Container truck fixing frame and monitoring system

Abstract

The present application relates to a kind of container truck fixing frame and monitoring system, including fixed frame body, fixed frame body includes two groups of side frames symmetrically arranged on the bottom plate of container and horizontal frame between side frame, one side between side frame is provided with connecting beam assembly, the inclined top of side frame is provided with upper cross beam assembly, the inclined bottom of side frame is provided with lower cross beam assembly, horizontal frame includes bottom beam and guardrail, bottom beam extends along the length direction of container and is oppositely arranged, one side of bottom beam is provided with connecting beam assembly, the other side of bottom beam is provided with upper cross beam assembly, the middle position of bottom beam is provided with lower cross beam assembly, the overall frame structure of being made of two groups of side frames and horizontal frame can make full use of the vertical space in container, improve the space utilization of container interior, and by the space of side frame bottom and horizontal frame, can accommodate two vehicles, two side frame upper space is arranged two vehicles again, compared with traditional single-layer fixing mode, space utilization is improved.

Description

Technical Field

[0001] This invention relates to the field of container transport equipment technology, and in particular to a container truck mounting frame and monitoring system. Background Technology

[0002] The export and cross-border transfer of complete vehicles often use ocean shipping. For vehicles that cannot be transported by roll-on / roll-off ships and require enclosed protection, the vehicles are usually loaded into standard or special containers and transported through port yards, quay cranes, truck transshipment, sea voyages, and unpacking at the destination port. During ocean voyages, ships are affected by wind and waves, resulting in continuous rocking and turbulence. Traditional container truck transportation often uses a single-layer arrangement. Due to the limited internal space of the container, the number of fixed vehicles is small, resulting in low space utilization. In addition, the operating space inside the container is small, and fixing operations take a long time, making it difficult to quickly complete loading, unloading, and adjustments. Summary of the Invention

[0003] The purpose of this invention is to provide a container truck mounting bracket and monitoring system to solve the problems existing in the prior art.

[0004] The above-mentioned technical objective of the present invention is achieved through the following technical solution: A container truck mounting frame and monitoring system includes a mounting frame body. The mounting frame body includes two sets of side frames symmetrically arranged on the container floor and a horizontal frame located between the side frames. Each side frame includes a bottom beam, uprights, top beams, ear plates, and support beams. The bottom beams extend along the length of the container and are arranged opposite each other. Multiple uprights are fixedly installed on the top of the bottom beams. Support beams are fixedly installed on both sides of the uprights located in the middle position. The other end of each support beam is fixedly connected to the bottom beam. The top of each upright is fixedly installed with the same top beam. Ear plates are fixedly installed on both the inclined top and bottom ends of each side frame. A connecting beam assembly is provided on one side between the side frames. The connecting beam assembly is used to connect the side frame into an integral bottom frame that can be placed inside the container. The upper crossbeam assembly is provided at the inclined top of the side frame. The upper crossbeam assembly is used to improve the overall rigidity and form a limiting support for the vehicle tire area. The lower crossbeam assembly is provided at the inclined bottom of the side frame. The lower crossbeam assembly is used to bear the vehicle load and transfer the load to the connecting beam assembly and the side frame. The horizontal frame includes a bottom beam and a guardrail. The bottom beam extends along the length of the container and is arranged opposite to each other. The connecting beam assembly is provided on one side of the bottom beam, the upper crossbeam assembly is provided on the other side of the bottom beam, and the lower crossbeam assembly is provided in the middle of the bottom beam.

[0005] By adopting the above technical solution, the overall frame structure composed of two sets of side frames and horizontal frames can make full use of the vertical space inside the container, allowing vehicles to be arranged in layers in the vertical direction, improving the space utilization rate inside the container. The support beams, columns, bottom beams, and top beams form a stable triangular force-bearing structure, which can disperse the vertical impact and lateral inertial load generated by the vehicle, avoiding excessive local stress that could lead to failure of the fixed structure. The upper and lower crossbeam assemblies respectively limit and bear the load in the vehicle tire area, which can accommodate vehicles with different wheelbases and limit the displacement of the vehicle during shaking. The container body used is approximately 12.19 meters long and 2.59 meters high. Common vehicles are approximately 1.4 meters high and 4.5 meters long. A single standard container is stored horizontally in the conventional manner. Due to the height limitations of the vehicle and the container body, horizontal storage is... The traditional single-layer fixing method can only accommodate two ordinary family cars, resulting in wasted space in the container. However, the fixing frame using this technology removes the vehicle's tires, reducing the vehicle's height. The fixing frame can accommodate two vehicles through the space at the bottom of the side frames and the horizontal frame. Since the vehicle's tires are removed, two more vehicles can be placed in the upper space of the side frames. Compared to the traditional single-layer fixing method, which can only fix two vehicles, this car fixing frame can double the space utilization of the container. When in use, the entire frame can be pre-assembled and adjusted outside the container. The vehicle can be directly hoisted to the corresponding position for fixing. With the help of a crane, the entire fixing frame can be hoisted into the open-top container, reducing the difficulty of working in the confined space inside the container, significantly shortening the fixing time, and improving loading, unloading, and adjustment efficiency.

