Method for transporting long goods

Abstract

This invention relates to the field of transportation technology, and more particularly to a method for transporting long-length goods. Utilizing a transport vehicle equipped with container locks, and fitted with end stops with container corner fittings and a central pallet with container corner fittings, one of the following loading methods is selected based on the length of the long-length goods: a stacking space for one long-length goods is formed between the stop surfaces of the two end stops; a stacking space for two long-length goods is formed between the stop surfaces of the two end stops and the central pallet, with the adjacent ends of the two long-length goods overlapping each other; or a stacking space for two long-length goods is formed between the stop surfaces of the two end stops and the central pallet, with the two long-length goods being relatively independent. The transportation method of this invention can vary in various loading methods to adapt to the length of the goods as much as possible and reduce movement space.

Description

Technical Field

[0001] This invention relates to the field of transportation technology, and in particular to a method for transporting long-length goods. Background Technology

[0002] Long-length cargo, such as logs, square timber, utility poles, steel bars, I-beams, and medium-thick steel plates, is mostly transported by rail or by truck with container locks. A key characteristic of this type of cargo is that it can only be transported in its original flat, flattened state. Because the selection of vehicles suitable for transporting such long cargo is limited, and the length of this cargo varies greatly depending on the actual working conditions at the time of manufacture, it often results in long vehicles carrying short cargo, causing significant movement of the cargo. This movement is particularly problematic because it can easily lead to cargo piercing the cab during braking or colliding with the structure of the railway flatcar. Therefore, there is an urgent need for a transportation method that can adapt to various loading methods to minimize the movement of cargo due to its length. Summary of the Invention

[0003] (a) Technical problems to be solved In view of the above-mentioned shortcomings and deficiencies of the prior art, the present invention provides a method for transporting long-length goods by means of flexible installation of cargo pallets, which can realize various loading and unloading methods.

[0004] (II) Technical Solution To achieve the above objectives, the main technical solutions adopted by the present invention include: This invention provides a method for transporting long-length goods. It utilizes a transport vehicle equipped with container locks, and adds end stops with container corner fittings and a central pallet with container corner fittings. Depending on the length of the long-length goods, one of the following loading methods is selected: In the first, second, and third loading methods: the container locks at both ends of the vehicle floor are detachably connected to the container corner fittings of the two end stops; the container lock in the middle of the vehicle floor is detachably connected to the container corner fittings of the central pallet. The first loading method further includes: a stacking space for a long-length goods is formed between the stop surfaces of the two end stops; the second loading method further includes: two stacking spaces for long-length goods are formed between the stop surfaces of the two end stops and the central pallet, with the adjacent ends of the two stacks overlapping each other; the third loading method further includes: two stacking spaces for long-length goods are formed between the stop surfaces of the two end stops and the central pallet, with the two stacks of long-length goods being relatively independent.

[0005] Preferably, depending on the length of the long cargo, the following fourth shipping method can also be selected: the container locks at both ends of the vehicle floor are detachably connected to the container corner fittings of the two end stop frames, the container locks in the middle of the vehicle floor are detachably connected to the container corner fittings of the middle pallet, and a middle retaining wall is detachably installed in the center of the middle pallet, forming two independent stacking spaces for two stacks of long cargo between the stop surfaces of the two end stop frames and the middle retaining wall.

[0006] Preferably, each end stop has multiple pairs of container corner brackets arranged sequentially in the direction away from the stop surface. Depending on the length of the long cargo, any pair of container corner brackets in the end stop is selected to connect with the container lock on the vehicle floor.

[0007] Preferably, each end stop frame is provided with a first pair of container corner brackets, a second pair of container corner brackets, a third pair of container corner brackets, and a fourth pair of container corner brackets in sequence along the direction away from the stop surface.

[0008] Preferably, the transport vehicle with container locks is a 13-meter-class railway flatbed shared vehicle, a 15.4-meter-class railway flatbed shared vehicle, or a car with container locks.

[0009] Preferably, the end stop frame is provided with a first pair of container corner brackets, a second pair of container corner brackets, a third pair of container corner brackets, and a fourth pair of container corner brackets sequentially along the direction away from the stop surface. The first pair of container corner brackets is located on the side away from the stop surface, and the distance between them and the stop surface is 173mm to allow for a reasonable margin of error; the second pair of container corner brackets is located on the side facing the stop surface, and the distance between them and the stop surface is 508mm to allow for a reasonable margin of error; the third pair of container corner brackets is located on the side facing the stop surface, and the distance between them and the stop surface is 1008mm to allow for a reasonable margin of error; the fourth pair of container corner brackets is located on the side facing the stop surface, and the distance between them and the stop surface is 1597mm to allow for a reasonable margin of error. The above reasonable margin of error can be selected as ±5mm, or other reasonable values, taking into account process error, construction error, and measurement error.

[0010] Preferably, when the transport vehicle with container locks is a 15.4-meter-class railway flat-pack shared vehicle: When the first pair of container corner pieces of the two end stops are simultaneously connected to the container locks at both ends of the vehicle floor, the distance between the stop surfaces of the two end stops is 11638mm, which increases by a factor of 2. Correspondingly, the length applicable ranges of long-length cargo under the first, second, third, and fourth shipping methods are 10276-11638mm, 7316-8516mm, 5296-5819mm, and 5296-5603mm, respectively, with the two endpoint values ​​increasing by a factor of 2. The increased reasonable error is consistent with the distance between the stop surfaces of the two end stops. When the second pair of container corner brackets of the two end stops are simultaneously connected to the container locks at both ends of the vehicle floor, the distance between the stop surfaces of the two end stops is 13000mm, which is subject to a 2-fold increase in reasonable error. Correspondingly, the length applicable ranges of long-length cargo under the first, second, third, and fourth shipping methods are 11638-13000mm, 7997-9197mm, 5819-6500mm, and 5977-6284mm, respectively, with the two endpoint values ​​subject to a 2-fold increase in reasonable error. Moreover, the increased reasonable error is consistent with the distance between the stop surfaces of the two end stops. When the third pair of container corner fittings of the two end stops are simultaneously connected to the container locks at both ends of the vehicle floor, the distance between the stop surfaces of the two end stops is 14000mm, which is subject to a 2-fold increase in reasonable error. Correspondingly, the length applicable ranges of long-length cargo under the first, second, third, and fourth shipping methods are 12638-14000mm, 8497-9697mm, 6477-7000mm, and 6477-6784mm, respectively, with the two endpoint values ​​subject to a 2-fold increase in reasonable error. Moreover, the increased reasonable error is consistent with the distance between the stop surfaces of the two end stops. When the fourth pair of container corner fittings of the two end stops are simultaneously connected to the container locks at both ends of the vehicle floor, the distance between the stop surfaces of the two end stops is 15180mm, which is subject to a 2-fold increase in reasonable error. Correspondingly, the applicable length ranges for long-length cargo under the first, second, third, and fourth shipping methods are 13818-15180mm, 9087-10276mm, 7000-7590mm, and 7067-7374mm, respectively, with the two endpoint values ​​subject to a 2-fold increase in reasonable error. Moreover, the increased reasonable error is consistent with the distance between the stop surfaces of the two end stops.

