Chain type bundling device and pallet for large goods

Abstract

The utility model relates to transportation technical field especially relates to a chain type binding device for binding large goods to transport car and a bracket for large goods. The chain type binding device comprises first and second chain type binding components. The first chain type binding component comprises first fixing piece, first main chain, first connecting piece, ratchet tensioner, second connecting piece, connecting chain and chain adjuster connected in turn, and the second chain type binding component comprises second fixing piece and second main chain connected in turn. The first and second fixing pieces are fixed to the transport car. The chain adjuster can be selectively connected at different positions of the second main chain to preliminarily determine the binding circumference. The ratchet tensioner can further shorten the binding circumference. The device can be used repeatedly, and can provide stronger binding for goods of different sizes and batches, and greatly reduces the number of operators, operation time and operation difficulty.

Description

Technical Field

[0001] This utility model relates to the field of transportation technology, and in particular to a chain-type binding device for securing large cargo to a transport vehicle and a bracket for large cargo. Background Technology

[0002] In the transportation sector, large cargo typically refers to medium-thick steel plates, coiled steel, round logs, square timber, utility poles, reinforcing bars, and I-beams. These goods are mostly transported by rail, for example, using shared railcars; or by large freight trucks. Usually, these large goods are secured to the transport vehicle using multiple steel wire ropes or nylon straps with appropriate tensioners. However, the combination of steel wire ropes or nylon straps with tensioners is difficult to operate, and these are disposable consumables, resulting in high costs. Furthermore, because different goods and batches have different dimensions, and their dimensions may vary after stacking on the transport vehicle, the required chain circumference varies each time. Moreover, to securely bind these easily shifting large goods, multiple people are needed simultaneously, and each binding session can take several hours.

[0003] Meanwhile, existing connectors that connect the free ends of the chains on both sides typically use open hooks. Since large, easily shifting goods will experience multiple bumps during long-distance transportation, they can easily be pulled out of the open hooks when the chains are in a loose state, leading to binding failure and posing a great safety hazard. Utility Model Content

[0004] (a) Technical problems to be solved

[0005] In view of the above-mentioned shortcomings and deficiencies of the prior art, the present invention provides a reusable, simple and convenient chain binding device that can securely bind large goods to a transport vehicle, and a bracket for large goods with the chain binding device.

[0006] (II) Technical Solution

[0007] To achieve the above objectives, the main technical solutions adopted by this utility model include:

[0008] This utility model provides a chain-type binding device for binding large goods to a transport vehicle, including a first chain-type binding assembly and a second chain-type binding assembly. The first chain-type binding assembly includes a first fixing member, a first main chain, a first connecting member, a ratchet tensioner, a second connecting member, a connecting chain, and a chain adjuster connected in sequence. The second chain-type binding assembly includes a second fixing member and a second main chain connected to each other. The first fixing member and the second fixing member can be fixed to the transport vehicle. The chain adjuster can be selectively connected to different positions on the second main chain to initially determine the binding circumference. The ratchet tensioner can shorten its own length after the binding circumference is initially determined to reduce the binding circumference.

[0009] According to this utility model, the first fixing member and the second fixing member are horn buckles or X-connecting buckles; the first connecting member and the second connecting member are double ring buckles; the first main chain, the second main chain and the connecting chain are short ring chains for lifting of grade G80 or above.

[0010] According to this utility model, it also includes a binding line; the binding line is used to bind the chain segment from its free end to the chain adjuster to the adjacent structure in the first chain binding assembly and / or the second chain binding assembly when the chain segment exceeds 300mm after the chain adjuster is connected to the second main chain.

[0011] According to this utility model, the length of the first chain-type binding assembly when the ratchet tensioner is at its maximum length is 1900-2100mm, and the length of the second chain-type binding assembly is 3100-3500mm; the chain-type binding device can bind a stack of steel plates with a width in the range of 2000-3300mm and a total thickness of 20-500mm to a 13-meter-class or 15.4-meter-class railway flat-pack shared car used as a transport vehicle.

