Transport assembly for vehicle chassis

Abstract

The utility model relates to a transportation assembly for a vehicle chassis, which comprises a box body, a first base plate, a second base plate, a plurality of transportation assemblies and a plurality of transportation assemblies, and is characterized in that the box body is internally provided with a containing cavity for placing the vehicle chassis; the first supporting part is placed on the bottom wall of the containing cavity, and the first supporting part is used for supporting the first chassis; the second supporting part is used for being placed on the first chassis, the second supporting part comprises a first bearing frame and a first bracket which are arranged in a spaced mode, the first bearing frame is used for limiting the engine end of the second chassis, and the first bracket is used for limiting the end, away from the engine, of the second chassis; and the second chassis can be fixedly placed on the first chassis. Therefore, under the condition that the transportation height is limited, the space of the transportation tool can be utilized as much as possible, the vehicle chassis can be transported as much as possible at a time under the condition that the transportation safety of the vehicle chassis is guaranteed, and the transportation cost is reduced.

Description

Technical Field

[0001] The present disclosure relates to the field of transportation, and in particular, to a transportation assembly for a vehicle chassis. Background Art

[0002] CKD cars (Completely Knocked Dow) refer to cars that are completely disassembled for trade when they are imported or exported. After arriving at the destination, all the parts of the car are assembled into a complete vehicle. In the past transportation process, a container can only hold one chassis, and other CKD parts are not easy to stack into the container. Not only does it waste space and increase transportation costs, but the sea transportation is also windy and wavy, with high transportation risks. The transportation safety and quality of the vehicle chassis and other parts cannot be ensured during bumps, and it is easy to cause damage to the parts or deformation of the vehicle chassis due to bumps and bumps. Utility Model Content

[0003] The purpose of the present invention is to provide a transport assembly for a vehicle chassis, so as to solve the problem that a vehicle chassis cannot be packed into a box with multiple chassis, and the vehicle chassis is easily bumped and deformed during transportation.

[0004] In order to achieve the above object, the present disclosure provides a transport assembly for a vehicle chassis, comprising:

[0005] A box body, wherein a receiving cavity for placing a vehicle chassis is formed inside the box body, and the vehicle chassis includes a first chassis and a second chassis;

[0006] a first supporting portion, placed on the bottom wall of the accommodating cavity, the first supporting portion being used to support the first chassis; and

[0007] The second supporting portion is used to be placed on the first chassis, and the second supporting portion includes a first load-bearing frame and a first bracket which are arranged at intervals, wherein the first load-bearing frame is used to limit the engine end of the second chassis, and the first bracket is used to limit the end of the second chassis away from the engine, so that the second chassis can be fixedly placed on the first chassis.

[0008] Optionally, the first load-bearing frame comprises:

[0009] a first base, used to be placed on the first chassis, and the first base extends along the width direction of the vehicle chassis,

[0010] First limiting branch ends are respectively formed at two ends of the extension direction of the first base, and the first limiting branch ends extend toward the first chassis, and are used to limit the first chassis in the width direction of the vehicle chassis;

[0011] A first support seat is disposed on the first base and extends in a direction away from the first chassis; and

[0012] Two second limiting branches are spaced apart along the length direction of the vehicle chassis at one end of the first support seat away from the first chassis, and are used to limit the second chassis in the length direction of the vehicle chassis.

[0013] Optionally, the first base is an I-shaped structure, and balancing sections are respectively formed at four edges of the I-shaped structure, which are used to be placed on the first chassis and extend along the width direction of the vehicle chassis.

[0014] Optionally, the first bracket comprises:

[0015] A first bracket, used to be placed on the first chassis, and the first bracket extends along the width direction of the vehicle chassis;

[0016] The third limiting branches are respectively formed at the edge of the first bracket close to the first chassis and extend toward the first chassis, so that the first bracket can be clamped on the first chassis; and

[0017] The fourth limiting branch ends are respectively formed at the edge of the first bracket close to the second chassis and extend toward the second chassis, and are used to limit the second chassis in the width direction of the vehicle chassis.