[0006] In a further embodiment, the connecting beam assembly includes transverse connecting beams and longitudinal connecting beams. The transverse connecting beams are spaced apart and fixedly connected to the bottom beam. The longitudinal connecting beams are arranged along the width direction of the container and fixedly connected between adjacent transverse connecting beams.

[0007] By adopting the above technical solution, the transverse connecting beams and longitudinal connecting beams are interlocked, which can stably connect the two sets of side frames and the horizontal frame into a whole frame. This allows the vehicle load borne by the two side frames to be evenly distributed and prevents excessive local load from causing frame deformation. At the same time, it ensures that the overall frame will not undergo relative displacement inside the container, improving the overall structural load-bearing stability. In addition, the connecting beam assembly can form a stable bottom bearing surface, which facilitates the loading of vehicle parts.

[0008] In a further embodiment, the upper crossbeam assembly includes a first upper crossbeam, support blocks, support frames, support beams, lifting rings, and ear plates. The first upper crossbeam is horizontally arranged along the width direction of the container. Both ends of the first upper crossbeam are detachably installed on the inclined tops of the two side frames. A groove is provided on the top of the first upper crossbeam, and multiple support blocks are slidably installed in the groove. Connecting rods are fixedly connected between the support blocks. Lifting rings are symmetrically fixedly installed on the side walls at both ends of the first upper crossbeam. Ear plates are fixedly installed on both sides of the first upper crossbeam. Support frames are fixedly installed at both ends of the first upper crossbeam. Support beams are detachably installed at both ends of the bottom of the first upper crossbeam, and the other end of the support beam is detachably connected to the side frame.

[0009] By adopting the above technical solution, the chassis of the vehicle is supported. The detachable first upper crossbeam and support beam facilitate the disassembly and assembly of the vehicle at the bottom. The lifting rings not only facilitate the lifting and disassembly of the first upper crossbeam, but also serve as tension attachment points when fixing the vehicle, making it easy to tie and secure with straps, further improving the vehicle's stability. The ear plates on the first upper crossbeam are connected to the ear plates on the side frame, which further improves the connection and positioning accuracy, ensures the structural rigidity of the first upper crossbeam after installation, and prevents the first upper crossbeam from shifting or loosening during shaking.

[0010] In a further embodiment, the lower crossbeam assembly includes a first lower crossbeam, lifting rings, ear plates, support seats, limiting posts, and support beams. The first lower crossbeam is horizontally arranged along the width direction of the container. Both ends of the first lower crossbeam are detachably installed on the inclined bottom ends of the side frames on both sides. Multiple support seats are uniformly fixedly installed on the top of the first lower crossbeam, and the surface of the support seats is provided with anti-slip texture. Lifting rings are symmetrically fixedly installed on both ends of the first lower crossbeam. Ear plates are fixedly installed on both sides of the first lower crossbeam. Limit posts are installed at both ends of the top of the first lower crossbeam. Support beams are detachably installed at both ends of the bottom of the first lower crossbeam, and the other end of the support beam is detachably connected to the side frame.

[0011] By adopting the above technical solutions, the evenly distributed support seats can effectively support the vehicle chassis. The anti-slip texture on the surface of the support seats can increase the friction with the vehicle chassis, reduce the possibility of vehicle slippage during transportation, and prevent the vehicle from undergoing excessive lateral displacement due to inertial forces. The detachable first lower crossbeam and support beam can facilitate the disassembly and assembly of the vehicle at the bottom. At the same time, the lifting rings facilitate the overall lifting and disassembly operations and can also be used as binding and fixing points. The ear plates can improve the connection accuracy and rigidity between the first lower crossbeam and the side frame, further improving the stability of the overall structure.