[0012] Another aspect of this utility model provides a bracket for large cargo, including a base frame that can be fixed to a transport vehicle, and a chain-type binding device for binding large cargo to the transport vehicle as described above; at least one set of fixing structures is provided on the base frame, the fixing structure set including a first fixing structure and a second fixing structure that are spaced laterally on the base frame, the first fixing member and the second fixing member being connected to the first fixing structure and the second fixing structure respectively; when the chain adjuster is selectively connected to a certain position of the second main chain, the chain-type binding device can bind the large cargo placed on the bracket.

[0013] According to this utility model, the first fixing structure and the second fixing structure are through holes on the beam of the bottom frame, which are respectively connected to the horizontal pins of the horn buckle or X-connecting buckle, which serve as the first fixing member and the second fixing member.

[0014] According to this utility model, the bottom frame is provided with a recessed area for storing the first main chain and the second main chain, and a storage tray for storing the ratchet tensioner. One side wall of the storage tray is provided with a notch for the handle of the ratchet tensioner to extend out. When the first main chain and the second main chain are stored in the recessed area and the ratchet tensioner is stored in the storage tray, the two trays can be stacked one on top of the other.

[0015] According to this utility model, a stop member is fixed on the bottom frame to form a longitudinal stop for large goods; and / or at least two sets of fixing structure groups are arranged on the bottom frame along the longitudinal direction of the large goods, and at least two sets of chain-type binding devices are connected accordingly.

[0016] According to this utility model, the bottom frame is provided with at least one pair of container corner fittings, which can be connected to the container locks on the 13-meter-class or 15.4-meter-class railway flatbed shared car used as a transport vehicle; large cargo is steel plate with a width in the range of 2000-3300mm and a total thickness in the range of 20-500mm.

[0017] According to this utility model, grooves are provided on both sides of the bottom frame at positions corresponding to the first fixing member and the second fixing member, for the first main chain and the second main chain to pass through.

[0018] (III) Beneficial Effects

[0019] The beneficial effects of this utility model are:

[0020] This utility model discloses a chain-type binding device for securing large goods to a transport vehicle, comprising a first chain-type binding assembly and a second chain-type binding assembly. The first chain-type binding assembly includes a first fixing member, a first main chain, a first connecting member, a ratchet tensioner, a second connecting member, a connecting chain, and a chain adjuster connected in sequence. The second chain-type binding assembly includes a second fixing member and a second main chain connected together. The first and second fixing members can be fixed to the transport vehicle. The chain adjuster can be selectively connected to different positions on the second main chain to initially determine the binding circumference. The ratchet tensioner can shorten its own length after the binding circumference has been initially determined, further reducing the binding circumference. Therefore, this chain-type binding device can be reused repeatedly. Through the cooperation of the chain adjuster and the ratchet tensioner, it can securely bind goods of different sizes and batches. Furthermore, the connection between the two chains is simple and convenient, and the chain-type binding device can be fixed to the transport vehicle without slipping back and forth. Compared with existing technologies, it can significantly reduce the number of operators, operating time, and operational difficulty.

[0021] This utility model discloses a bracket for large cargo, comprising a base frame that can be fixed to a transport vehicle, and the aforementioned chain-type binding device. At least one set of fixing structures is provided on the base frame, each set including a first fixing structure and a second fixing structure spaced laterally on the base frame. The first fixing member and the second fixing member are respectively connected to the first fixing structure and the second fixing structure. When the chain adjuster is selectively connected to a certain position on the second main chain, the chain-type binding device can bind large cargo placed on the bracket. This bracket also possesses the advantages of the aforementioned chain-type binding device. Attached Figure Description

[0022] Figure 1 This is a perspective view of a bracket for large cargo according to Embodiment 1 of the present invention, wherein the first chain-type binding assembly and the second chain-type binding assembly are connected.