[0011] Preferably, when the transport vehicle with container locks is a 13-meter-class railway flat-pack shared vehicle: When the first pair of container corner pieces of the two end stops are simultaneously connected to the container locks at both ends of the vehicle floor, the distance between the stop surfaces of the two end stops is 11638mm, which is subject to a 2-fold increase in reasonable error. Correspondingly, the length applicable ranges of long-length cargo under the first, second, third, and fourth shipping methods are 10276-11638mm, 7316-8516mm, 5296-5603mm, and 5296-5603mm, respectively, with the two endpoint values ​​subject to a 2-fold increase in reasonable error. Moreover, the increased reasonable error is consistent with the distance between the stop surfaces of the two end stops.

[0012] Preferably, when the transport vehicle with container locks is a 15.4-meter-class railway flatbed / flatbed car: when the first pair of container corner pieces of the two end stops are simultaneously connected to the container locks at both longitudinal ends of the car floor, the distance between the stop surfaces of the two end stops is 11638mm. The first, second, third, and fourth loading methods are respectively suitable for long-length goods with lengths of 10276-11638mm, 7316-8516mm, 5296-5819mm, and 5296-5603mm; when the second pair of container corner pieces of the two end stops are simultaneously connected to the container locks at both longitudinal ends of the car floor, the distance between the stop surfaces of the two end stops is 13000mm. The first, second, third, and fourth loading methods are respectively suitable for long-length goods with lengths of 11638-13000mm, 7997-9197mm, 5819-6500mm, and 597mm. For cargo with a length of 7-6284mm; when the third pair of container corner fittings of the two end stops are simultaneously connected to the container locks at both ends of the vehicle floor, the distance between the stop surfaces of the two end stops is 14000mm. The first, second, third, and fourth loading methods are applicable to cargo with lengths of 12638-14000mm, 8497-9697mm, 6477-7000mm, and 6477-6784mm, respectively. When the fourth pair of container corner fittings of the two end stops are simultaneously connected to the container locks at both ends of the vehicle floor, the distance between the stop surfaces of the two end stops is 15180mm. The first, second, third, and fourth loading methods are applicable to cargo with lengths of 13818-15180mm, 9087-10276mm, 7000-7590mm, and 7067-7374mm, respectively.

[0013] Preferably, when the transport vehicle with container locks is a 13-meter-class railway flat-and-container shared vehicle: when the first pair of container corner pieces of the two end stop frames are simultaneously connected to the container locks at both ends of the vehicle floor, the distance between the stop surfaces of the two end stop frames is 11638mm. The first, second, third, and fourth loading methods are respectively applicable to long-length goods with lengths of 10276-11638mm, 7316-8516mm, 5296-5603mm, and 5296-5603mm.

[0014] Preferably, the end stops are provided with a pair of first binding fixation positions, the distance between the first binding fixation positions and the stop surface is 1734-1930mm; the four corners of the middle pallet are provided with two pairs of second binding fixation positions, the distances between the two pairs of second binding fixation positions and the fifth pair of container corner fittings are respectively within the range of 1175-1180mm and 871-876mm; in the first shipping method: a stack of long-length goods can be bound by four bindings formed by bindings connected from the first binding fixation positions of the two end stops and the two pairs of second binding fixation positions of the middle pallet; in the second shipping method: each stack of long-length goods can be bound by three bindings formed by bindings connected from the first binding fixation position of one end stop and the two pairs of second binding fixation positions of the middle pallet; in the third and fourth shipping methods: each stack of long-length goods can be bound by two bindings formed by bindings connected from the first binding fixation position of one end stop and the pair of second binding fixation positions of the middle pallet.

[0015] Preferably, the long-length cargo is a steel plate with a longitudinal dimension in the range of 5296-15180mm, a transverse dimension in the range of 2000-3300mm, and a thickness of 10mm or more.

[0016] Preferably, the height of the stop surface of the end stop is greater than or equal to 450 mm, and the stop width is greater than 800 mm.

[0017] (III) Beneficial Effects The beneficial effects of this invention are: This invention utilizes a transport vehicle equipped with container locks, adding end stops with container corner fittings and a central pallet with container corner fittings. Different loading methods can be selected based on the length of long cargo, allowing for various loading options to accommodate cargo lengths and minimize movement. Furthermore, incorporating container corner fittings into the end stops facilitates the use of existing vehicle container locks for securing the end stops. This approach offers good versatility without requiring vehicle modifications; the strong connection between the container locks and corner fittings ensures stability and prevents failure, providing a secure stop for the cargo; and the container corner fittings themselves are existing, conventional components, low in cost, with consistent usage rules, and stable technical specifications. Attached Figure Description

[0018] Figures 1-4 The diagrams are, in sequence, schematic diagrams of the first, second, third, and fourth loading methods of Embodiment 1 of the transportation method for long-length goods of the present invention, wherein the floor of the transport vehicle is connected by a first pair of container corner fittings; Figures 5-7 The diagrams are shown in sequence, illustrating the connection of the vehicle floor using the second pair of container corner fittings, the third pair of container corner fittings, and the fourth pair of container corner fittings under the first shipping method of Example 1. Figure 8 This is a three-dimensional schematic diagram of the end stop frame in Embodiment 1; Figure 9 This is a three-dimensional schematic diagram of the central tray in Example 1; Figure 10 This is a three-dimensional schematic diagram of the central retaining wall in Example 1; Figures 11-13 This is a three-dimensional schematic diagram of the end stop frame in Examples 4-6.