[0012] In a further embodiment, a monitoring system is installed on the fixed frame. The monitoring system includes a data acquisition unit, a transmission unit, a vehicle data acquisition unit, and a monitoring terminal. The data acquisition unit includes a stress sensor, a displacement sensor, and a tilt sensor. The stress sensor is fixedly installed at each main load-bearing beam and connection node. The displacement sensor is installed at the connection points between the upper crossbeam assembly, the lower crossbeam assembly, and the side frame. The tilt sensor is installed at the side frame and the upper beam. The vehicle data acquisition unit is installed on the fixed frame at the position corresponding to the vehicle chassis. The vehicle data acquisition unit includes a pressure sensor and a position sensor.

[0013] By adopting the above technical solution, multiple sensors can be used to collect data in real time on the stress changes of each load-bearing part of the fixed frame, the relative displacement of the connecting parts, the tilt angle of the overall frame, as well as the pressure changes and positional deviations of the vehicle during transportation. This allows for the timely detection of abnormal situations such as the structural stress of the fixed frame exceeding the design threshold, loosening and displacement of connecting parts, and slippage and deviation of the vehicle. This facilitates relevant personnel to keep abreast of the status of the fixed frame and the vehicle during transportation, thereby improving transportation safety.

[0014] In a further embodiment, the present invention also discloses a container truck mounting bracket and monitoring system, comprising the following steps: Step S1: Install stress sensors, displacement sensors and tilt sensors at each detection point on the fixed frame body in sequence, and install pressure sensors and position sensors at the corresponding vehicle chassis positions. After the monitoring system is set up, the vehicle to be transported is placed in the designated position on the fixed frame body by hoisting. After the vehicle is fixed, the entire structure is loaded into the container and locked. Step S2: Data acquisition initialization. Initial state data of the mounting frame and vehicle are acquired through the data acquisition unit and the vehicle data acquisition unit. Step S3: Real-time status monitoring, establish a monitoring model for the safety of the fixed frame structure and the fixed status of the vehicle, and transmit and analyze the collected dynamic data in real time; Step S4, Anomaly Warning and Recording: When data is detected to exceed the safety threshold, a tiered warning is triggered and the entire process data is stored.

[0015] By adopting the above technical solutions, the structural safety of the fixed frame and the vehicle's fixed status can be dynamically monitored throughout the entire transportation process. Risks such as structural overload, loose connections, and vehicle displacement can be identified in advance. The graded early warning system can match different response priorities according to the degree of abnormality, which can facilitate timely handling by relevant personnel when the ship docks for resupply or transshipment. The stored full-process data can also provide complete data support for subsequent fixed frame structure optimization and transportation risk analysis.

[0016] In summary, the present invention has the following beneficial effects: By employing a layered structural design with separate vehicle tires, the overall height of the vehicle is reduced, maximizing the vertical space inside the container. This significantly improves space utilization compared to traditional single-layer fixing methods. The overall frame can be pre-assembled and adjusted outside the container before being hoisted in, reducing the difficulty of operations in the confined space and effectively shortening the fixing time, thus improving loading and unloading efficiency. Adjustable support blocks and a lower crossbeam structure with limiting columns provide reliable vehicle restraint and load-bearing capacity. The stable triangular force-bearing structure can distribute the multi-directional loads generated during transportation, effectively reducing the risk of fixing structure failure and improving vehicle fixing stability. An integrated multi-sensor monitoring system can monitor the status of the fixing frame structure and vehicle fixing status in real time throughout the transportation process, promptly identifying abnormal risks and triggering tiered warnings. The stored data from the entire process also provides data support for subsequent structural optimization and risk analysis, effectively improving the safety of container transportation. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram illustrating the structural connection of the upper crossbeam assembly of the present invention; Figure 3 This is a schematic diagram illustrating the side frame structure of the present invention; Figure 4 This is a schematic diagram illustrating the structure of the connecting beam assembly used to demonstrate the present invention; Figure 5 This is a schematic diagram illustrating the structure of the lower crossbeam assembly of the present invention; Figure 6 This is a schematic diagram illustrating the storage of the vehicle according to the present invention; Figure 7 This is a flowchart illustrating the present invention.

[0018] In the diagram, 1. Side frame; 2. Horizontal frame; 3. Bottom beam; 4. Column; 5. Top beam; 6. Ear plate; 7. Support beam; 8. Transverse connecting beam; 9. Longitudinal connecting beam; 10. First upper crossbeam; 11. Support block; 12. Support frame; 13. Lifting ring; 14. Connecting rod; 15. First lower crossbeam; 16. Support seat; 17. Limiting post; 18. Guardrail. Detailed Implementation

[0019] The present invention will be further described in detail below with reference to the accompanying drawings.