[0018] Optionally, the second supporting portion further includes a wheel limiting frame, which is disposed between the first load-bearing frame and the first bracket and is used to limit the wheels of the second chassis.

[0019] Optionally, the wheel limiting frame comprises:

[0020] A second base, configured to be placed on the first chassis; and

[0021] Two limiting frames are obliquely arranged on the second base, and the two limiting frames are gradually expanded to form a space for accommodating the wheels of the second chassis.

[0022] Optionally, the first supporting portion includes:

[0023] a second load-bearing frame, placed on the bottom wall of the accommodating cavity, and used to limit the engine end of the first chassis; and

[0024] A plurality of second brackets are placed on the bottom wall of the accommodating cavity, the second brackets and the second load-bearing frame are spaced apart along the length direction of the vehicle chassis, and the plurality of second brackets are spaced apart along the length direction of the vehicle chassis for supporting the first chassis.

[0025] Optionally, the second load-bearing frame comprises:

[0026] A third base is placed on the bottom wall of the accommodating cavity, and the third base extends along the width direction of the vehicle chassis;

[0027] A second supporting seat is disposed on the third base and extends in a direction away from the bottom wall of the accommodating cavity; and

[0028] Two fifth limiting branches are spaced apart along the length direction of the vehicle chassis at one end of the second support seat away from the bottom wall of the accommodating cavity, and are used to limit the first chassis in the length direction of the vehicle chassis.

[0029] Optionally, the second bracket comprises:

[0030] a second bracket, placed on the bottom wall of the accommodating cavity, and extending along the width direction of the vehicle chassis; and

[0031] The sixth limiting branch ends are respectively formed at the edge of the second bracket close to the first chassis and extend toward the first chassis, and are used to limit the first chassis in the width direction of the vehicle chassis.

[0032] Optionally, a buffer pad is provided on a side of the first supporting portion in contact with the first chassis and a side of the second supporting portion in contact with the second chassis.

[0033] Through the above technical solution, the first support part and the second support part 4 are arranged inside the box body to stack the second chassis on the first chassis, wherein, since most of the weight of the chassis is located at the engine end, the first load-bearing frame in the second support part can limit the engine end of the second chassis above, and the first bracket can be located on the side away from the engine end to support the second chassis, which can not only limit the second chassis to reduce the displacement of the second chassis during transportation, but also enable the second chassis to be placed stably on the first chassis, and at the same time, it can share the pressure of the engine end of the second chassis on the first chassis, so that the first chassis is evenly stressed and the possibility of deformation of the first chassis is reduced. In this way, the space of the transportation tool can be used as much as possible when the transportation height is limited, so as to transport as many vehicle chassis as possible at a time while ensuring the transportation safety of the vehicle chassis, so as to reduce the transportation cost.

[0034] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0036] Figure 1 is a schematic diagram of a transport assembly according to one embodiment of the present disclosure.

[0037] Figure 2 yes Figure 1 Cross-sectional view of part A of the foundation.

[0038] Figure 3 yes Figure 1 Cross-sectional view of part B of the foundation.

[0039] Figure 4 yes Figure 1 Cross-sectional view of part C of the foundation.

[0040] Figure 5 yes Figure 1 Cross-sectional view of section D of the foundation.

[0041] Figure 6 It is a schematic diagram of a first load-bearing frame in a transport assembly according to an embodiment of the present disclosure.

[0042] Figure 7 It is a side view of a first load-bearing frame in a transport assembly according to an embodiment of the present disclosure.

[0043] Figure 8 It is a top view of the first load-bearing frame in the transport assembly according to one embodiment of the present disclosure.

[0044] Fig. 9 is a schematic diagram of a first bracket in a transport assembly according to an embodiment of the present disclosure.

[0045] Fig.10 is a side view of a first bracket in a transport assembly according to an embodiment of the present disclosure.