[0019] 1: End stop frame; 2: Middle pallet; 3: Truck floor; 4: Middle retaining wall; 5: First pair of container corner fittings; 6: Second pair of container corner fittings; 7: Third pair of container corner fittings; 8: Fourth pair of container corner fittings; 9: First lashing fixing position; 10: Second lashing fixing position; 11: Fifth pair of container corner fittings; 12: Ladder; 13: End retaining wall; 14: Steel bottom frame; 15: Top plate; 16: Side plate; 17: Back plate; 18: Reinforcing square tube; 19: Pad strip; A: Cargo; S: Stop surface; M: First support surface; N: Second support surface. Detailed Implementation

[0020] 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.

[0021] Example 1 See Figures 1-9 This embodiment provides a method for transporting long-length goods. This embodiment uses a 15.4-meter-class railway flatcar (hereinafter referred to as "15.4-meter flatcar") to transport long-length goods. The long-length goods (hereinafter referred to as "goods A") are specifically steel plates with longitudinal dimensions ranging from 5296 to 15180 mm, transverse dimensions ranging from 2000 to 3300 mm, and a thickness greater than or equal to 10 mm. The 15.4-meter flatcar includes a floor 3. This embodiment does not improve the structure of existing 15.4-meter flatcars; it only adds detachable structural components to the 15.4-meter flatcar.

[0022] The following describes the detachable structural components required for this embodiment, mainly consisting of three types and four parts: two end stops 1, one central pallet 2, and one central retaining wall 4. The end stops 1 provide a longitudinal stop surface S for stopping the cargo. The height of the stop surface S is greater than or equal to 450mm, and the stop width is greater than 800mm. The end stops 1 provide both a wide and high stop. The end stops 1 also provide a first support surface M supporting the end of the cargo A, providing upward support for the cargo A. The central pallet 2 provides a second support surface N supporting the middle or end of the cargo A, providing upward support for the cargo A. The stop surface S and the first support surface M are perpendicular. After installation on the vehicle floor 3, the stop surface S is vertically oriented, while the first support surface M and the second support surface N are horizontally oriented.

[0023] A common feature of the end stop 1 and the middle pallet 2 is that they are equipped with standard container corner fittings as specified in GB / T 1835-2023 "Series 1 Container Corner Fittings Technical Requirements", which can be detachably connected to the container lock on the 15.4-meter flatcar.

[0024] Another common feature of the end stop 1 and the middle tray 2 is that they are each equipped with a pair of first binding and fixing positions 9 and two pairs of second binding and fixing positions 10, which are used to fix the binding member 12 (shown as a chain in the figure of this embodiment, but may also be a rope or the like in other embodiments).

[0025] In this embodiment, one of the following four shipping methods is selected based on the length of cargo A: Reference Figure 1 When the length of cargo A is close to the distance between the stop surfaces S of the two end stop frames 1, the first shipping method shall be selected, as follows: The container locks at both ends of the vehicle floor 3 are detachably connected to the container corner fittings of the two end stop frames 1, and the container lock in the middle of the vehicle floor 3 is detachably connected to the container corner fittings of the middle pallet 2. A stack of goods A is formed between the stop surfaces S of the two end stop frames 1. A stack of goods A can be secured in four ways by the binding members 12 connected from the first binding fixing positions 9 of the two end stop frames 1 and the two pairs of second binding fixing positions 10 of the middle pallet 2. Goods A should ideally abut against at least one stop surface S.

[0026] Reference Figure 2 When the length of cargo A is significantly less than the distance between the stop surfaces S of the two end stops 1 and significantly greater than half the distance between the stop surfaces S of the two end stops 1, the second shipping method shall be selected, as follows: The container locks at both ends of the vehicle floor 3 are detachably connected to the container corner fittings of the two end stop frames 1. The container lock in the middle of the vehicle floor 3 is detachably connected to the container corner fittings of the middle pallet 2. A stacking space for two stacks of goods A is formed between the stop surfaces S of the two end stop frames 1 and the middle pallet 2, and the adjacent ends of the two stacks of goods A overlap each other. Each stack of goods A can be secured in three ways by a tie-down piece 12 connected by a first lashing point 9 of an end stop frame 1 and two pairs of second lashing points 10 of the middle pallet 2. Goods A should ideally abut against at least one stop surface S.

[0027] Reference Figure 3 When the length of cargo A is less than half the distance between the stop surfaces S of the two end stop frames 1 and is also very close to half of that distance, the third shipping method shall be selected, as follows: The container locks at both ends of the vehicle floor 3 are detachably connected to the container corner fittings of the two end stops 1. The container lock in the middle of the vehicle floor 3 is detachably connected to the container corner fittings of the middle pallet 2. A stacking space for two piles of goods A is formed between the stop surfaces S of the two end stops 1 and the middle pallet 2, and the two piles of goods A are relatively independent. Each pile of goods A can be secured twice by a tie-down piece 12 connected by a first lashing point 9 on one end stop 1 and a pair of second lashing points 10 on the middle pallet 2. Goods A should ideally abut against at least one stop surface S.

[0028] Reference Figure 4 When the length of cargo A is significantly less than half the distance between the stop surfaces S of the two end stop frames 1, the fourth shipping method shall be selected, as follows: The container locks at both ends of the truck floor 3 are detachably connected to the container corner fittings of the two end stop frames 1. The container lock in the middle of the truck floor 3 is detachably connected to the container corner fittings of the middle pallet 2. A middle retaining wall 4 is detachably installed in the center of the middle pallet 2. Two independent stacking spaces for two stacks of goods A are formed between the stop surfaces S of the two end stop frames 1 and the middle retaining wall 4. Each stack of goods A can be secured twice by a tie-down piece 12 connected by a first binding fixation position 9 of an end stop frame 1 and a pair of second binding fixation positions 10 of the middle pallet 2. It can be understood that by occupying the space between the two stacks of goods A through the middle retaining wall 4, the space for movement is reduced. Goods A should ideally abut against at least one stop surface S.