[0020] Identical parts are indicated by the same reference numerals. It should be noted that the terms "front," "rear," "left," "right," "upper," and "lower" used in the following description refer to the attached figures. Figure 1In this specification, the terms "bottom surface" and "top surface," "inner" and "outer" refer to the direction towards / away from the geometry of a specific component, respectively. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating / implying relative importance / or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly / implicitly include one or more of that feature. In the description of this specification, "multiple" means two or more, unless otherwise explicitly and specifically defined by the direction of the center.

[0021] Example 1: like Figure 1 - Figure 6As shown, a container truck mounting frame and monitoring system includes a mounting frame body. The mounting frame body includes two sets of side frames 1 symmetrically arranged on the container floor and a horizontal frame 2 located between the side frames 1. The side frame 1 includes a bottom beam 3, uprights 4, upper beams 5, ear plates 6, and support beams 7. The bottom beam 3 extends along the length of the container and is arranged opposite to each other. Multiple uprights 4 are fixedly installed on the top of the bottom beam 3. Support beams 7 are fixedly installed on both sides of the upright 4 located in the middle position. The other end of the support beam 7 is fixedly connected to the bottom beam 3. The same upper beam 5 is fixedly installed on the top of the upright 4. Ear plates 6 are fixedly installed on both the inclined top and bottom ends of the side frame 1. One side between the side frames 1... The side frame 1 is equipped with a connecting beam assembly, which is used to connect the side frame 1 into an integral bottom frame that can be placed inside the container. The upper crossbeam assembly is provided at the inclined top of the side frame 1. The upper crossbeam assembly is used to improve the overall rigidity and form a limiting support for the vehicle tire area. The lower crossbeam assembly is provided at the inclined bottom of the side frame 1. The lower crossbeam assembly is used to bear the vehicle load and transfer the load to the connecting beam assembly and the side frame 1. The horizontal frame 2 includes a bottom beam 3 and a guardrail 18. The bottom beam 3 extends along the length of the container and is arranged opposite to it. The connecting beam assembly is provided on one side of the bottom beam 3, the upper crossbeam assembly is provided on the other side of the bottom beam 3, and the lower crossbeam assembly is provided in the middle of the bottom beam 3.The overall frame structure, composed of two sets of side frames 1 and horizontal frames 2, can fully utilize the vertical space inside the container, arranging vehicles in layers vertically and improving the space utilization rate inside the container. The support beam 7, together with the column 4, bottom beam 3, and upper beam 5, forms a stable triangular force-bearing structure, which can distribute the vertical impact and lateral inertial load generated by the vehicle, avoiding excessive local stress that could lead to failure of the fixed structure. The upper and lower crossbeam assemblies respectively limit and bear the load in the vehicle tire area, restricting the displacement of the vehicle during shaking. Furthermore, through the space under the side frames, a single standard container can only accommodate two ordinary family cars, resulting in wasted container space. However, with the fixed frame using this technical solution, the vehicle tires are removed, reducing the vehicle height. This fixed frame, through the space under the two side frames 1 and the horizontal frame 2, can accommodate two vehicles. With the vehicle's tires removed, the upper space of the side frames 1 on both sides, secured by the upper and lower crossbeam assemblies, can accommodate two more vehicles. Therefore, a single standard container can carry a total of four ordinary family cars with their tires removed. This doubles the space utilization compared to traditional single-layer fixing methods, fully utilizing the unused vertical space inside the container and reducing the transportation cost per vehicle. Compared to traditional single-layer fixing methods that can only secure two vehicles, this car mounting frame doubles the container's space utilization. The overall frame can be pre-assembled and adjusted outside the container, allowing the vehicle to be directly hoisted to its corresponding position for securing. Combined with crane lifting, the entire mounting frame can be lifted into the open-top container, reducing the difficulty of working in the confined space inside the container, significantly shortening the fixing time, and improving loading and unloading efficiency.

[0022] The connecting beam assembly includes transverse connecting beams 8 and longitudinal connecting beams 9. The transverse connecting beams 8 are spaced apart and fixedly connected to the bottom beam 3. The longitudinal connecting beams 9 are arranged along the width of the container and fixedly connected between adjacent transverse connecting beams 8. The transverse connecting beams 8 and longitudinal connecting beams 9 are staggered and connected to each other, which can stably connect the two sets of side frames 1 and the horizontal frame into a whole frame. This allows the vehicle load borne by the two side frames 1 to be evenly distributed and prevents excessive local load from causing frame deformation. At the same time, it ensures that the overall frame will not undergo relative displacement inside the container, improving the overall structural load-bearing stability. In addition, the connecting beam assembly can form a stable bottom bearing surface, which facilitates the loading of vehicle parts.