[0046] Fig.11 It is a schematic diagram of a wheel limit frame in a transport assembly according to an embodiment of the present disclosure.

[0047] Fig.12 It is a side view of a wheel limit frame in a transport assembly according to an embodiment of the present disclosure.

[0048] Fig.13 It is a schematic diagram of a second load-bearing frame in a transport assembly according to an embodiment of the present disclosure.

[0049] Fig.14 is a side view of a second load-bearing frame in a transport assembly according to an embodiment of the present disclosure.

[0050] Fig.15 is a schematic diagram of a second bracket in a transport assembly according to an embodiment of the present disclosure.

[0051] Fig.16 is a side view of a second bracket in a transport assembly according to an embodiment of the present disclosure.

[0052] Description of Reference Numerals

[0053] 1-box; 21-first chassis; 22-second chassis; 3-first support part; 31-second load-bearing frame; 311-third base; 312-second support seat; 313-fifth limit support end; 32-second bracket; 321-second bracket; 322-sixth limit support end; 4-second support part; 41-first load-bearing frame; 411-first base; 412-first limit support end; 413-first support seat; 414-second limit support end; 415-balancing section; 42-first bracket; 421-first bracket; 422-third limit support end; 423-fourth limit support end; 43-wheel limit frame; 431-second base; 432-limit frame plate. DETAILED DESCRIPTION

[0054] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0055] In the present disclosure, unless otherwise stated, directional words such as "upper" and "lower" are defined for the arrangement direction of the transport component when it is actually used, and directional words such as "inner" and "outer" are defined for the outline of the corresponding component. The use of terms such as "first" and "second" is intended to distinguish different components and does not have order and importance. In addition, in the following description, when referring to the drawings, unless otherwise explained, the same reference numerals in different drawings represent the same or similar elements.

[0056] According to one embodiment of the present disclosure, Figures 1 to 16As shown, a transport assembly for a vehicle chassis is provided, comprising a box body 1, a first support portion 3 and a second support portion 4. A receiving cavity for placing a vehicle chassis may be formed inside the box body 1, and the vehicle chassis comprises a first chassis 21 and a second chassis 22. The first support portion 3 may be placed on the bottom wall of the receiving cavity, and the first support portion 3 may be used to support the first chassis 21. The second support portion 4 is used to be placed on the first chassis 21, and the second support portion 4 comprises a first load-bearing frame 41 and a first bracket 42 arranged at intervals, wherein the first load-bearing frame 41 is used to limit the engine end of the second chassis 22, and the first bracket 42 is used to limit the end of the second chassis 22 away from the engine, so that the second chassis 22 can be fixedly placed on the first chassis 21.

[0057] Through the above technical solution, the first support part 3 and the second support part 4 are arranged inside the box body 1 to stack the second chassis 22 on the first chassis 21, wherein, since most of the weight of the chassis is located at the engine end, the first load-bearing frame 41 in the second support part 4 can limit the engine end of the second chassis 22 above, and the first bracket 42 can be located on the side away from the engine end to support the second chassis 22, which can not only limit the second chassis 22 to reduce the displacement of the second chassis 22 during transportation, but also enable the second chassis 22 to be stably placed on the first chassis 21, and at the same time, can share the pressure of the engine end of the second chassis 22 on the first chassis 21, so that the first chassis 21 is evenly stressed and the possibility of deformation of the first chassis 21 is reduced. In this way, the space of the transportation tool can be used as much as possible when the transportation height is limited, so as to transport as many vehicle chassis as possible at a time while ensuring the transportation safety of the vehicle chassis, so as to reduce the transportation cost.