[0029] In any of the above shipping methods, the first supporting surfaces M of both end stops 1 support the ends of cargo A. Simultaneously, if cargo A moves longitudinally forward or backward during transport, the stop surfaces S provide longitudinal restraint. The second supporting surface N of the middle pallet 2 supports the middle (first shipping method) or the ends (second to fourth shipping methods) of cargo A. The end stops 1 and the middle pallet 2 work together to maintain cargo A in a basically straight position during transport.

[0030] Furthermore, in this embodiment, four pairs of container corner brackets are fixed to the end stop 1 at longitudinal intervals. These pairs are arranged to connect with the pairs of container locks on the 15.4-meter flatcar. This embodiment incorporates container corner brackets into the end stop 1 to facilitate the use of existing container locks on the 15.4-meter flatcar to secure the end stop 1. This avoids modifications to the 15.4-meter flatcar, making the end stop 1 of this embodiment highly versatile. Furthermore, the connection between the container locks and the corner brackets is strong and less prone to failure, providing a stable stop for cargo A. Moreover, the container corner brackets themselves are existing conventional components, low in cost, with consistent usage rules, and stable technical specifications.

[0031] Specifically, along the direction away from the stop surface S, i.e., from front to back, the four pairs of container corner fittings are named as follows: the first pair 5, the second pair 6, the third pair 7, and the fourth pair 8. Among these four pairs, the left-side container corner fittings sequentially adopt the left bottom corner fitting, left bottom corner fitting, left bottom corner fitting, and right bottom corner fitting as specified in GB / T 1835-2023 "Series 1 Technical Requirements for Container Corner Fittings". The right-side container corner fittings sequentially adopt the right bottom corner fitting, right bottom corner fitting, right bottom corner fitting, and left bottom corner fitting as specified in GB / T 1835-2023 "Series 1 Technical Requirements for Container Corner Fittings". The use of these standard corner fittings is primarily to ensure that, in specific positions, operators can easily observe through the holes on the left and right bottom corner fittings whether the container corner fittings and container locks are properly connected.

[0032] Referring to the position of the stop surface S of the end stop 1, the positions of the four pairs of container corner fittings were also specially designed. Based on the length of cargo A, any pair of container corner fittings in the end stop 1 is connected to the container lock on the vehicle floor 3. This provides a further limiting space length adjustment scheme for the 15.4-meter flatcar in the above four loading states, minimizing the movement space of cargo A according to its length. Specifically: The first pair of container corner fittings 5 ​​are located on the side facing away from the stop surface S, and the distance between them and the stop surface S is 173mm; the second pair of container corner fittings 6 are located on the side facing the stop surface S, and the distance between them and the stop surface S is 508mm; the third pair of container corner fittings 7 are located on the side facing the stop surface S, and the distance between them and the stop surface S is 1008mm; the fourth pair of container corner fittings 8 are located on the side facing the stop surface S, and the distance between them and the stop surface S is 1597mm. When measuring the above distances for the container corner fittings, the center of the hole on the corner fitting is used as the reference.

[0033] Correspondingly, in the first shipment state: Reference Figure 1 If the length of cargo A is between 10276 and 11638 mm, the first pair of container corner pieces 5 of the two end stop frames 1 are simultaneously connected to the container locks at both ends of the longitudinal direction on the 15.4-meter flatcar, and the distance between the stop surfaces S of the two end stop frames 1 is 11638 mm.

[0034] Reference Figure 5 If the length of cargo A is between 11638 and 13000 mm, the second pair of container corner pieces 6 of the two end stop frames 1 are simultaneously connected to the container locks at both ends of the longitudinal direction on the 15.4-meter flatcar, and the distance between the stop surfaces S of the two end stop frames 1 is 13000 mm.

[0035] Reference Figure 6If the length of cargo A is between 12638 and 14000 mm, the third pair of container corner pieces 7 of the two end stop frames 1 are simultaneously connected to the container locks at both ends of the longitudinal direction on the 15.4-meter flatcar, and the distance between the stop surfaces S of the two end stop frames 1 is 14000 mm.

[0036] Reference Figure 7 If the length of cargo A is within 13818-15180mm, the fourth pair of container corner pieces 8 of the two end stop frames 1 are simultaneously connected to the container locks at both ends of the longitudinal direction on the 15.4-meter flatcar, and the distance between the stop surfaces S of the two end stop frames 1 is 15180mm.

[0037] Correspondingly, Figure 2 In the second shipment status: The first pair of container corner pieces 5 of the two end stop frames 1 are simultaneously connected to the container locks at both ends of the longitudinal direction on the 15.4-meter flatcar, which is suitable for cargo A with a length of 7316-8516mm.

[0038] The second pair of container corner pieces 6 of the two end stop frames 1 are simultaneously connected to the container locks at both ends of the longitudinal direction on the 15.4-meter flatcar, which is suitable for cargo A with a length between 7997-9197mm.

[0039] The third pair of container corner pieces 7 of the two end stop frames 1 are simultaneously connected to the container locks at both ends of the longitudinal direction on the 15.4-meter flatcar, which is suitable for cargo A with a length of 8497-9697mm.

[0040] The fourth pair of container corner brackets 8 of the two end stop frames 1 are simultaneously connected to the container locks at both ends of the longitudinal direction on the 15.4-meter flatcar, which is suitable for cargo A with a length of 9087-10276mm.

[0041] Correspondingly, Figure 3 In the third shipment state shown: The first pair of container corner pieces 5 of the two end stop frames 1 are simultaneously connected to the container locks at both ends of the longitudinal direction on the 15.4-meter flatcar, which is suitable for cargo A with a length of 5296-5819mm.

[0042] The second pair of container corner pieces 6 of the two end stop frames 1 are simultaneously connected to the container locks at both ends of the longitudinal direction on the 15.4-meter flatcar, which is suitable for cargo A with a length of 5819-6500mm.

[0043] The third pair of container corner pieces 7 of the two end stop frames 1 are simultaneously connected to the container locks at both ends of the longitudinal direction on the 15.4-meter flatcar, which is suitable for cargo A with a length of 6477-7000mm.

[0044] The fourth pair of container corner pieces 8 of the two end stop frames 1 are simultaneously connected to the container locks at both ends of the longitudinal direction on the 15.4-meter flatcar, which is suitable for cargo A with a length of 7000-7590mm.