[0023] Figure 2 This is a schematic diagram of the structure of the first chain-type binding component of the chain-type binding device in Embodiment 1;

[0024] Figure 3 This is a schematic diagram of the structure of the second chain-type binding component of the chain-type binding device in Embodiment 1;

[0025] Figure 4 This is a front view of the chain adjuster of the first chain-type binding assembly in Embodiment 1;

[0026] Figure 5 This is a side view of the chain adjuster of the first chain-type binding assembly in Embodiment 1;

[0027] Figure 6 This is an exploded view of the ratchet tensioner of the first chain-type binding assembly in Embodiment 1;

[0028] Figure 7 This is a three-dimensional schematic diagram of the ratchet tensioner of the first chain-type binding assembly in Embodiment 1;

[0029] Figure 8 and Figure 9 for Figure 7 A schematic diagram showing the state in which the two ends of the ratchet teeth in the middle ratchet tensioner are engaged with the ratchet.

[0030] Figure 10 This is a schematic diagram of the bracket used to secure large goods in Example 1;

[0031] Figure 11 This is a schematic diagram of the chain-type binding device of Embodiment 1 housed in a bracket, wherein the first chain-type binding assembly and the second chain-type binding assembly are disconnected;

[0032] Figure 12 This is a three-dimensional schematic diagram of a bracket for large goods according to Embodiment 2 of this utility model; the storage tray is not shown.

[0033] Figure 13 This is a three-dimensional schematic diagram of a bracket for large goods according to Embodiment 3 of this utility model; the storage tray is not shown.

[0034] Figure 14 This is a three-dimensional schematic diagram of a tray for large goods according to Embodiment 4 of this utility model; the storage tray is not shown.

[0035] Figure 15 This is a perspective view of the bracket for large goods according to Embodiment 5 of this utility model; the storage tray is not shown.

[0036] Figure 16 This is a three-dimensional schematic diagram of a bracket for large cargo according to Embodiment 6 of this utility model;

[0037] Figure 17 This is a perspective view of the tray for large goods according to Embodiment 7 of this utility model; the storage tray is not shown.

[0038] Explanation of reference numerals in the attached figures:

[0039] 1: First fixing component; 11: First pin; 12: First cross pin; 2: First main chain; 3: First connecting component; 4: Ratchet tensioner; 401: Outer sleeve; 402: First threaded hole; 403: Second threaded hole; 404: First screw; 405: Second screw; 406: First hook; 407: Second hook; 408: Ratchet; 409: Handle; 410: Ring-shaped ear plate; 411: Compression spring; 412 413: Bead; 414: Support shaft; 415: Ratchet; 5: Second connector; 6: Connecting chain; 7: Chain adjuster; 71: First arm; 72: Second arm; 73: Third arm; 74: Fourth arm; 75: Connecting shaft; 76: Chain slot; 77: Pin hole; 78: Limit pin; 79: Arc groove; 8: Second fixing piece; 81: Second pin shaft; 82: First cross pin; 9: Second main chain; A: Base frame; A1: Container corner fitting; A2: Groove; A3: Recessed area; A4: Storage tray; A5: Notch; B: Stop; B1: Steel top plate; B2: Steel side plate; B3: Steel back plate; B4: Reinforcing square tube; B5: Pad strip. Detailed Implementation

[0040] To better explain and facilitate understanding of this utility model, a detailed description of its specific embodiments is provided below with reference to the accompanying drawings. Here, "longitudinal" refers to the front-to-back direction of the transport vehicle, and "lateral" refers to the left-to-right direction of the transport vehicle.

[0041] Example 1

[0042] Reference Figures 1 to 11 The bracket for large cargo in this embodiment can be fixed on a 15.4-meter-class railway flatbed car, supporting the longitudinal ends of steel plates with a width ranging from 2000-3300mm, a length ranging from 5296-15180mm, and a total thickness ranging from 20-500mm. The "total thickness" refers to the vertical distance from the support surface of the bracket to the top surface of the uppermost steel plate after the steel plates are stacked. Of course, to symmetrically support the steel plates, at least two brackets must be installed on the 15.4-meter-class railway flatbed car to support the steel plates.