[0058] It should be noted that, during the stacking process of the first chassis 21 and the second chassis 22, the first chassis 21 and the second chassis 22 can be set in reverse, that is, the engine end of the first chassis 21 is located at the non-engine end of the second chassis 22, and the engine end of the second chassis 22 is located at the non-engine end of the first chassis 21. Since the weight of the vehicle chassis is mostly concentrated on the engine end, the reverse stacking of the first chassis 21 and the second chassis 22 can better balance the weight of the vehicle chassis and prevent the vehicle chassis from being deformed or tipped over due to excessive weight in a certain section. During the stacking process of the vehicle chassis, the chassis with a lower height can be located at the bottom as the first chassis 21, and the chassis with a higher height can be stacked on top as the second chassis 22. Parts such as a ceiling frame can also be placed on top of the second chassis 22, and the present disclosure does not limit this. The side of the first support part 3 in contact with the first chassis 21 and the side of the second support part 4 in contact with the second chassis 22 can be provided with a buffer pad, that is, the friction between the vehicle chassis and the first support part 3 or the second support part 4 can be increased, and the limiting effect can be increased. The buffer pad can be made of rubber, leather or cloth, and the present disclosure does not limit this. At the same time, since the buffer pad is made of soft material, it can also prevent bumps caused by hard contact during transportation bumps, so as to reduce the possibility of damage to the vehicle chassis.

[0059] Furthermore, if Figure 2 , Figures 6 to 8As shown, the first load-bearing frame 41 may include a first base 411, a first limiting branch end 412, a first support seat 413 and two second limiting branches 414. The first base 411 can be used to be placed on the first chassis 21, and the first base 411 extends along the width direction of the vehicle chassis. The first limiting branches 412 are respectively formed at both ends of the extension direction of the first base 411, and the first limiting branches 412 extend toward the first chassis 21, and can be stuck on both sides of the beam of the first chassis 21, so that the first load-bearing frame 41 can be stably placed on the first chassis 21, and can also be used to limit the first chassis 21 in the width direction of the vehicle chassis. Here, the first limiting branch end 412 can be perpendicular to the surface of the first base 411 close to the first limiting branch end 412, and the present disclosure does not limit this. The first support seat 413 is arranged on the first base 411 and extends in a direction away from the first chassis 21. The two second limiting branches 414 can be arranged at intervals along the length direction of the vehicle chassis at one end of the first support seat 413 away from the first chassis 21, and the two second limiting branches 414 can form a U-shaped structure to clamp the two sides of the end trapezoidal beam of the second chassis 22, so as to limit the second chassis 22 in the length direction of the vehicle chassis. In this way, by setting the second limiting branches 414, not only can the first load-bearing frame 41 support the weight of the engine end of the second chassis 22, but also the engine end trapezoidal beam can be limited to prevent the second chassis 22 from being displaced in the length direction during transportation, so that the second chassis 22 can be stacked on the first chassis 21 more stably.

[0060] Furthermore, if Figure 8 As shown, the first base 411 may be an I-shaped structure, and the two transverse ends of the I-shaped structure are respectively located at the edges of the width direction of the first chassis 21, and the four edges of the I-shaped structure, that is, the edges of the two transverse ends, are respectively formed with balancing sections 415 for being placed on the first chassis 21 and extending along the width direction of the vehicle chassis. The balancing section 415 can make the first load-bearing frame 41 placed on the first chassis 21 more stable and prevent the first load-bearing frame 41 from tipping over. In addition, if there is a corresponding matching structure on the first chassis 21 or the second chassis 22, the balancing section 415 can also extend into the matching structure to play a role of clamping, and the present disclosure does not limit this.