[0045] Correspondingly, Figure 4 In the fourth shipment state shown: The first pair of container corner pieces 5 of the two end stop frames 1 are simultaneously connected to the container locks at both ends of the longitudinal direction on the 15.4-meter flatcar, which is suitable for cargo A with a length of 5296-5603mm.

[0046] The second pair of container corner pieces 6 of the two end stop frames 1 are simultaneously connected to the container locks at both ends of the longitudinal direction on the 15.4-meter flatcar, which is suitable for cargo A with a length of 5977-6284mm.

[0047] The third pair of container corner pieces 7 of the two end stop frames 1 are simultaneously connected to the container locks at both longitudinal ends of the 15.4-meter flatcar, which is suitable for cargo A with a length of 6477-6784mm.

[0048] The fourth pair of container corner pieces 8 of the two end stop frames 1 are simultaneously connected to the container locks at both ends of the longitudinal direction on the 15.4-meter flatcar, which is suitable for cargo A with a length of 7067-7374mm.

[0049] Through the above analysis, it is easy to see that cargo A of the same length may be suitable for different container corner fittings in different shipping states. This is the advantage of the transportation method in this embodiment. By providing the above three types of four detachable structural components in combination with multiple pairs of container corner fittings to provide different assembly positions, a variety of different shipping methods can be provided for cargo A. In actual use, the one with the smallest or smallest space for cargo A to move around can be selected, and cargo A should be tied by as many binding components as possible.

[0050] Of course, the values ​​above are ideal values ​​used in the innovation process of this invention. Considering the machining errors, construction errors, and measurement errors of the parts, an allowable and reasonable error value is allowed to be added based on the above ideal values ​​to achieve a similar effect. The principles for adding such an error value are as follows: The distances between the first, second, third, and fourth pairs of container corner fittings and the stop surfaces are subject to a reasonable tolerance, which can be ±5mm, or other reasonable values ​​determined according to production and construction standards. Correspondingly, when the container corner fittings of the two end stop frames are connected to the container locks at both longitudinal ends of the vehicle floor, the distance between the stop surfaces of the two end stop frames is increased by a factor of 2. Similarly, the two endpoints of the applicable length range for long-length cargo under the first, second, third, and fourth shipping methods are increased by a factor of 2, and this increased reasonable tolerance is consistent with the increased tolerance in the distance between the stop surfaces of the two end stop frames.

[0051] For example: The ideal distance between the first pair of container corner fittings and the stop surface is 173mm; taking into account the above error, the distance between the first pair of container corner fittings and the stop surface is 173mm ± 5mm.

[0052] Accordingly, when the first pair of container corner pieces of the two end stop brackets 1 are simultaneously connected to the container lock heads at both ends of the vehicle floor, the ideal distance between the stop surfaces S of the two end stop brackets 1 is 11638mm; considering the above error, the distance between the stop surfaces S of the two end stop brackets 1 is 11638mm±10mm.

[0053] Accordingly, the ideal range for the length of the applicable cargo A is 10276-11638 mm, meaning the minimum endpoint value is 10276 mm and the maximum endpoint value is 11638 mm. Considering the aforementioned error, both the minimum and maximum endpoint values ​​are within ±10 mm, with the addition and subtraction values ​​being identical, and both equal to the error value increased by the distance between the stop surfaces S of the two end stop brackets 1. That is, assuming the distance between the stop surfaces S of the current end stop brackets 1 is 11638 mm - 10 mm = 11628 mm, then the minimum endpoint value is 10276 mm - 10 mm = 10266 mm, the maximum endpoint value is 11638 mm - 10 mm = 11628 mm, and the final applicable length of cargo A is 10261-11623 mm.

[0054] Let me describe the three detachable structural components in more detail below.

[0055] Reference Figure 8The end stop 1 includes two end retaining walls 13 and a steel base frame 14. The two end retaining walls 13 are welded side by side to one end of the steel base frame 14, and the steel base frame 14 provides a first support surface M. The end retaining wall 13 includes a steel structure consisting of a top plate 15, two identical side plates 16, and a back plate 17. The side plates 16 are right trapezoids, and the two side plates 16 are symmetrically welded to both sides of the top plate 15, forming an obtuse angle with it. The front surface of the side plate 16, which serves as a right-angled side, is located in the same vertical plane as the front surface of the top plate 15. The rear surface of the side plate 16, which serves as a hypotenuse, is inclined downward and outward relative to the vertical plane. The areas of the front surface of the top plate 15 and the front surfaces of the two side plates 16 that protrude from the steel base frame 14 together constitute the stop surface S of the longitudinal end of the cargo A. The back plate 17 is an isosceles trapezoid and is fixedly connected to the top plate 15 and the two side plates 16. The top plate 15, the two side plates 16, and the back plate 17 enclose an isosceles trapezoidal space that opens forward and downward. When the two end stop frames 1 are stacked one on top of the other, the lower end retaining wall 13 can extend into the isosceles trapezoidal space of the upper end retaining wall 13.

[0056] From a stress perspective, the end retaining wall 13 itself has a relatively stable shape, is not easily deformed, and is impact-resistant. On this basis, the side plates 16 and the back plate 17 are both inclined, which further improves the stability, impact resistance, and deformation resistance of the structure. At the same time, the end retaining wall 13 and the steel base frame 14 are welded together, so they will not fail after repeated use.

[0057] From a storage perspective, when multiple end stop frames 1 are stacked and returned, in each pair of adjacent end stop frames 1, the upper steel base frame 14 is stacked on the lower steel base frame 14, and the lower end retaining wall 13 extends into the isosceles trapezoidal space of the upper end retaining wall 13, forming two overlapping end retaining walls 13. This allows for convenient and safe return of the steel base frame, and also reduces transportation costs.

[0058] From a weight reduction perspective, the shape design of the end retaining wall 13 and the hollow design of the steel base frame are both conducive to weight reduction of the end stop frame 1, while taking into account both convenient storage and the ability to maintain safety strength after repeated use.