[0043] The bracket in this embodiment includes a base frame A, which can be fixed to the floor of a 15.4-meter-class railway flatbed shared vehicle. The main body of the base frame A is constructed from steel crossbeams and longitudinal beams. The longitudinal dimension of the base frame A is selected within the range of 2300-4000mm, and in this embodiment, it is 2300mm. The transverse dimension of the base frame A (including the hook) is selected within the range of 2438-3400mm, and in this embodiment, it is 2718mm. In this embodiment, the transverse dimension of the base frame A without the hook is 2558mm. The total height of the bracket is 694mm, and the height of the base frame A is 144mm.

[0044] Furthermore, the bottom frame A is provided with five pairs of container corner fittings A1, specifically the standard container corner fittings specified in GB / T 1835-2023 "Series 1 Container Corner Fittings Technical Requirements". In the figure, BL is the bottom left corner fitting and BR is the bottom right corner fitting. Any one of these five pairs of container corner fittings A1 can connect to a pair of container locks on a 15.4-meter-class railway flatbed wagon to fix the bracket to the floor of the 15.4-meter-class railway flatbed wagon. This embodiment shows five pairs of container corner fittings A1. The advantage is that by selecting different container corner fittings A1, the position of the bracket on the floor of the 15.4-meter-class railway flatbed wagon can be adjusted, thus accommodating large cargo of different lengths. Of course, in other embodiments of this utility model, any number of container corner fittings A1 can be selected, as long as they are arranged in pairs and can connect to the container locks on the transport vehicle.

[0045] This embodiment incorporates container corner fitting A1 into the bracket, conveniently utilizing existing container locks on the 15.4-meter-class railway flatbed wagon for bracket fixation. This eliminates the need for modifications to the 15.4-meter-class railway flatbed wagon, resulting in good versatility for the bracket. Furthermore, the connection between the container locks and container corner fitting A1 is robust and less prone to failure. Moreover, container corner fitting A1 is a conventional, low-cost component with consistent usage rules and stable technical specifications. Of course, in other embodiments of this invention, other existing methods can be used to fix the bottom frame A to the transport vehicle, such as pins or bolts.

[0046] Continue to refer to Figures 1 to 11 The bracket in this embodiment also includes a chain-type binding device for binding large goods to a 15.4-meter-class railway flatbed car. Specifically, the chain-type binding device includes a first chain-type binding assembly and a second chain-type binding assembly that can be selectively connected and disconnected. When the first and second chain-type binding assemblies are connected, they form a closed loop with the base frame A. When the first and second chain-type binding assemblies are disconnected, loading and unloading of large goods is permitted on the base frame A.

[0047] Specific reference Figure 2 The first chain-type binding assembly consists of a first fixing member 1, a first main chain 2, a first connecting member 3, a ratchet tensioner 4, a second connecting member 5, a connecting chain 6, and a chain adjuster 7, connected in sequence. Of course, in other embodiments, the first chain-type binding assembly may incorporate appropriate structures as needed and for other considerations.

[0048] In this embodiment, the first fixing member 1 is a horn buckle. The first end of the first fixing member 1 is provided with a first horizontal pin 12 for connecting with the bottom frame A. The second end of the first fixing member 1 is provided with a first pin 11. The chain link of the first end of the first main chain 2 is hooked to the first pin 11 of the first fixing member 1. The first main chain 2 and the horn buckle, which is the first fixing member 1, form an interlocking connection. The two cannot be disassembled without the use of tools, which can ensure that the connection between the first main chain 2 and the first fixing member 1 does not fail when binding goods for transportation.

[0049] In this embodiment, the first main chain 2 is a G80 type φ13mm manganese steel chain.

[0050] In this embodiment, the first connector 3 is a double-ring buckle. The first end of the first connector 3 is hooked to the link of the second end of the first main chain 2 to form an interlocking connection. The second end of the first connector 3 is connected to the first end of the ratchet tensioner 4. Without the use of tools, the first connector 3 cannot be disassembled from the first main chain 2 and the ratchet tensioner 4 on both sides, which ensures that the connection between the first connector 3 and the first main chain 2 and the ratchet tensioner 4 on both sides does not fail when the goods are bundled for transportation.

