Automobile tire transfer frame

Abstract

The utility model relates to the technical field of automobiles, in particular to an automobile tire transfer frame which comprises a first frame, a second frame and a third frame, the first frame comprises two parallel first cross beams, one ends of the two first cross beams are connected through a first end rod, the upper end of the first end rod is provided with a blocking rod for blocking tires, and the second cross beams are connected through a second end rod. A first wheel is arranged at the lower end of the first end rod, the second frame comprises two parallel second cross beams which are connected through a second reinforcing rod, the second cross beams are located on the outer sides of the first cross beams and are in sliding fit with the first cross beams, and the third frame comprises two parallel third cross beams which are located on the outer sides of the second cross beams and are in sliding fit with the first cross beams. One ends of the two third cross beams are connected through a second end rod, the third cross beams are located on the outer side of the second cross beam and are in sliding fit with the second cross beam, a second wheel is arranged at the lower end of the second end rod, and a handlebar is connected to the upper end of the second end rod; the requirement for increasing the number of tires transferred at a time is met, and the requirement for small containing space is also met.

Description

Technical Field

[0001] This utility model relates to the field of automotive technology, specifically to an automotive tire transfer rack. Background Technology

[0002] Tire transfer racks are devices specifically designed for storing and transferring car tires. They effectively save space, protect tires from compression or aging, and make them easy to access. At the same time, they can greatly save tire handling time and improve handling efficiency.

[0003] Currently, most tire transfer racks are fixed. Smaller transfer racks can transfer fewer tires at a time, requiring multiple transfers and resulting in low efficiency. Larger transfer racks take up a lot of space after use and are not easy to store. Utility Model Content

[0004] This utility model addresses the aforementioned shortcomings of existing technologies by providing a car tire transfer rack. The rack's dimensions can be adjusted in length according to usage requirements, allowing for adjustments to the number of tires transferred in a single transaction. After use, the rack can be stored away, significantly saving storage space. This satisfies both the requirement to increase the number of tires that can be transferred at once and the requirement for minimal storage space.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] A car tire transfer rack includes a first frame, a second frame, and a third frame. The first frame includes two parallel first crossbeams, one end of which is connected by a first end rod. The upper end of the first end rod has a tire-shielding bar, and the lower end of the first end rod has a first wheel. The second frame includes two parallel second crossbeams connected by a second reinforcing rod. The second crossbeams are located outside the first crossbeams and slide in engagement with them. The first and second crossbeams are fixed together by a first locking bolt. The third frame includes two parallel third crossbeams, one end of which is connected by a second end rod. The third crossbeams are located outside the second crossbeams and slide in engagement with them. The second and third crossbeams are fixed together by a second locking bolt. The lower end of the second end rod has a second wheel, and the upper end of the second end rod is connected to a handlebar.

[0007] Preferably, a first reinforcing rod is connected between the two first crossbeams.

[0008] Preferably, the side wall of the first crossbeam is provided with a parallel first sliding groove and a first limiting groove, the inner side wall of the second crossbeam is provided with a first protrusion that cooperates with the first sliding groove, the end of the second crossbeam is provided with a first limiting plate that cooperates with the first limiting groove, and the first locking bolt is connected to the first limiting plate.

[0009] Preferably, the second crossbeam has a parallel second sliding groove and a second limiting groove on its side wall, the third crossbeam has a second protrusion that mates with the second sliding groove on its inner wall, the end of the third crossbeam has a second limiting plate that mates with the second limiting groove, and the second locking bolt is connected to the second limiting plate.

[0010] Preferably, both the first wheel and the second wheel are omnidirectional wheels.

[0011] Preferably, the handlebar has a top rod for fixing the tire on its side wall.

[0012] Preferably, a third reinforcing rod connects the two third crossbeams.

[0013] Compared with the prior art, the beneficial effects of this utility model are:

[0014] 1. The frame size of this utility model can be adjusted in length according to usage requirements, thereby adjusting the number of tires transferred in a single operation. After use, the frame can be stored, greatly saving storage space. This satisfies both the requirement to increase the number of tires transferred in a single operation and the requirement to keep storage space small.

[0015] 2. The first frame and the second frame, and the second frame and the third frame of this utility model are slidably connected and fixed by locking bolts, making opening and closing convenient and quick to use. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of this utility model when it is being stored.

[0017] Figure 2 This is a schematic diagram of the structure of the present invention when unfolded.

[0018] Figure 3 This is a schematic diagram of the first chassis structure;

[0019] Figure 4 This is a schematic diagram of the second frame structure;

[0020] Figure 5 This is a structural diagram of the third frame;

[0021] Figure 6 This is a schematic diagram of the structure when the present invention is in use. Figure 1 ;

[0022] Figure 7 This is a schematic diagram of the structure of the present invention in use. Figure 2 ;

[0023] In the diagram: 1-First frame; 101-First wheel; 102-First end rod; 103-Bar; 104-First limiting groove; 105-First sliding groove; 106-First crossbeam; 107-First reinforcing rod; 2-Second frame; 201-Second crossbeam; 202-Second sliding groove; 203-Second limiting groove; 204-First protruding strip; 205-First limiting plate; 206-First locking bolt; 207-Second reinforcing rod; 3-Third frame; 301-Handlebar; 302-Top rod; 303-Second end rod; 304-Second wheel; 305-Third crossbeam; 306-Third reinforcing rod; 307-Second locking bolt; 308-Second limiting plate; 309-Second protruding strip; 4-Tire. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0025] like Figure 1 , Figure 2 As shown, a car tire transfer rack includes a first frame 1, a second frame 2 and a third frame 3, wherein the second frame 2 is slidably engaged with the first frame 1 and the third frame 3 is slidably engaged with the second frame 2;