[0059] The longitudinal dimension of the top plate 15 is preferably greater than or equal to 90 mm (100 mm in this embodiment), and the transverse dimension is preferably greater than or equal to 300 mm (362 mm in this embodiment). At the same time, the distance between opposite ends of the top plates 15 of the two end stop brackets 1 (i.e., the sum of the longitudinal dimensions of the top plates 15 of the two end stop brackets 1 and the distance between them, i.e., the stop width) is greater than 800 mm. The bottom angle of the hypotenuse of the side plate 16 is preferably in the range of 70°-80° (78° in this embodiment). The height of the stop surface is 500 mm in this embodiment. The obtuse angle between the side plate 16 and the top plate 15 is preferably in the range of 110°-120° (117° in this embodiment). The thickness of the top plate 15, the side plate 16 and the back plate 17 is preferably greater than or equal to 8 mm (12 mm in this embodiment).

[0060] The end retaining wall 13 also includes steel reinforcing square tubes 18. Reinforcing square tubes 18 are fixed to the top surface of the top plate 15 and the outer surfaces of the two side plates 16. Three reinforcing square tubes 18 on the top and sides are connected end-to-end, for example, by welding. The longitudinal dimension of the reinforcing square tube 18 is preferably in the range of 83-118 mm (100 mm in this embodiment), the thickness perpendicular to the longitudinal direction is 50 mm, and the wall thickness is 4 mm. The reinforcing square tubes 18 on the top plate 15 are offset from the front surface of the top plate 15. The reinforcing square tubes 18 on the side plates 16 are provided with pads 19, the front surface of which is flush with the front surface of the side plates 16. The longitudinal dimension of the pads 19 is preferably in the range of 1-22 mm (18 mm in this embodiment). The front surface of the top plate 15, the front surfaces of the two side plates 16, and the front surfaces of the reinforcing tubes of the two side plates 16 are located in the same vertical plane, together forming the stop surface S of the longitudinal end of the cargo A. Of course, the front surface of the reinforcing square tube 18 on the top plate 15 can be flush with the front surface of the top plate 15, and thus the front surface of the reinforcing square tube 18 on the top plate 15 also participates in forming the stop surface S.

[0061] The four pairs of container corner fittings and the first binding fixing positions 9 are all located within the steel base frame 14. The length of the steel base frame 14 is selected within the range of 2300-4000mm, and the width (including the hook) is selected within the range of 2438-3400mm. In this embodiment, the longitudinal dimension of the steel base frame 14 is 2300mm, the transverse dimension (including the hook) is 2718mm, the transverse dimension without the hook is 2558mm, and the height is 144mm. The height of the stop area, as described above, is 500mm. The thickness of the reinforcing square tube is 50mm. Therefore, the total height of the end stop frame 1 is 694mm. The distance between the two first binding fixing positions 9 can be 1000-2300mm.

[0062] A first binding and fixing position 9 is provided on each of the two longitudinal edges of the steel base frame 14. The distance between the first binding and fixing position 9 and the stop surface S is 1862mm (measured with its center as the reference). Of course, the distance between the first binding and fixing position 9 and the stop surface S is not limited to 1862mm. The main consideration for choosing this distance is that if the distance is too large, on the one hand, it will increase the longitudinal dimension of the end stop frame 1, thus increasing the weight of the end stop frame 1. On the other hand, the fixing position of the binding member 12 will form a very long lever, and the centrifugal force will cause the steel plate to move laterally, and the two lock heads on the flatcar will interact to form a large shear force. However, increasing the distance between the first binding and fixing position 9 and the stop surface S also has advantages, namely, the binding position of the binding member 12 is farther away from the end of the steel plate, reducing the influence of the warping of the steel plate edges and corners on the binding tightness, and the overall fixing of the steel plate is more stable. Meanwhile, according to the standard, the distance between the position of the binding 12 and the end face of the cargo A must be greater than 300mm. Therefore, it is also necessary to comprehensively consider the various fixing positions of the end stop 1 described above to ensure that the requirement of greater than 300mm is met regardless of the fixing position. In this design, it is recommended to ensure that the distance is greater than 500mm. Taking into account various factors, the distance between the first binding fixing position 9 and the stop surface S can be appropriately selected within the range of 1734-1930mm.

[0063] Two horizontally corresponding first binding fixing positions 9 are each connected to a binding member 12. The two binding members 12 are connected by a connector and are used to bind the goods A to form a lateral limit on it. At the same time, in this embodiment, a chain is selected as the binding member 12, which has a better binding effect than steel wire rope.

[0064] Reference Figure 9 The middle pallet 2 has only one pair of container corner fittings, referred to as the "fifth pair of container corner fittings 11". One of them uses the left bottom corner fitting from GB / T 1835-2023 "Series 1 Container Corner Fittings Technical Requirements", and the other uses the right bottom corner fitting. Because the locks of the middle containers on the 15.4-meter flatcar are in opposite directions, only one pair of container corner fittings can be placed on the middle frame; otherwise, they cannot be placed stably on the floor 3.

[0065] The four corners of the central pallet 2 are provided with two pairs of second binding and fixing positions 10, totaling four. Two laterally corresponding second binding and fixing positions 10 are each connected to a binding member 12. The two binding members 12 are connected by a connector and used to bind the goods A, thus providing lateral restraint. The distance between two second binding and fixing positions 10 can be 2300-2400mm. The distances between the two pairs of second binding and fixing positions 10 and the container corner fittings in the middle of the central pallet 2 are respectively within the ranges of 871-876mm and 1175-1180mm. This range meets the requirement that the end of goods A protrudes more than 500mm beyond the binding member. In this embodiment, the distances between the two pairs of second binding and fixing positions 10 and the fifth pair of container corner fittings in the middle of the central pallet 2 are 1175mm and 871mm, respectively. Here, "10" refers to the distance between the center position of the second binding and fixing position 10 and the center position of the central hole in the container corner fitting.

[0066] The longitudinal and transverse dimensions of the middle pallet 2 are the same as those of the steel base frame 14, and the middle pallet has through holes for the end retaining walls to pass through, so as to stack the middle pallet 2 and the end stop frame 1 together for return.

[0067] See Figure 10 The central retaining wall 4 is a frustum shape, narrower at the top and wider at the bottom. The bottom of the central retaining wall 4 is open, with a frustum-shaped cavity matching its shape, facilitating the stacking of multiple central retaining walls 4 during return transport. The bottom of the central retaining wall 4 has a flange. After passing through the rectangular hole in the center of the central tray 2, the flange is pressed against the vehicle floor 3 by the central tray 2, allowing for selective installation of the central retaining wall 4. The height of the central retaining wall 4 is selected within the range of 550-1000mm (644mm in this embodiment). The height of the central retaining wall 4 protruding from the central tray 2 after installation is selected within the range of 406-856mm. In this embodiment, the height of the central retaining wall 4 protruding from the central tray 2 after installation is selected to be 500mm. The longitudinal dimension of the central retaining wall 4 is selected in the range of 90-400mm (177mm in this embodiment), and the transverse dimension of the central retaining wall 4 is selected in the range of 500-900mm (640mm in this embodiment) to provide a wide and high stop.