[0051] In this embodiment, the second end of the ratchet tensioner 4 is connected to the first end of the second connector 5. The second connector 5 is also a double-ring buckle. The second end of the second connector 5 is hooked to the chain link at the first end of the connecting chain 6, forming an interlocking connection. Without the use of tools, the second connector 5 cannot be disassembled from the ratchet tensioners 4 and the connecting chain 6 on both sides, thus ensuring that the connection between the second connector 5 and the ratchet tensioners 4 and the connecting chain 6 on both sides does not fail when binding goods for transportation.

[0052] In this embodiment, the connecting chain 6 is a G80 type φ13mm manganese steel chain. The link at the second end of the connecting chain 6 is hooked to the chain adjuster 7. Without the use of tools, the connecting chain 6 and the chain adjuster 7 cannot be disassembled, thus ensuring that the connection between the connecting chain 6 and the chain adjuster 7 does not fail when bundling goods for transportation.

[0053] In this embodiment, the double-ring structure of the first connector 3 and the second connector 5 is the same, both including two U-shaped rings and a pin that hinges the open ends of the two U-shaped rings. The first main chain 2, the ratchet tensioner 4, and the connecting chain 6 are hooked and connected to the U-shaped rings to form an interlocking connection. A hammer is needed to insert the pin into the hole at the open end of the two U-shaped rings, and a tool pin with a smaller diameter than the pin is also needed to be hammered out of the hole.

[0054] The ratchet tensioner 4 is more prone to strength degradation than other components during repeated use, and its moving parts are susceptible to corrosion. Therefore, the ratchet tensioner 4 needs to be replaced periodically. Consequently, the components connected to the ratchet tensioner 4 need to meet the requirement that tools are required for disassembly to prevent connection failure during transportation, while also making disassembly as easy as possible. For example, a ratchet tensioner 4 with U-shaped shackles at both ends could be used to directly connect to the chain, but the U-shaped shackles require the removal of the cotter pins, making disassembly more difficult than using the double-ring buckle in this embodiment. Therefore, using a ratchet tensioner 4 with hooks and loops in conjunction with the double-ring buckle and chain adjuster 7 satisfies both the requirement of requiring tools for disassembly and the ease of disassembly. See details... Figure 3 The second chain-type binding assembly consists of a second fastener 8 and a second main chain 9 connected together. Of course, in other embodiments, the second chain-type binding assembly may incorporate appropriate structures as needed and for other considerations.

[0055] In this embodiment, the second fastener 8 is also a buckle. The second end of the second fastener 8 is provided with a second horizontal pin 82 for connecting with the bottom frame A. The first end of the second fastener 8 is provided with a second pin 81. The chain links at the second end of the second main chain 9 are hooked and connected to the second pin 81 of the second fastener 8, forming an interlocking connection. Without the use of tools, the second main chain 9 and the second fastener 8 cannot be disassembled, which ensures that the connection between the second main chain 9 and the second fastener 8 does not fail when the goods are bundled for transportation.

[0056] The second main chain 9 is a G80 type φ13mm manganese steel chain. The "G80 type" chains used in the first main chain 2 and the second main chain 9 are the short link chains for lifting as specified in GB / T 20947-2007 "General Acceptance Rules for Short Link Chains for Lifting" and GB / T 24816-2009 "Steel Short Link Chains for General Lifting". G80 represents the material grade of the chain, with a minimum breaking force of 800MPa, suitable for high-intensity lifting operations. Of course, this utility model is not limited to this; in other embodiments, lifting short link chains of a higher grade than G80, such as G100, can also be used. Correspondingly, the double-ring buckle, chain adjuster 7, and ratchet tensioner 4 are also selected to be of G80 grade or higher.