[0061] According to one embodiment of the present disclosure, Figure 4 , Fig. 9 and Fig.10As shown, the first bracket 42 may include a first bracket 421, a third limiting branch end 422 and a fourth limiting branch end 423. The first bracket 421 may be used to be placed on the first chassis 21, and the first bracket 421 extends along the width direction of the vehicle chassis. The first bracket 421 may support the second chassis 22 so that the second chassis 22 may be placed on the first bracket 421. The third limiting branch end 422 may be formed at the edge of the first bracket 421 close to the first chassis 21 and extend toward the first chassis 21. Here, the extension may be extended toward the first chassis 21 in the height direction of the vehicle chassis, so that the first bracket 42 can be clamped on the first chassis 21, thereby limiting the first bracket 42 in the width direction of the vehicle chassis. The fourth limiting branch end 423 may be formed at the edge of the first bracket 421 close to the second chassis 22 and extend toward the second chassis 22, for limiting the second chassis 22 in the width direction of the vehicle chassis. The third limiting branch end 422 can make the first bracket 42 more firmly fixed on the first chassis 21 to prevent rollover, and the fourth limiting branch end 423 can limit the second chassis 22 in the width direction of the vehicle chassis while supporting the side of the second chassis 22 away from the engine end. Here, the third limiting branch end 422 can be perpendicular to the surface of the first bracket 421 close to the third limiting branch end 422, and the fourth limiting branch end 423 can be perpendicular to the surface of the first bracket 421 close to the fourth limiting branch end 423, which is not limited in the present disclosure.

[0062] According to one embodiment of the present disclosure, Figure 3 As shown, the second support part 4 may also include a wheel limiting frame 43, which is arranged between the first load-bearing frame 41 and the first bracket 42. Here, it means that the wheel limiting frame 43 is located between the first load-bearing frame 41 and the first bracket 42 in the length direction of the vehicle chassis. The three are arranged at intervals to limit the wheels of the second chassis 22. Prevent the displacement of the second chassis 22 caused by the wheels of the second chassis 22 rolling on the first chassis 21 along the length direction of the vehicle chassis due to transportation bumps. At the same time, the wheel limiting frame 43 can play a certain supporting role, and cooperate with the first load-bearing frame 41 and the first bracket 42 on both sides to make the second chassis 22 supported on the first chassis 21 more stably. In addition, when the second chassis 22 has multiple wheels arranged at intervals in the length direction of the vehicle chassis, there may also be multiple wheel limiting frames 43, which is not limited in the present disclosure.

[0063] Furthermore, if Fig.11 and Fig.12As shown, the wheel limiting frame 43 may include a second base 431 and two limiting frame plates 432. The second base 431 may be used to be placed on the first chassis 21. The two limiting frame plates 432 may be tilted and arranged on the second base 431. The two limiting frame plates 432 are gradually expanded to form a space for accommodating the wheel of the second chassis 22. The tilted arrangement of the two limiting frame plates 432 may better match the contour of the wheel, thereby making the limiting of the wheel more stable.

[0064] It should be noted that the first load-bearing frame 41, the first bracket 42 and the wheel limiting frame 43 can all be designed as height-adjustable frames. When the height of the box body 1 is relatively low, in order to accommodate the stacked first chassis 21 and the second chassis 22 in the height direction at the same time, the first load-bearing frame 41, the first bracket 42 and the wheel limiting frame 43 can all be designed to be shorter to meet the use requirements.

[0065] According to one embodiment of the present disclosure, Figures 1 to 5 As shown, the first support part 3 may include a second load-bearing frame 31 and a plurality of second brackets 32. The second load-bearing frame 31 may be placed on the bottom wall of the accommodating cavity to limit the engine end of the first chassis 21. A plurality of second brackets 32 may be placed on the bottom wall of the accommodating cavity. The second brackets 32 and the second load-bearing frame 31 are spaced apart along the length direction of the vehicle chassis, and the plurality of second brackets 32 may be spaced apart along the length direction of the vehicle chassis to support the first chassis 21. Since most of the weight of the first chassis 21 is located at the engine end, the second load-bearing frame 31 is provided at the engine end, and the second brackets 32 may be evenly provided in the direction away from the engine end to evenly support the first chassis 21, and prevent the first chassis 21 from warping or collapsing on the side away from the engine end, thereby affecting the placement of the second chassis 22 above.