[0023] The upper crossbeam assembly includes a first upper crossbeam 10, support blocks 11, support frames 12, support beams 7, lifting rings 13, and ear plates 6. The first upper crossbeam 10 is horizontally arranged along the width direction of the container. Both ends of the first upper crossbeam 10 are detachably installed on the inclined tops of the two side frames 1. The top of the first upper crossbeam 10 is provided with a groove, in which multiple support blocks 11 are slidably installed. Connecting rods 14 are fixedly connected between the support blocks 11. Lifting rings 13 are symmetrically fixedly installed on the side walls at both ends of the first upper crossbeam 10. Ear plates 6 are fixedly installed on both sides of the first upper crossbeam 10. Support frames 12 are fixedly installed at both ends of the first upper crossbeam 10. Both ends of the bottom of the first upper crossbeam 10 are detachable. The support beam 7 is detachably installed, and the other end of the support beam 7 is detachably connected to the side frame 1. The sliding support block 11 can be adjusted along the first upper crossbeam 10. For vehicles with different wheelbases, the spacing of the support block 11 can be quickly adjusted so that the support block 11 can be correspondingly locked between the tires on both sides to support the chassis of the vehicle. The space at the bottom of the side frame 1 can accommodate a vehicle. The detachable first upper crossbeam 10 and support beam 7 can facilitate the disassembly and assembly of the vehicle at the bottom. The lifting ring 13 can not only facilitate the lifting and disassembly of the first upper crossbeam 10, but also serve as a tension hanging point when fixing the vehicle, making it convenient to tie and fix with straps, further improving the vehicle's fixing stability. The lower crossbeam assembly includes a first lower crossbeam 15, lifting rings 13, ear plates 6, support seats 16, limiting posts 17, and support beams 7. The first lower crossbeam 15 is horizontally arranged along the width direction of the container. Both ends of the first lower crossbeam 15 are detachably installed on the inclined bottom ends of the side frames 1 on both sides. Multiple support seats 16 are evenly fixedly installed on the top of the first lower crossbeam 15, and the surface of the support seats 16 is provided with anti-slip texture. Lifting rings 13 are symmetrically fixedly installed on both ends of the first lower crossbeam 15. Ear plates 6 are fixedly installed on both sides of the first lower crossbeam 15. Limit posts 17 are located at both ends of the top of the first lower crossbeam 15. Support beams 7 are detachably installed at both ends of the bottom of the first lower crossbeam 15. The other end is detachably connected to the side frame 1. The evenly distributed support seats 16 can effectively support the vehicle chassis. The anti-slip texture on the surface of the support seats 16 can increase the friction with the vehicle chassis and reduce the possibility of the vehicle slipping during transportation. The limiting posts 17 on both sides can laterally limit the wheel hubs and prevent the vehicle from being excessively offset by inertial forces. The detachable first lower crossbeam 15 and support beam 7 can facilitate the disassembly and assembly of the vehicle at the bottom. At the same time, the lifting ring 13 facilitates the overall lifting and disassembly operations and can also be used as a binding and fixing point. The ear plate 6 can improve the connection accuracy and rigidity between the first lower crossbeam and the side frame, and further improve the stability of the overall structure.

[0024] The fixed frame is equipped with a monitoring system, which includes a data acquisition unit, a transmission unit, a vehicle data acquisition unit, and a monitoring terminal. The data acquisition unit includes stress sensors, displacement sensors, and tilt sensors. The stress sensors are fixedly installed at each of the main load-bearing beams and connection nodes. The displacement sensors are installed at the connection points between the upper crossbeam assembly, the lower crossbeam assembly, and side frame 1. The tilt sensors are installed at side frame 1 and upper beam 5. The vehicle data acquisition unit is installed at the location of the fixed frame corresponding to the vehicle chassis. The vehicle data acquisition unit includes pressure sensors and position sensors. Through multiple sensors, the system can collect data in real time on the stress changes of each load-bearing part of the fixed frame, the relative displacement of the connection parts, the tilt angle of the overall frame, and the pressure changes and positional deviations of the vehicle during transportation. This allows for the timely detection of abnormal situations such as the structural stress of the fixed frame exceeding the design threshold, loosening and displacement of connection parts, and slippage or deviation of the vehicle. This facilitates relevant personnel in promptly understanding the status of the fixed frame and vehicle during transportation, thereby improving transportation safety.

