems. Summary of the invention

[0004] In order to at least partially solve the above problems, the present invention provides a car transport rack, the car transport rack comprising:

[0005] Shelves;

[0006] Remove from shelves;

[0007] a first pillar, two ends of which are pivotally connected to the front end of the lower frame and the front end of the upper frame around a first axis and a second axis, respectively, and the front end of the upper frame can move between a high position and a low position with the pivoting of the first pillar, wherein the front end of the upper frame is closer to the lower frame in the up-down direction and farther away from the lower frame in the front-back direction when located in the low position than when located in the high position; and

[0008] a second pillar, wherein the lower end of the second pillar is pivotally connected to the lower frame about a third axis, and the upper frame is provided with a connecting member pivotally connected to the second pillar about a fourth axis, wherein the connecting member is connected to the second pillar and can move along the second pillar;

[0009] The first axis, the second axis, the third axis and the fourth axis are parallel to each other and spaced apart from each other.

[0010] Optionally, the automobile transport rack further comprises a fixing rod, both ends of which are respectively connected to the first pillar and the lower frame, so that the first pillar and the lower frame remain relatively fixed.

[0011] Optionally, when the front end of the upper shelf is located at the high position, the first support column is perpendicular to the plane where the lower shelf is located.

[0012] Optionally, when the front end of the upper shelf is located at the low position, the first support column is flush with the plane where the lower shelf is located.

[0013] Optionally, a roller is provided at the upper end of the first support column, and when the first support column is pivoted to a position flush with the plane where the lower frame is located, the roller is supported on a supporting surface below the automobile transport frame.

[0014] Optionally, the lower frame includes two lower frame side beams arranged in parallel and a lower frame cross beam connecting the two lower frame side beams, and the lower frame cross beam is located at the front end of the lower frame.

[0015] Optionally, a pull rod which is retractable along the length direction of the lower frame side beam is provided at the rear end of the lower frame side beam; the lower frame further includes a movable frame, which is connected to the pull rod and is movably arranged between the two lower frame side beams.

[0016] Optionally, a forklift fork groove is provided at the rear end of the movable frame.

[0017] Optionally, a hinge seat pivotally connected to the second support column is provided on the lower frame side beam, and the setting position of the hinge seat is adjustable along the length direction of the lower frame side beam.

[0018] Optionally, the connecting member is configured as a sleeve, and the sleeve is sleeved on the second pillar and is movable relative to the second pillar.

[0019] Optionally, the second support has a plurality of support holes, and the lower end of the sleeve rests on a support pin passing through one of the plurality of support holes.

[0020] Optionally, the upper end of the sleeve abuts against a limit pin passing through one of the plurality of support holes.

[0021] Optionally, the support pin and / or the limit pin is configured as a stepped shaft structure, and the diameter of the head of the stepped shaft is larger than the diameter of the tail.

[0022] Optionally, the edge of the upper end and / or lower end of the sleeve is provided with an open notch, and the notch includes a large notch matching with the head of the step shaft and a small notch matching with the tail of the step shaft.

[0023] Optionally, a buffer block extending outward is provided at the front end of the lower frame, and the extending distance of the buffer block relative to the lower frame is adjustable.

[0024] According to the automobile transport rack of the present invention, the relative positions and angles of the upper rack and the lower rack can be adjusted by the first pillar and the second pillar, so as to obtain as large a receiving space as possible on the basis of ensuring the supporting strength, so as to meet the transportation requirements of cars of different models. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The following drawings are used as part of the present invention for understanding the present invention. In the drawings:

[0026] Figure 1 is a three-dimensional view of a car transport rack according to a preferred embodiment of the present invention, wherein the front end of the upper rack is located at a low position;

[0027] Figure 2 for Figure 1 Another perspective view of the automobile transport rack shown, wherein the front end of the upper rack is in a high position;

[0028] Figure 3 for Figure 1 A schematic diagram of the cooperation between the second support column and the sleeve of the automobile transport rack shown;

[0029] Figure 4 for Figure 1 A partial view of the automobile transport rack from a top view angle, wherein the upper frame and the second support column are omitted;

[0030] Figure 5 For two Figure 1 A partial top view of the arrangement of the automobile transport rack shown;

[0031] Figure 6 for Figure 1 A schematic diagram of the automobile transport rack shown is in a folded state;

[0032] Figures 7 to 9 To use Figure 1 A schematic diagram of a car transport rack transporting a car in a container is shown; and

[0033] Fig.10 for Figure 1 A partial view of the automobile transport rack shown from another top view angle. DETAILED DESCRIPTION

[0034] In the following description, a large number of specific details are provided to provide a more thorough understanding of the present invention. However, it is apparent to those skilled in the art that the present invention can be implemented without one or more of these details. In other examples, in order to avoid confusion with the present invention, some technical features well known in the art are not described.