[0066] Furthermore, if Figure 5 , Fig.13 and Fig.14As shown, the second load-bearing frame 31 includes a third base 311, a second support seat 312 and two fifth limiting branches 313. The third base 311 can be placed on the bottom wall of the accommodating cavity, and the third base 311 extends along the width direction of the vehicle chassis. The second support seat 312 can be arranged on the third base 311 and extend in the direction away from the bottom wall of the accommodating cavity. The two fifth limiting branches 313 can be arranged at intervals along the length direction of the vehicle chassis at one end of the second support seat 312 away from the bottom wall of the accommodating cavity, and the two fifth limiting branches 313 can form a U-shaped structure stuck on the first chassis 21, which is used to limit the first chassis 21 in the length direction of the vehicle chassis. In this way, through the setting of the fifth limiting branch 313, not only can the second load-bearing frame 31 support the weight of the engine end of the first chassis 21, but also the structure of the engine end can be limited to prevent the first chassis 21 from being displaced in the length direction during transportation. Make the first chassis 21 placed more stably.

[0067] According to one embodiment of the present disclosure, Figure 2 , Figure 3 , Fig.15 and Fig.16 As shown, the second bracket 32 ​​may include a second bracket 321 and a sixth position-limiting branch end 322. The second bracket 321 may be placed on the bottom wall of the accommodating cavity, and the second bracket 321 extends in the width direction of the vehicle chassis. The second bracket 321 may support the first chassis 21, so that the first chassis 21 is placed on the second bracket 321. The sixth position-limiting branch end 322 may be formed at the edge of the second bracket 321 close to the first chassis 21, and extend toward the first chassis 21. The extension here may be extended toward the first chassis 21 in the height direction of the vehicle chassis, so as to limit the first chassis 21 in the width direction of the vehicle chassis, so that the first chassis 21 is clamped on the second bracket 32, thereby stably supporting the first chassis 21.

[0068] During the packing process of the first chassis 21 and the second chassis 22, the vehicle loaded with the box body 1 can be first reversed into a suitable position of the loading platform to make the gap between the rear end of the box body 1 and the loading platform as small as possible to facilitate the passage of the forklift and the forklift to transport the stacked chassis, and then adjust the height of the loading platform to be flush with the upper surface of the bottom wall of the accommodating cavity in the box body 1, and then use a tightening rope to tie the stacked first chassis 21 and the second chassis 22 together. The binding must be firm so that there is no looseness between the first chassis 21 and the second chassis 22, and then tie the first load-bearing frame 41, the first bracket 42, the wheel limit frame 43 and the second bracket 32 ​​at the positions corresponding to the two chassis, and push them into the accommodating cavity of the box body 1 together with the forklift. It should be noted that when the first chassis 21 and the second chassis 22 are stacked in reverse and the engine end of the first chassis 21 is located inside the box body 1, it is inconvenient to carry the second load-bearing frame 31 into the box body 1 through the equipment after the vehicle chassis is packed. Therefore, it can be placed in a suitable position inside the accommodating cavity of the box body 1 in advance without affecting the loading. During the loading process, the forklift lifts the front end beam of the first chassis 21, pays attention to the gap between the height direction and the box body 1 and the gap between the vehicle chassis and the box body 1 in the width direction, and pushes it into the box body 1 steadily. After the vehicle chassis enters the box body 1, the second load-bearing frame 31 can be re-placed under the engine of the first chassis 21. The first chassis 21 and the second chassis 22 are tied with a rope tightener. Hooks can be set up on the upper and lower sides of the box body 1 for the binding of the rope tightener, so as to form a whole with the box body 1, so that the six degrees of freedom of the vehicle chassis are effectively constrained.