[0025] Example 2: like Figure 7 As shown, a container truck mounting bracket and monitoring system includes the following steps: Step S1: Install stress sensors, displacement sensors and tilt sensors at each detection point on the fixed frame body in sequence, and install pressure sensors and position sensors at the corresponding vehicle chassis positions. After the monitoring system is set up, the vehicle to be transported is placed in the designated position on the fixed frame body by hoisting. After the vehicle is fixed, the entire structure is loaded into the container and locked. Step S2: Data acquisition initialization. Initial state data of the mounting frame and vehicle are acquired through the data acquisition unit and the vehicle data acquisition unit. Step S2 further includes: Step S21: Install stress sensors, numbered Y1-Yn, at each of the main load-bearing beams and connection nodes of the fixed frame; install displacement sensors, numbered W1-Wm, at the connection points between the upper crossbeam assembly, the lower crossbeam assembly and the side frame; install tilt sensors, numbered Q1-Qk, at the side frame and the upper beam; install pressure sensors and position sensors at the positions of the fixed frame corresponding to the vehicle chassis, with pressure sensors numbered P1-Pj and position sensors numbered Z1-Zi. Step S22: Establish an initial state database. After the vehicle is hoisted to the corresponding position on the fixing frame and all fixing operations are completed, read the initial values ​​of all sensors and define the stress value, displacement value, tilt angle value, pressure value, and position value at this time as the reference value. , , , , And mark it as a safety baseline state; Step S23: Set the data acquisition frequency in stages. The acquisition frequency is 10Hz for the port hoisting and quay crane operation stage, 5Hz for the container truck transfer stage, and 1Hz for the maritime navigation stage.

[0026] Step S3: Real-time status monitoring, establish a monitoring model for the safety of the fixed frame structure and the fixed status of the vehicle, and transmit and analyze the collected dynamic data in real time; Step S3 further includes: Step S31: The transmission unit transmits the real-time data collected by each sensor via wireless communication. , , , , Simultaneous transmission to local monitoring terminals and cloud monitoring platforms; Step S32: Calculate the real-time deviation value, and calculate the difference between the real-time data and the corresponding benchmark value respectively: , , , , ; Step S33: Determine the safety status of the fixed frame structure. If all stress deviation values... All displacement deviations are within the preset stress safety threshold. All values ​​are within the preset displacement safety threshold, and all tilt angle deviations are within the preset threshold. If all angles are within the preset tilt angle safety threshold, the fixed frame structure is determined to be in a safe state; otherwise, it is determined to be in an abnormal state. Step S34: Determine the vehicle's stationary status. If all pressure deviation values... All deviations are within the preset pressure safety threshold and at all positions. If all conditions are within the preset safety threshold, the vehicle is considered to be in a good fixed condition; otherwise, the vehicle is considered to be in an abnormal fixed condition. Step S35: Establish a multi-dimensional correlation analysis model to correlate the fixed frame structure status data with the vehicle fixation status data. When both structural abnormalities and vehicle fixation abnormalities occur simultaneously, it is determined to be a high-risk transportation status. Step S36: Establish a fixed frame-vehicle coupling risk assessment algorithm; Step S361: Unified Deviation Calculation. Substitute data from any type of sensor into the same risk deviation formula: ; In the formula, R is the risk deviation value; N is the number of sensors of the same type; x(t) is the real-time value at time t; x0 is the corresponding baseline value; xh is the corresponding safety threshold. After substituting the stress, displacement, inclination angle, pressure, and position data into the formula respectively, RY, RW, RQ, RP, and RZ are obtained. Step S362, calculate the sub - risks. Calculate the structural risk value S(t) according to RY, RW, and RQ, and calculate the vehicle fixed risk value V(t) according to RP and RZ: ; ; In the formula, a1, a2, and a3 are the weights of stress, displacement, and inclination angle respectively, and a1 + a2 + a3 = 1; b1 and b2 are the weights of pressure and position respectively, and b1 + b2 = 1; Increase the value of a1 during the port hoisting and quay crane operation stage, and increase the values of a2 and a3 during the sea transportation navigation stage; When the vehicle position offset grows rapidly, increase the value of b2; Step S363, calculate the trend risk. In order to identify the rising trend of risk in advance, calculate the risk change amount within the continuous time window T: ; Step S364, calculate the comprehensive transportation risk value. Integrate the structural risk, vehicle fixed risk, and trend risk: ; Step S365, dynamically correct the reference value. When all sensor data within L consecutive sampling periods do not exceed the safety threshold and F(t) is lower than the preset stability threshold, correct the reference value of the corresponding sensor: ; In the formula, B'(t) is the corrected reference value; B0 is the original reference value; M(t - L, t) is the average value of the corresponding sensor data within the most recent L sampling periods; u is the reference retention coefficient, and 0 < u < 1; This step is used to reduce false alarms caused by temperature changes, long - term ship sway, small structural elastic deformation, and sensor zero - point drift; Step S366, determine the warning level; When F(t) < g1, it is determined to be in a safe state; When g1 ≤ F(t) < g2, it is determined to be a first - level warning; When g2 ≤ F(t) < g3, it is determined to be a second - level warning; When F(t) ≥ g3, it is determined to be a third - level warning; Furthermore, when S(t) exceeds the structural risk threshold, V(t) exceeds the vehicle fixed risk threshold, and G(t)>0 is simultaneously true, even if a single sensor has not yet reached the highest level threshold, it is still judged as a level three warning.