[0026] like Figure 3 As shown, the first frame 1 includes two parallel first crossbeams 106. One end of the two first crossbeams 106 is connected by a first end rod 102. The upper end of the first end rod 102 is provided with a stop rod 103 to block the tire 4, and the lower end of the first end rod 102 is provided with a first wheel 101. Figure 4 As shown, the second frame 2 includes two parallel second crossbeams 201 connected by a second reinforcing rod 207. The second crossbeams 201 are located outside the first crossbeam 106 and slide against the first crossbeam 106. The first crossbeam 106 and the second crossbeams 201 are fixed together by a first locking bolt 206. Figure 5 As shown, the third frame 3 includes two parallel third crossbeams 305. One end of the two third crossbeams 305 is connected by a second end rod 303. The third crossbeams 305 are located outside the second crossbeam 201 and slide against the second crossbeam 201. The second crossbeam 201 and the third crossbeam 305 are fixed together by a second locking bolt 307. The lower end of the second end rod 303 is provided with a second wheel 304, and the upper end of the second end rod 303 is connected to a handlebar 301.

[0027] To improve the overall structural strength and stability, a first reinforcing rod 107 is connected between the two first crossbeams 106, and a third reinforcing rod 306 is connected between the two third crossbeams 305.

[0028] The first crossbeam 106 has a parallel first sliding groove 105 and a first limiting groove 104 on its side wall. The first limiting groove 104 is located below the first crossbeam 106. The second crossbeam 201 has a first protrusion 204 that mates with the first sliding groove 105 on its inner side wall. The end of the second crossbeam 201 has a first limiting plate 205 that mates with the first limiting groove 104. The first locking bolt 206 is connected to the first limiting plate 205 and is located below the second crossbeam 201.

[0029] The second crossbeam 201 has a parallel second sliding groove 202 and a second limiting groove 203 on its side wall. The second limiting groove 203 is located above the second crossbeam 201. The inner wall of the third crossbeam 305 has a second protrusion 309 that cooperates with the second sliding groove 202. The end of the third crossbeam 305 has a second limiting plate 308 that cooperates with the second limiting groove 203. The second locking bolt 307 is connected to the second limiting plate 308 and is located above the third crossbeam 305.

[0030] Both the first wheel 101 and the second wheel 304 are swivel wheels.

[0031] The first frame 1, the second frame 2, and the third frame 3 can each hold four tires 4, that is, they can hold three sets of tires 4, for a total of 12. The side wall of the handlebar 301 is provided with a top rod 302 for fixing the tires 4, so that the handlebar 301 and the tires 4 maintain a certain distance.

[0032] Whether storing or unfolding for use, it needs to be secured with locking bolts. After storage, as... Figure 6 As shown, the transfer rack can transfer four tires (4), which is exactly the number of tires (4) of a vehicle. Figure 7 As shown, during batch transfers, the second frame 2 and the third frame 3 can be deployed to transfer all 12 tires 4 at once, improving transfer efficiency. The device saves significant space when stowed, making it easy to store.

[0033] Obviously, those skilled in the art can make various modifications and variations to this utility model without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this utility model and their equivalents, this utility model also intends to include these modifications and variations.

Claims

1. A car tire transfer rack, characterized in that: The vehicle includes a first frame, a second frame, and a third frame. The first frame includes two parallel first crossbeams, one end of which is connected by a first end rod. The upper end of the first end rod has a tire guard, and the lower end of the first end rod has a first wheel. The second frame includes two parallel second crossbeams connected by a second reinforcing rod. The second crossbeams are located outside the first crossbeams and slide against them. The first and second crossbeams are fixed together by a first locking bolt. The third frame includes two parallel third crossbeams, one end of which is connected by a second end rod. The third crossbeams are located outside the second crossbeams and slide against them. The second and third crossbeams are fixed together by a second locking bolt. The lower end of the second end rod has a second wheel, and the upper end of the second end rod is connected to a handlebar.

2. The automobile tire transfer rack as described in claim 1, characterized in that: A first reinforcing rod connects the two first crossbeams.

3. The automobile tire transfer rack as described in claim 1, characterized in that: The first crossbeam has a parallel first sliding groove and a first limiting groove on its side wall, the second crossbeam has a first protrusion that mates with the first sliding groove on its inner side wall, the end of the second crossbeam has a first limiting plate that mates with the first limiting groove, and the first locking bolt is connected to the first limiting plate.

4. The automobile tire transfer rack as described in claim 1, characterized in that: The second crossbeam has a parallel second sliding groove and a second limiting groove on its side wall. The third crossbeam has a second protrusion that mates with the second sliding groove on its inner wall. The end of the third crossbeam has a second limiting plate that mates with the second limiting groove. The second locking bolt is connected to the second limiting plate.

5. The automobile tire transfer rack as described in claim 1, characterized in that: Both the first wheel and the second wheel are omnidirectional wheels.

6. The automobile tire transfer rack as described in claim 1, characterized in that: The handlebars are equipped with a top rod for fixing the tires on their sidewalls.

7. The automobile tire transfer rack as described in claim 1, characterized in that: A third reinforcing rod connects the two third crossbeams.

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