[0068] In summary, this embodiment provides a unique, reusable method for reinforcing goods by combining lateral and longitudinal reinforcement with end stops 1, a central pallet 2, a central retaining wall 4, and binding members 12. This method offers an optimal transport option for goods of varying lengths, minimizing cargo movement and improving transport safety. Furthermore, this reinforcement method is highly efficient, requires minimal labor, and has low transportation costs. It is widely applicable to various rail and road transport methods, requiring only that the transport vehicle be equipped with a standard container lock.

[0069] Finally, the shipping process is briefly described using the second shipping method as an example: S1. Place one end stop 1 symmetrically at each end of the vehicle floor 3, with the stop surfaces S of the end stop 1 facing each other. Select suitable corner fittings according to the length of the loaded cargo A and connect the lock heads of the corner fittings at both ends of the 15.4-meter flatcar. The two end stop 1s must use a pair of container corner fittings of the corresponding sequence at the same time.

[0070] S2. Raise all four container locks in the middle of the vehicle floor 3. Place a central tray 2 in the middle of the vehicle floor 3 and insert the corresponding two container corner pieces on the central tray 2 into the container locks.

[0071] S3. Lay a straw rope in the center of each side of the vehicle's transverse center line between the end stop frame 1 and the middle tray 2.

[0072] S4. The length and weight of each load A are basically the same. They are loaded alternately against the two stop surfaces S, and the total center of gravity of the load A falls at the intersection of the vehicle's horizontal and vertical center lines.

[0073] S5. After the first hoisting, strips of straw mats or bundles of straw rope can be laid between cargo A. One bundle of straw rope is laid on each of the two end stops, next to the binding and securing position, facing the stop surface S; one bundle of straw rope is laid on each of the middle pallets 2, next to the binding and securing position, facing the middle of the vehicle; one more bundle of straw rope is laid upwards between the end stops 1 and the middle pallets 2. A total of 6 bundles of straw rope and 4 binding devices are laid throughout the vehicle.

[0074] Example 2 This embodiment differs from Embodiment 1 in that it uses a 13-meter-class railway flatcar (referred to as a "13-meter flatcar"), suitable for loading steel plates with longitudinal dimensions ranging from 5296-11638 mm, transverse dimensions ranging from 2000-3300 mm, and a thickness greater than or equal to 10 mm. The 13-meter flatcar includes a floor 3. This embodiment does not modify the structure of existing 13-meter flatcars. When the two end stops 1 are connected to the container locks of the floor 3 of the 13-meter flatcar using the first pair of container parts 5, and are installed on the floor 3 of the 13-meter flatcar with the stop surfaces S facing each other, the distance between the two stop surfaces S is 11638mm.

[0075] The first, second, third, and fourth shipping states apply to cargo A with lengths of 10276-11638 mm, 7316-8516 mm, 5296-5819 mm, and 5296-5603 mm, respectively.

[0076] Similarly, a reasonable error is added to the distance between the first pair of container corner fittings and the stop surfaces. This reasonable error can be ±5mm, or other reasonable values ​​can be determined according to production and construction standards. Correspondingly, when the first container corner fittings of the two end stop frames are connected to the container locks at both longitudinal ends of the vehicle floor, the reasonable error between the stop surfaces of the two end stop frames is increased by a factor of 2. Correspondingly, the two endpoint values ​​of the applicable length range for long-length cargo under the first, second, third, and fourth shipping methods above are increased by a factor of 2, and the increased reasonable error is consistent with the increased error in the distance between the stop surfaces of the two end stop frames.

[0077] Combining Embodiments 1 and 2, the three types of four detachable structural components described above are applicable to both 13-meter and 15.4-meter flatcars, improving versatility. Furthermore, this invention demonstrates that the transportation method not only allows for various stacking spaces of cargo A in different lengths based on the dimensions of loading status and container corner fittings, but also adds the dimension of transport vehicle type. The arrangement and combination of these three dimensions will undoubtedly provide even more options.

[0078] Furthermore, although Example 1 uses steel plates as an example, it is not limited to this. Long-length goods can also be round logs, square logs, utility poles, steel bars, I-beams, etc. Of course, when goods A are plate-shaped goods as in Example 1, the first to fourth shipping states are all applicable; however, when goods A are rod-shaped goods (the cross-section may be circular, square, or I-shaped), the first, third, and fourth shipping states are preferred. Thus, the transportation method of this embodiment not only expands the range of transportable goods in terms of length but also expands the range of transportable goods in terms of shape.

[0079] It should be noted that, in this paper, "long-length cargo" is defined as cargo that requires transport using a container-locked vehicle and can only be stacked longitudinally in a maximum of two piles. Furthermore, the transport method of this embodiment is also applicable to heavy cargo, which is characterized by its high inertia and tendency to shift dangerously during braking, and which also requires transport using a container-locked vehicle.

[0080] Example 3 The difference between this embodiment and embodiment 1 is that a vehicle with a container lock is selected. There are many different sizes of vehicles with container locks, which will not be listed here. Similar to embodiment 1, by selecting different shipping methods and different container corner fittings, it is possible to adapt to goods A of different lengths and, in particular, to form a stacking space that is as close as possible to the length of goods A, so as to improve transportation safety.

[0081] Examples 4-6 See each Figures 11-13 The difference between Examples 4-6 and Example 1 is that the shape of the end retaining wall 13 is different, but they all have the common feature of being able to provide a stop surface S with a height greater than or equal to 450m and a stop width greater than 800mm, so as to provide a wider, higher and better limit.