[0027] Step S4, Anomaly Warning and Recording: When data is detected to exceed the safety threshold, a tiered warning is triggered and the entire process data is stored. Step S4 further includes: Step S41: Trigger the corresponding early warning response. When the first-level early warning occurs, the local monitoring terminal will issue an audible and visual alert. When the second-level early warning occurs, an SMS and APP push reminder will be sent to the on-site transportation management personnel. When the third-level early warning occurs, an emergency early warning will be sent to the ship dispatch center, port management and transportation manager at the same time. Step S42: Full-process data storage and traceability. All collected real-time data, abnormal warning information and warning response records are synchronously stored in the monitoring terminal's local database and cloud database. The data storage period is no less than 12 months after the end of the entire transportation cycle.

[0028] Specific implementation process: When using this mounting bracket to secure vehicles inside a container, first connect the two sets of side frames 1 and horizontal frames 2 outside the container with bolts. Then, use a crane to lift the transport vehicle into the side frames 1 and horizontal frames 2 in sequence. Support the vehicle chassis with support seats 16 and limit the lateral displacement of the vehicle wheel hubs with limiting posts 17. After arranging the lower layer vehicles, lift the first upper crossbeam 10 to the inclined top of the side frame 1 with lifting rings 13. Use bolts to cooperate with the support beam 7 to install and fix the first upper crossbeam 10. Adjust the spacing of the support blocks 11 according to the wheel track of the upper layer vehicle to be fixed, so that the support blocks 11 are correspondingly inserted between the tires on both sides of the upper layer vehicle to complete the support and limiting of the upper layer vehicle. Then, use straps to pass through the lifting rings 13 to further tie and reinforce the vehicle. The assembly and adjustment of the entire mounting bracket and the vehicle fixing are all completed outside the container. After the overall assembly and fixing are completed, use a crane to lift the entire mounting bracket and the fixed vehicle into the open-top container and lock it in place. This greatly reduces the amount of work in the small space inside the container and improves the efficiency of operation.

[0029] In the embodiments disclosed in this invention, the terms "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; "linking" can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments disclosed in this invention according to the specific circumstances.

[0030] This specific embodiment is merely an explanation of the present invention and is not intended to limit the invention. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive step, but such modifications are protected by patent law as long as they are within the scope of the claims of the present invention.

Claims

1. A container truck mounting bracket and monitoring system, comprising a mounting bracket body, characterized in that: The fixed frame body includes two sets of side frames (1) symmetrically arranged on the container floor and a horizontal frame (2) located between the side frames (1). The side frame (1) includes a bottom beam (3), a column (4), a top beam (5), an ear plate (6), and a support beam (7). The bottom beam (3) extends along the length of the container and is arranged opposite to each other. Multiple columns (4) are fixedly installed on the top of the bottom beam (3). Support beams (7) are fixedly installed on both sides of the column (4) located in the middle position. The other end of the support beam (7) is fixedly connected to the bottom beam (3). The same top beam (5) is fixedly installed on the top of the column (4). Ear plates (6) are fixedly installed on both the inclined top and inclined bottom of the side frame (1). A connecting beam is provided on one side between the side frames (1). The components include a connecting beam assembly for connecting the side frame (1) into an integral bottom frame that can be placed inside the container. The side frame (1) has an upper crossbeam assembly at its inclined top, which is used to improve overall rigidity and form a limiting support for the vehicle tire area. The side frame (1) has a lower crossbeam assembly at its inclined bottom, which is used to bear the vehicle load and transfer the load to the connecting beam assembly and the side frame (1). The horizontal frame (2) includes a bottom beam (3) and a guardrail (18). The bottom beam (3) extends along the length of the container and is arranged opposite to it. The bottom beam (3) has a connecting beam assembly on one side and an upper crossbeam assembly on the other side. The bottom beam (3) has a lower crossbeam assembly in the middle position.