[0035] The present invention provides a car transport rack for loading cars during transportation, and is particularly suitable for transporting cars in containers. Figure 1 As shown, the automobile transport rack 1 includes a lower frame 10, an upper frame 20, a first support column 30 and a second support column 40. The first support column 30 and the second support column 40 are respectively hinged to the lower frame 10 and the upper frame 20. According to the automobile transport rack of the present invention, the state of the automobile transport rack can be adjusted by the first support column and the second support column, and the relative position and relative angle of the upper frame and the lower frame can be changed, thereby changing the accommodation space of the automobile transport rack to meet the needs of transporting a variety of different types of automobiles. A detailed description is given below in conjunction with the accompanying drawings.

[0036] like Figure 1 As shown, the lower end of the first pillar 30 is pivotally connected to one end of the lower frame 10, and the upper end is pivotally connected to the upper frame 20. The pivotable connection can be achieved by a structure such as an axis or a connector such as a pin. The central axis of the axis or pin constitutes the axis of the two ends of the first pillar 30. Among them, the central axis of the axis or pin corresponding to the lower end of the first pillar 30 can be called the first axis, and the central axis of the axis or pin corresponding to the upper end can be called the second axis. And both the first axis and the second axis are configured to extend along the width direction of the lower frame 10. Taking the direction in which the car enters the car transport rack 1 as the front and rear direction, the ends of the upper frame 20 and the lower frame 10 connected to the first pillar 30 are located in the front. For the convenience of description, this end is referred to as the front end in the subsequent description, and correspondingly, the end opposite to the front end is referred to as the rear end.

[0037] The first support 30 can pivot about the first axis. The position of the front end of the upper frame 20 relative to the lower frame 10 changes with the pivoting of the first support 30. Figure 1 and Figure 2 It can be seen that the front end of the upper rack 20 is located at Figure 1 The position shown is better than its Figure 2 The position shown is closer to the lower frame 10 in the vertical direction, so Figure 1 The position shown can be called the low position, Figure 2 The position shown can be called a high position. It can also be seen that the front end of the upper frame 20 is farther away from the lower frame 10 in the front-to-back direction when it is in the low position than when it is in the high position. That is, when the front end of the upper frame 20 moves from the high position to the low position, the first support 30 needs to pivot outward relative to the lower frame 10 around the first axis, that is, the first support 30 pivots in a direction in which the angle between it and the lower frame 10 becomes larger.

[0038] Preferably, in this embodiment, when the front end of the upper frame 20 is at a high position, the first support 30 is perpendicular to the plane where the lower frame 10 is located (eg Figure 2As shown in FIG. 1 ), the first support column 30 can provide the best support effect for the upper frame 20. When the front end of the upper frame 20 is at a low position, the first support column 30 is flush with the plane where the lower frame 10 is located (as shown in FIG. Figure 1 As shown in the figure, the support surface below the automobile transport rack 1 supports the front end of the upper rack 20, which can avoid the problem of poor support effect caused by the excessive inclination angle of the first pillar 30. Of course, the corresponding relationship between the inclination angle of the first pillar 30 and the position of the front end of the upper rack 20 is not limited to that shown in the figure. For example, in one embodiment, when the front end of the upper rack 20 is at a high position, the first pillar 30 can be deflected forward or backward by a predetermined angle (for example, 15°) from a position perpendicular to the plane where the lower rack 10 is located.