[0082] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make modifications, alterations, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A method for transporting long-length goods, characterized in that, Using a transport vehicle with a container lock, an end stop (1) with container corner fittings and a middle pallet (2) with container corner fittings are added. The end stop (1) includes an end wall (13) and a steel bottom frame (14). The end wall (13) is welded to one end of the steel bottom frame (14). The end stop (1) is provided with a pair of first binding and fixing positions (9). The first binding and fixing positions (9) are set in the steel bottom frame (14). The four corners of the middle pallet (2) are provided with two pairs of second binding and fixing positions (10). Based on the length of the cargo and to ensure it is secured with as many lashing devices as possible, choose one of the following shipping methods: In the first, second, third and fourth shipping methods: the container locks at both ends of the vehicle floor (3) are detachably connected to the container corner fittings of the two end stop frames (1), and the container lock in the middle of the vehicle floor (3) is detachably connected to the container corner fittings of the middle pallet (2). The first shipping method also includes: a stacking space for a long cargo is formed between the stop surfaces (S) of the two end stop frames (1), and the long cargo can be bound in four ways by the binding pieces (12) connected from the first binding fixing position (9) of the two end stop frames (1) and the two pairs of second binding fixing positions (10) of the middle pallet (2). The second shipping method also includes: a stacking space for two long-length goods is formed between the stop surfaces (S) of the two end stop frames (1) and the middle pallet (2), and the near ends of the two long-length goods overlap each other. Each long-length goods can be bound by a three-way binding with a binding member (12) connected by a first binding fixing position (9) of one end stop frame (1) and two pairs of second binding fixing positions (10) of the middle pallet (2). The third shipping method also includes: a stacking space for two long-length goods is formed between the stop surfaces (S) of the two end stop frames (1) and the middle pallet (2), and the two long-length goods are relatively independent. Each long-length goods can be bound by a tie (12) connected by a first binding fixation position (9) of an end stop frame (1) and a pair of second binding fixation positions (10) of the middle pallet (2). The fourth shipping method also includes: a central retaining wall (4) is detachably installed in the center of the central pallet (2), and two independent stacking spaces for two long-length goods are formed between the stop surfaces (S) of the two end stop frames (1) and the central retaining wall (4), and each long-length goods can be bound by two bindings (12) connected by a first binding fixing position (9) of an end stop frame (1) and a pair of second binding fixing positions (10) of the central pallet (2); When sending back: The middle tray (2) and multiple end stops (1) are stacked on top of each other. In each pair of adjacent end stops (1), the upper steel base frame (14) is stacked on the lower steel base frame (14), and the upper and lower end walls (13) are nested. The middle tray (2) has a through hole for the end walls (13) to pass through. Multiple central retaining walls (4) are stacked together.

2. The method for transporting long-length goods according to claim 1, characterized in that, In each end stop (1), multiple pairs of container corner fittings are arranged in sequence along the direction away from the stop surface (S). According to the length of the long cargo, any pair of container corner fittings in the end stop (1) is selected to connect with the container lock on the vehicle floor (3).

3. The method for transporting long-length goods according to claim 2, characterized in that, Each end stop (1) is provided with a first pair of container corner brackets (5), a second pair of container corner brackets (6), a third pair of container corner brackets (7), and a fourth pair of container corner brackets (8) in sequence along the direction away from the stop surface (S).

4. The method for transporting long-length goods according to claim 3, characterized in that, Transport vehicles equipped with container locks include 13-meter-class railway flatbed shared wagons, 15.4-meter-class railway flatbed shared wagons, and automobiles equipped with container locks.

5. The method for transporting long-length goods according to claim 4, characterized in that, When a transport vehicle equipped with a container lock is used as a 15.4-meter-class rail freight car: When the first pair of container corner pieces (5) of the two end stop frames (1) are simultaneously connected to the container locks at both ends of the vehicle floor (3), the distance between the stop surfaces (S) of the two end stop frames (1) is 11638mm. The first, second, third and fourth loading methods are respectively applicable to long-length goods with lengths of 10276-11638mm, 7316-8516mm, 5296-5819mm and 5296-5603mm. When the second pair of container corner pieces (6) of the two end stop frames (1) are simultaneously connected to the container locks at both ends of the vehicle floor (3), the distance between the stop surfaces (S) of the two end stop frames (1) is 13000mm. The first, second, third and fourth loading methods are respectively applicable to long-length goods with lengths of 11638-13000mm, 7997-9197mm, 5819-6500mm and 5977-6284mm. When the third pair of container corner pieces (7) of the two end stop frames (1) are simultaneously connected to the container locks at both ends of the vehicle floor (3), the distance between the stop surfaces (S) of the two end stop frames (1) is 14000mm. The first, second, third and fourth loading methods are respectively applicable to long-length goods with lengths of 12638-14000mm, 8497-9697mm, 6477-7000mm and 6477-6784mm. When the fourth pair of container corner pieces (8) of the two end stop frames (1) are simultaneously connected to the container locks at both ends of the vehicle floor (3), the distance between the stop surfaces (S) of the two end stop frames (1) is 15180mm. The first, second, third and fourth loading methods are applicable to long-length goods with lengths of 13818-15180mm, 9087-10276mm, 7000-7590mm and 7067-7374mm, respectively.

6. The method for transporting long-length goods according to claim 4, characterized in that, When a transport vehicle equipped with a container lock is a 13-meter-class rail freight car: When the first pair of container corner pieces (5) of the two end stop frames (1) are simultaneously connected to the container locks at both ends of the vehicle floor (3), the distance between the stop surfaces (S) of the two end stop frames (1) is 11638mm. The first, second, third and fourth shipping methods are respectively applicable to long-length goods with lengths of 10276-11638mm, 7316-8516mm, 5296-5603mm and 5296-5603mm.

7. The method for transporting long-length goods according to claim 1, characterized in that, The distance between the first binding fixing position (9) and the stop surface (S) is 1734-1930mm; The distances between the two pairs of second binding fixing positions (10) and the fifth pair of container corner fittings (11) are respectively within the range of 1175-1180mm and 871-876mm.

8. The method for transporting long-length goods according to any one of claims 1-7, characterized in that, Long-length cargo refers to steel plates with longitudinal dimensions ranging from 5296 to 15180 mm, transverse dimensions ranging from 2000 to 3300 mm, and a thickness of 10 mm or more.

9. The method for transporting long-length goods according to any one of claims 1-7, characterized in that, The height of the stop surface (S) of the end stop bracket (1) is greater than or equal to 450m, and the stop width is greater than 800mm.

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