[0069] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0070] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0071] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A transport assembly for a vehicle chassis, characterized in that: include: A box body, wherein a receiving cavity for placing a vehicle chassis is formed inside the box body, and the vehicle chassis includes a first chassis and a second chassis; A first supporting portion is placed on the bottom wall of the accommodating cavity, and the first supporting portion is used to support the first chassis; and The second supporting portion is used to be placed on the first chassis, and the second supporting portion includes a first load-bearing frame and a first bracket which are arranged at intervals, wherein the first load-bearing frame is used to limit the engine end of the second chassis, and the first bracket is used to limit the end of the second chassis away from the engine, so that the second chassis can be fixedly placed on the first chassis.

2. The transport assembly for a vehicle chassis according to claim 1, characterized in that: The first load-bearing frame comprises: a first base, used to be placed on the first chassis, and the first base extends along the width direction of the vehicle chassis, First limiting branch ends are respectively formed at two ends of the extension direction of the first base, and the first limiting branch ends extend toward the first chassis, and are used to limit the first chassis in the width direction of the vehicle chassis; A first support seat is disposed on the first base and extends in a direction away from the first chassis; and Two second limiting branches are spaced apart along the length direction of the vehicle chassis at one end of the first support seat away from the first chassis, and are used to limit the second chassis in the length direction of the vehicle chassis.

3. The transport assembly for a vehicle chassis according to claim 2, characterized in that: The first base is an I-shaped structure, and balancing sections are respectively formed at four edges of the I-shaped structure, which are used to be placed on the first chassis and extend along the width direction of the vehicle chassis.

4. The transport assembly for a vehicle chassis according to claim 1, characterized in that: The first bracket comprises: A first bracket, used to be placed on the first chassis, and the first bracket extends along the width direction of the vehicle chassis; The third limiting branches are respectively formed at the edge of the first bracket close to the first chassis and extend toward the first chassis, so that the first bracket can be clamped on the first chassis; and The fourth limiting branch ends are respectively formed at the edge of the first bracket close to the second chassis and extend toward the second chassis, and are used to limit the second chassis in the width direction of the vehicle chassis.

5. The transport assembly for a vehicle chassis according to claim 1, characterized in that: The second supporting portion further includes a wheel limiting frame, which is disposed between the first load-bearing frame and the first bracket and is used for limiting the wheel of the second chassis.

6. The transport assembly for a vehicle chassis according to claim 5, characterized in that: The wheel limiting frame comprises: A second base, configured to be placed on the first chassis; and Two limiting frames are obliquely arranged on the second base, and the two limiting frames are gradually expanded to form a space for accommodating the wheels of the second chassis.

7. The transport assembly for a vehicle chassis according to claim 1, characterized in that: The first supporting portion comprises: a second load-bearing frame, placed on the bottom wall of the accommodating cavity, and used to limit the engine end of the first chassis; and A plurality of second brackets are placed on the bottom wall of the accommodating cavity, the second brackets and the second load-bearing frame are spaced apart along the length direction of the vehicle chassis, and the plurality of second brackets are spaced apart along the length direction of the vehicle chassis for supporting the first chassis.

8. The transport assembly for a vehicle chassis according to claim 7, characterized in that: The second load-bearing frame comprises: A third base is placed on the bottom wall of the accommodating cavity, and the third base extends along the width direction of the vehicle chassis; A second supporting seat is disposed on the third base and extends in a direction away from the bottom wall of the accommodating cavity; and Two fifth limiting branches are spaced apart along the length direction of the vehicle chassis at one end of the second support seat away from the bottom wall of the accommodating cavity, and are used to limit the first chassis in the length direction of the vehicle chassis.

9. The transport assembly for a vehicle chassis according to claim 7, characterized in that: The second bracket comprises: a second bracket, placed on the bottom wall of the accommodating cavity, and extending along the width direction of the vehicle chassis; and The sixth limiting branch ends are respectively formed at the edge of the second bracket close to the first chassis and extend toward the first chassis, and are used to limit the first chassis in the width direction of the vehicle chassis.

10. The transport assembly for a vehicle chassis according to claim 1, characterized in that: A buffer pad is provided on one side of the first supporting portion contacting the first chassis and on one side of the second supporting portion contacting the second chassis.

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