[0039] The lower end of the second support 40 is pivotally connected to the lower frame 10. The central axis of the shaft or pin corresponding to the lower end of the second support 40 can be referred to as the third axis. The upper frame 20 is pivotally provided with a connector 42 at a position corresponding to the second support 40. The connector 42 is connected to the second support 40 and can move along the second support 40. In the present embodiment, the connector 42 is configured as a sleeve. Therefore, in the subsequent description, the connector 42 may also be referred to as a sleeve 42. The sleeve 42 is pivotally connected to the upper frame 20 through a shaft or a pin, and is sleeved on the second support 40. The central axis of the shaft or the pin may be referred to as the fourth axis. Of course, in other embodiments, the connector 42 may also have other structures. For example, the connector 42 and the second support 40 may be configured in the form of mutually nested pull-out rods.

[0040] like Figure 1 As shown, the lower end of the first support 30 and the lower end of the second support 40, and the upper end of the first support 30 and the sleeve 42 are spaced a predetermined distance apart on the lower frame 10 and the upper frame 20, respectively. This can optimize the supporting effect on the upper frame 20. Therefore, it can be understood that the first axis, the second axis, the third axis and the fourth axis should be parallel to each other and spaced apart from each other.

[0041] When the position of the first support 30 remains fixed, the sleeve 42 can be slid along the second support 40 to adjust the tilting angle of the upper frame 20 relative to the lower frame 10, thereby adjusting the accommodation space between the two. Figure 1 and Figure 3As shown, a plurality of support holes 41 are provided on the second support pillar 40. When the sleeve 42 slides to a predetermined position along the second support pillar 40, a support pin 44 is used to pass through the nearest support hole 41 below the sleeve 42, and the lower end of the sleeve 42 is fixed against the support pin 44. Preferably, a limit pin 45 can also be used to pass through the nearest support hole 41 above the sleeve 42, so that the upper end of the sleeve 42 can be pressed against the limit pin 45 to prevent the sleeve 42 from moving upward. Among them, the support pin 44 and the limit pin 45 are both constructed as a stepped shaft structure, and the radial dimension of the head is larger than the radial dimension of the tail, so as to facilitate its plugging and unplugging. Moreover, although the names and setting positions of the support pin 44 and the limit pin 45 are different, the two can essentially have the same structure.

[0042] In addition, if Figure 3 As shown, preferably, the edges of the upper and lower ends of the sleeve 42 are both provided with an open notch 46 that cooperates with the support pin 44 and the stop pin 45. In order to adapt to the structure of the step shaft, the notch 46 is constructed to include a large notch that cooperates with the head of the step shaft and a small notch that cooperates with the tail of the step shaft. Such a structure can facilitate the step shaft to pass through the second pillar 40 and the sleeve 42 at the same time, and increase the support area between the step shaft and the sleeve 42, and improve the support strength.

[0043] Preferably, the lower end of the second support 40 and the sleeve 42 are not arranged at the rear end of the lower frame 10 and the upper frame 20, but are offset from the rear end to the middle by a distance to be as close as possible to the center of gravity of the car on the upper frame 20, so that the second support 40 can better support the upper frame. Of course, the arrangement position of the second support 40 and the sleeve 42 is not fixed, as long as they can be spaced apart from the first support 30.

[0044] contrast Figure 1 and Figure 2 It can be seen that in the process of the front end of the upper frame 20 moving from the high position to the low position, the upper frame 20 and the lower frame 10 move relative to each other in the front-to-back direction. Specifically, the upper frame 20 moves backward relative to the lower frame 10, and at the same time, the sleeve 42 moves backward relative to the lower end of the second support 40. This will change the relative angle between the second support 40 and the upper frame 20. It can be understood that since the upper frame 20 is tilted, the second support 40 has the best support effect when it is perpendicular to the upper frame 20. Assuming that when the upper end of the upper frame 20 is at Figure 1 In the high position shown in FIG. , the second support 40 is perpendicular to the upper frame 20. Then when the upper end of the upper frame 20 moves to Figure 2When the second support pillar 40 and the upper frame 20 are in the low position shown, they are no longer perpendicular to each other, thereby reducing the supporting effect of the second support pillar 40. Therefore, preferably, the connection position of the lower end of the second support pillar 40 on the lower frame 10 is set to be adjustable. When the position of the upper frame 20 changes, the connection position of the lower end of the second support pillar 40 on the lower frame 10 is adjusted accordingly, so that the second support pillar 40 and the upper frame 20 always maintain a substantially perpendicular state to ensure the supporting effect.