2. The container truck mounting bracket and monitoring system according to claim 1, characterized in that: The connecting beam assembly includes a transverse connecting beam (8) and a longitudinal connecting beam (9). The transverse connecting beams (8) are spaced apart and fixedly connected to the bottom beam (3). The longitudinal connecting beams (9) are arranged along the width direction of the container and fixedly connected between adjacent transverse connecting beams (8).

3. The container truck mounting bracket and monitoring system according to claim 1, characterized in that: The upper crossbeam assembly includes a first upper crossbeam (10), support blocks (11), support frames (12), support beams (7), lifting rings (13), and ear plates (6). The first upper crossbeam (10) is horizontally arranged along the width direction of the container. The two ends of the first upper crossbeam (10) are detachably installed on the inclined tops of the two side frames (1). The top of the first upper crossbeam (10) is provided with a sliding groove, and multiple support blocks (11) are slidably installed in the sliding groove. Connecting rods (14) are fixedly connected between the support blocks (11). Lifting rings (13) are symmetrically fixedly installed on the side walls of the two ends of the first upper crossbeam (10). Ear plates (6) are fixedly installed on both sides of the first upper crossbeam (10). Support frames (12) are fixedly installed on both ends of the first upper crossbeam (10). Support beams (7) are detachably installed on both ends of the bottom of the first upper crossbeam (10). The other end of the support beam (7) is detachably connected to the side frame (1).

4. The container truck mounting bracket and monitoring system according to claim 1, characterized in that: The lower crossbeam assembly includes a first lower crossbeam (15), lifting rings (13), ear plates (6), support seats (16), limiting posts (17), and support beams (7). The first lower crossbeam (15) is horizontally arranged along the width direction of the container. The two ends of the first lower crossbeam (15) are detachably installed at the inclined bottom ends of the two side frames (1). Multiple support seats (16) are evenly fixedly installed on the top of the first lower crossbeam (15). The surface of the support seats (16) is provided with anti-slip texture. Lifting rings (13) are symmetrically fixedly installed on both ends of the first lower crossbeam (15). Ear plates (6) are fixedly installed on both sides of the first lower crossbeam (15). Limiting posts (17) are installed at both ends of the top of the first lower crossbeam (15). Support beams (7) are detachably installed at both ends of the bottom of the first lower crossbeam (15). The other end of the support beams (7) is detachably connected to the side frames (1).

5. The container truck mounting bracket and monitoring system according to claim 1, characterized in that: The fixed frame is equipped with a monitoring system, which includes a data acquisition unit, a transmission unit, a vehicle data acquisition unit, and a monitoring terminal. The data acquisition unit includes a stress sensor, a displacement sensor, and an inclination sensor. The stress sensor is fixedly installed at each main load-bearing beam and connection node. The displacement sensor is installed at the connection between the upper crossbeam assembly, the lower crossbeam assembly, and the side frame (1). The inclination sensor is installed at the side frame (1) and the upper beam (5). The vehicle data acquisition unit is installed at the position of the fixed frame corresponding to the vehicle chassis. The vehicle data acquisition unit includes a pressure sensor and a position sensor.

6. A monitoring system for a container truck mounting bracket according to any one of claims 1-5, characterized in that, Includes the following steps: Step S1: Install stress sensors, displacement sensors and tilt sensors at each detection point on the fixed frame body in sequence, and install pressure sensors and position sensors at the corresponding vehicle chassis positions. After the monitoring system is set up, the vehicle to be transported is placed in the designated position on the fixed frame body by hoisting. After the vehicle is fixed, the entire structure is loaded into the container and locked. Step S2: Data acquisition initialization. Initial state data of the mounting frame and vehicle are acquired through the data acquisition unit and the vehicle data acquisition unit. Step S3: Real-time status monitoring, establish a monitoring model for the safety of the fixed frame structure and the fixed status of the vehicle, and transmit and analyze the collected dynamic data in real time; Step S4, Anomaly Warning and Recording: When data is detected to exceed the safety threshold, a tiered warning is triggered and the entire process data is stored.

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