[0045] Specifically, in Figure 1 In the illustrated embodiment, the lower frame 10 is constructed to include two lower frame side beams 11 arranged in parallel and an lower frame cross beam 12 connecting the two lower frame side beams 11. Figure 1 As shown, the lower frame cross beam 12 is arranged at the front end of the lower frame side beam 11. The lower end of the second pillar 40 is hinged to the hinge seat 16 connected to the lower frame side beam 11. Among them, two fixing plates 17 are arranged at intervals on the lower frame side beam 11. The hinge seat 16 is fixedly connected to the fixing plate 17 by a fastener such as a screw. Therefore, the connection position of the lower end of the second pillar 40 on the lower frame 10 can be changed by connecting the hinge seat 16 to different fixing plates 17. In the present embodiment, two fixing plates 17 are provided, but in other embodiments, three or more fixing plates 17 can also be provided as needed.

[0046] The lower frame 10 further includes a movable frame 13 and a drawer rod 14. The drawer rod 14 is sleeved in the lower frame side beam 11 and extends from the rear end thereof. The drawer rod 14 can be extended and retracted along the length direction relative to the lower frame side beam 11. The movable frame 13 is arranged between the two lower frame side beams 11 and connected to the drawer rod 14. In this way, the position of the movable frame 13 can be adjusted by the drawer rod 14, and then the loading space formed between the lower frame 10 and the upper frame 20 can be adjusted to meet the needs of different vehicle models.

[0047] Specifically, Figure 2 As shown, a steel plate 141 with a plurality of holes is provided on the pull-out rod 14, wherein the plurality of holes are arranged at intervals along the length direction of the pull-out rod 14. A positioning hole is provided on the lower frame side beam 11. The pull-out rod 14 can be fixed by aligning one of the plurality of holes on the steel plate 141 of the pull-out rod 14 with the positioning hole, and then using a connecting member such as a screw to pass through the positioning hole and extend into the hole on the steel plate 141 to lock. By aligning and locking different hole positions on the steel plate 141 with the positioning holes respectively, the position of the pull-out rod 14 and the movable frame 13 can be adjusted. In addition, a fastener 111 for fixing the connecting member is provided on the lower frame side beam 11 at a position corresponding to the positioning hole to prevent the connecting member from loosening and causing the pull-out rod 14 to be unable to be fixed. For example, the fastener 111 can be a nut that cooperates with a screw.

[0048] Preferably, the movable frame 13 is detachably connected to the draw rod 14. Figure 1 , Figure 2 and Fig.10 As shown, both sides of the movable frame 13 are provided with first fixing seats 131 protruding outward laterally. The first fixing seats 131 are configured as sheet-like structures with a certain taper at the head and are provided with through holes. The end of the pull rod 14 is provided with a second fixing seat 142 protruding laterally along its length direction. The second fixing seat 142 is configured as a U-shaped storage structure formed by two sheet-like structures arranged at intervals up and down, and is also provided with through holes. For easy observation, Fig.10 The sheet structure located above the second fixing seat 142 is removed. When connecting, the first fixing seat 131 is extended into the U-shaped space of the second fixing seat 142, and the respective through holes are aligned, and then a connecting piece such as a latch is inserted into the through hole to connect the movable frame 13 and the pull-out rod 14 as a whole. Conversely, by pulling out the latch, the movable frame 13 can be separated from the pull-out rod 14. In this way, the position can be calculated before loading, and then the pull-out rod 14 can be pulled to the position and fixed to the lower frame side beam 11. Then the vehicle is loaded on the movable frame 13, and then it is pushed between the two lower frame side beams 11 and fixed to the pull-out rod 14. The detachable connection allows the movable frame 13 and the pull-out rod 14 to be operated separately during loading, thereby improving flexibility.

[0049] More preferably, if Fig.10 As shown, a guide limiting plate 143 is disposed in the second fixing seat 142 of the pulling rod 14 . Fig.10 Only the sheet structure located below the second fixed seat 142 and the guide limit plate 143 arranged on its upper surface are shown. However, it can be understood that the guide limit plate 143 is also arranged on the lower surface of the omitted sheet structure located above. The two guide limit plates 143 are located in the second fixed seat 142 and are arranged symmetrically on the left and right, and are respectively adapted to the taper of the head of the first fixed seat 131 on the corresponding side. During the process of pushing the movable frame 13, when the first fixed seat 131 extends into the U-shaped space of the second fixed seat 142, the two guide limit plates 143 play a central guiding role for the first fixed seat 131. In this way, the hole positions of the first fixed seat 131 and the second fixed seat 142 can be aligned more easily. Until the head of the first fixed seat 131 is pushed into the second fixed seat 142 and cannot be pushed further, it means that it is already in the specified position, and then it can be fixed. In this way, it can also effectively prevent the movable frame 13 from being pushed forward too much, causing the car loaded thereon to collide with the upper frame 20.

[0050] Of course, in other embodiments, the movable frame and the pull-out rod may be provided as a non-detachable integrated structure, or the movable frame may not be provided, and the lower frame may be provided as a fixed structure with a non-adjustable shape like the upper frame.

[0051] Preferably, if Figure 1 and Figure 2 As shown, the automobile transport rack 1 also includes a fixing rod 32, the two ends of which are respectively connected to the lower frame side beam 11 and the first pillar 30, so as to keep the first pillar 30 relatively fixed with the lower frame 10, for example, to keep the first pillar 30 in a position flush with the lower frame 10 or in a position perpendicular to the lower frame 10 or in an intermediate position between the above two positions, etc., to prevent the first pillar 30 from freely pivoting and causing an undesirable change in the position of the front end of the upper frame 20. Specifically, a connecting plate 15 with a plurality of holes is provided on the lower frame side beam 11, and a connecting seat 31 with a plurality of holes is provided on the first pillar 30. Holes are also provided at both ends of the fixing rod 32. The fixing rod 32 is aligned with the holes of the connecting plate 15 and the connecting seat 31 through the holes at both ends of the fixing rod 32, and a connecting member such as a pin or a screw is passed through the aligned holes to achieve the fixing of the first pillar 30.

[0052] like Figure 4 As shown in FIG. 1 , when the first support 30 is located flush with the lower frame 10, the lower frame cross beam 12 of the lower frame 10 and the first support 30 located on both sides thereof together form a U-shaped accommodation space. Therefore, the rear end of the lower frame of another automobile transport rack located on the front side of the automobile transport rack can extend into and be nested in the U-shaped accommodation space. The relevant structure can be referred to FIG. Figure 5 . The rear end of the movable frame 13a of the automobile transport frame 1a located on the left side (i.e. the front side) in the figure is nested in the U-shaped accommodation space surrounded by the lower frame crossbeam 12b and the first pillar 30b of the automobile transport frame 1b located on the right side (i.e. the rear side) in the figure. It can not only make the arrangement more compact and save transportation space, but also make the front and rear automobile transport frames interconnected to increase stability. It can be understood that as long as the projection of the upper end of the first pillar 30 on the plane where the lower frame 10 is located is outside the projection of the lower frame 10, the lower frame crossbeam 12 and the first pillars 30 located on both sides thereof can form the U-shaped accommodation space.

[0053] Preferably, if Figure 1 and Figure 4 As shown, a buffer block 18 is also provided at the front end of the lower frame 10, which protrudes outward relative to the lower frame 10. The buffer block 18 is used to abut against the front side of the automobile transport rack to play a buffering role, so as to prevent the two automobile transport racks from being too close to each other and causing the transported vehicles to collide. Figure 5 As shown, the buffer block 18b of the automobile transport frame 1b on the right side of the figure abuts against the rear end of the movable frame 13a of the automobile transport frame 1a on the left side of the figure. Preferably, the buffer block 18 can be set to have an adjustable protrusion distance from the lower frame 10.

[0054] Preferably, if Figure 1As shown, the rear end of the lower frame 10 is also provided with a forklift fork slot 19, so that the lower frame 10 can be conveniently pushed, pulled, lifted, etc. by a forklift. In this embodiment, the forklift fork slot 19 is provided at the rear end of the movable frame 13. In addition, a roller 33 is also provided on the first pillar 30. When the first pillar 30 is located at a position flush with the lower frame 10, the roller 33 abuts against the supporting surface below the automobile transport frame 1 to play a supporting role, and the automobile transport frame 1 can also be conveniently moved by the roller 33. Preferably, the roller 33 is provided near the upper end of the first pillar 30.

[0055] Combine the following Figures 7 to 9 The transportation of different types of automobiles in a container using the automobile transport rack according to the present invention is introduced.

[0056] like Figure 7 As shown, three SUV and / or MPV type cars 3 can be loaded in one 40-foot HC container 2 using two car transport racks.

[0057] Before loading, the vehicle transport frame 1 needs to be adjusted to the following Figure 1 The front end of the upper frame 20 is shown in a lowered state.

[0058] A car 3 is fixed on the upper rack 20 of the first car transport rack 1 and pushed into the container 2 by a forklift. When the buffer block 18 at the front end of the first car transport rack 1 abuts against the inner wall of the container 2, it indicates that the car transport rack 1 has moved to the predetermined position. The lower rack 10 of the first car transport rack 1 does not load any car.

[0059] A car 3 is fixed on the upper frame 20 and the lower frame 10 of the second car transport rack 1. The length of the lower frame 10 needs to be adjusted according to the length of the car. Then the second car transport rack 1 is lifted to a certain height by a forklift and pushed into the container. When the buffer block 18 at the front end of the second car transport rack 1 abuts against the first car transport rack 1, it means that it has moved to the predetermined position. At this time, the front end of the second car transport rack 1 has the following Figure 4 The U-shaped accommodation space is shown, and the rear end of the lower frame 10 of the first automobile transport rack 1 is nested in the U-shaped accommodation space. The transportation space can be saved and the loading efficiency of the container 2 can be improved.

[0060] like Figure 8 As shown, a SUV or MPV type car 3 and two ordinary cars 4 can be loaded in a 40-foot HC container 2 using a car transport rack.

[0061] Before loading, the vehicle transport frame 1 needs to be adjusted to the following Figure 2The front end of the upper rack 20 is shown in a high position, so that there is a larger receiving space between the upper rack 20 and the lower rack 10, thereby shortening the extended length of the movable rack 13 of the lower rack 10.

[0062] An ordinary car 4 is fixed on the upper frame 20 and the lower frame 10 of the car transport rack 1. The length of the lower frame 10 needs to be adjusted according to the length of the car. Then the car transport rack 1 is forked to a certain height by a forklift and pushed into the container. When the buffer block 18 at the front end of the car transport rack 1 abuts against the inner wall of the container 2, it means that it has moved to the predetermined position. Then the SUV or MPV type car 3 is driven into the container and fixed.

[0063] like Fig. 9 As shown, four ordinary cars 4 can be loaded in a 40-foot HC container 2 using two car transport racks.

[0064] Before loading, the vehicle transport frame 1 needs to be adjusted to the following Figure 2 The front end of the upper rack 20 is shown in a high position, so that there is a larger receiving space between the upper rack 20 and the lower rack 10, thereby shortening the extended length of the movable rack 13 of the lower rack 10.

[0065] An ordinary car 4 is fixed on the upper frame 20 and the lower frame 10 of the two car transport racks 1. The length of the lower frame 10 needs to be adjusted according to the length of the car. Then, the first car transport rack 1 is forked up to a certain height by a forklift and pushed into the container. When the buffer block 18 at the front end of the first car transport rack 1 abuts against the inner wall of the container 2, it means that it has moved to the predetermined position. Then, the second car transport rack 1 is forked up to a certain height by a forklift and pushed into the container. When the buffer block 18 at the front end of the second car transport rack 1 abuts against the first car transport rack 1, it means that it has moved to the predetermined position.

[0066] When the car is transported to the destination and the car transport rack is recycled, the car transport rack can be folded and stacked to save transportation space. Figure 6 As shown, the upper frame 20 is completely attached to the lower frame 10 by pivoting the first support 30 and the second support 40, and the first support 30 is located flush with the lower frame. Thus, the automobile transport rack 1 is folded to a state where the space occupied is minimized. Then, the folded automobile transport rack can be stacked. This greatly saves stacking space and improves transportation efficiency.

[0067] According to the automobile transport rack of the present invention, the relative positions and angles of the upper rack and the lower rack can be adjusted by the first pillar and the second pillar, so as to obtain as large a receiving space as possible on the basis of ensuring the supporting strength, so as to meet the transportation requirements of cars of different models.

[0068] The present invention has been described by the above embodiments, but it should be understood that the above embodiments are only for the purpose of example and illustration, and are not intended to limit the present invention to the described embodiments. It can be understood by those skilled in the art that more variations and modifications can be made according to the teachings of the present invention, and these variations and modifications all fall within the scope of the protection claimed by the present invention. The protection scope of the present invention is defined by the attached claims and their equivalents.

Claims

1. A car transport rack, characterized in that: The automobile transport rack comprises: Shelves; The lower frame includes two lower frame side beams arranged in parallel and a lower frame cross beam connecting the two lower frame side beams, and the lower frame cross beam is located at the front end of the lower frame, and a connecting plate with a plurality of holes is arranged on the lower frame side beam; a first pillar, two ends of which are pivotally connected to the front end of the lower frame and the front end of the upper frame around a first axis and a second axis, respectively, the front end of the upper frame can move between a high position and a low position with the pivoting of the first pillar, wherein the front end of the upper frame is closer to the lower frame in the up-down direction and farther away from the lower frame in the front-back direction when it is in the low position than when it is in the high position, and a plurality of connection seats with holes are provided on the first pillar; a second pillar, the lower end of which is pivotally connected to the lower frame about a third axis, the upper frame being provided with a connecting member pivotally connected about a fourth axis, the connecting member being connected to the second pillar and being movable along the second pillar; and A fixing rod, with holes provided at both ends of the fixing rod, and the two ends of the fixing rod are respectively connected to the first pillar and the side beam of the lower frame, so that the first pillar and the lower frame are kept relatively fixed; The first axis, the second axis, the third axis and the fourth axis are parallel to each other and spaced apart from each other; When the projection of the upper end of the first pillar on the plane where the lower frame is located is outside the projection of the lower frame, the lower frame crossbeam of the lower frame and the first pillars located on both sides thereof form a U-shaped accommodating space.

2. The automobile transport rack according to claim 1, characterized in that: When the front end of the upper frame is located at the high position, the first support column is perpendicular to the plane where the lower frame is located.

3. The automobile transport rack according to claim 1, characterized in that: When the front end of the upper frame is located at the low position, the first support column is flush with the plane where the lower frame is located.

4. The automobile transport rack according to claim 1, characterized in that: A roller is disposed at the upper end of the first support column, and when the first support column is pivoted to a position flush with the plane where the lower frame is located, the roller is supported on a supporting surface below the automobile transport frame.

5. The automobile transport rack according to claim 1, characterized in that: The rear end of the lower frame side beam is provided with a pull rod which is retractable along the length direction of the lower frame side beam; The lower frame further comprises a movable frame, which is connected to the pull rod and is movably arranged between the two lower frame side beams.

6. The automobile transport rack according to claim 5, characterized in that: The rear end of the movable frame is provided with a forklift fork groove.

7. The automobile transport rack according to claim 1, characterized in that: The lower frame side beam is provided with a hinge seat pivotally connected to the second support column, and the setting position of the hinge seat is adjustable along the length direction of the lower frame side beam.

8. The automobile transport rack according to claim 1, characterized in that: The connecting member is configured as a sleeve, which is sleeved on the second support column and is movable relative to the second support column.

9. The automobile transport rack according to claim 8, characterized in that: The second support has a plurality of support holes, and the lower end of the sleeve abuts against a support pin passing through one of the plurality of support holes.

10. The automobile transport rack according to claim 9, characterized in that: The upper end of the sleeve rests on a stop pin passing through one of the plurality of support holes.

11. The automobile transport rack according to claim 10, characterized in that: The supporting pin and / or the limiting pin is configured as a stepped shaft structure, wherein the diameter of the head of the stepped shaft is greater than the diameter of the tail.

12. The automobile transport rack according to claim 11, characterized in that: The edge of the upper end and / or the lower end of the sleeve is provided with an open notch, and the notch includes a large notch matched with the head of the step shaft and a small notch matched with the tail of the step shaft.

13. The automobile transport rack according to claim 1, characterized in that: A buffer block extending outward is arranged at the front end of the lower frame, and the extending distance of the buffer block relative to the lower frame is adjustable.

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