[0057] In this embodiment, the spur buckle serving as the first fixing member 1 and the second fixing member 8 can be replaced by an X-connector buckle. The X-connector buckle also has a horizontal pin and a pin shaft, forming an interlocking connection. However, compared to the X-connector buckle, the spur buckle has a nut connected to the first end of its horizontal pin, making the connection more stable; and the spur buckle has two cotter pin holes through which cotter pins are inserted, with the pin shaft fixed to the spur buckle body using these two cotter pins, resulting in a more stable connection and less prone to failure. Therefore, from the perspective of connection stability, using a spur buckle is superior.

[0058] When it is necessary to remove the cross pin to disconnect the connection, a wrench is needed to loosen the nut; when it is necessary to remove the pin shaft to disconnect the connection, a top pin is needed to be aligned with the cotter pin, and the top pin is hammered to knock out the cotter pin.

[0059] In this embodiment, at least one set of fixing structures is provided on the base frame A. The fixing structure set includes a first fixing structure and a second fixing structure spaced laterally on the base frame A. A first fixing member 1 is connected to the first fixing structure, and a second fixing member 8 is connected to the second fixing structure to fix the first fixing member 1 and the second fixing member 8 to the base frame A, and thus to the transport vehicle. In this embodiment, to accommodate the toggle fastener, the first fixing structure and the second fixing structure are through holes on the longitudinal beams of the base frame A, respectively connected to the first horizontal pin 12 of the first fixing member 1 and the second horizontal pin 82 of the second fixing member 8. Without using tools, the toggle fasteners, serving as the first fixing member 1 and the second fixing member 8, cannot be disassembled from the base frame A, ensuring that the connection between the first fixing member 1 and the second fixing member 8 and the base frame A does not fail during cargo transport. The distance between the first fixing structure and the second fixing structure can be 1000-2300mm.

[0060] See Figure 4 and Figure 5 The chain adjuster 7 includes an adjuster body that is generally H-shaped, forming a first arm 71 and a second arm 72 extending toward a first end, and a third arm 73 and a fourth arm 74 extending toward a second end.

[0061] Furthermore, a connecting shaft 75 is threaded through one end of the first arm 71 and the second arm 72. Cotter pin holes perpendicular to the connecting shaft 75 are provided on the first arm 71 and the second arm 72, and cotter pins pass through the connecting shaft 75 in the cotter pin holes. That is, the connecting shaft 75 is fixed to the first arm 71 and the second arm 72 by two cotter pins. Simultaneously, the middle part of the connecting shaft 75 is exposed between the first arm 71 and the second arm 72. The chain links at the second end of the connecting chain 6 are hooked onto the connecting shaft 75, forming an interlocking connection. Without tools, the connecting chain 6 and the connecting shaft 75 cannot be disassembled, thus ensuring that the connection between the connecting chain 6 and the chain adjuster 7 does not fail during cargo transport. Specifically, if it is necessary to disassemble the connecting chain 6, a top pin needs to be aligned with the cotter pins, and the top pin needs to be hammered out with a hammer.

[0062] Furthermore, the third arm 73 and the fourth arm 74 have inclined chain slots 76 on their opposite sides, which penetrate one outer surface of the third arm 73 and the fourth arm 74. On the other outer surface of the third arm 73 and the fourth arm 74, behind the chain slots 76, there is a pin hole 77 that penetrates both the third arm 73 and the fourth arm 74 laterally. A limiting pin 78 that can move between the locked and unlocked positions is inserted into the pin hole 77, and the limiting pin 78 has an arc-shaped groove 79.

[0063] When the limiting pin 78 is in the unlocked position, the arc-shaped groove 79 aligns with the gap between the third arm 73 and the fourth arm 74. A link of the second main chain 9 simultaneously engages with the chain slots 76 on both the third arm 73 and the fourth arm 74. An adjacent link on one side of this link engages with the arc-shaped groove 79, and an adjacent link on the other side extends out from the gap between the third arm 73 and the fourth arm 74. When the limiting pin 78 moves from the unlocked position to the locked position, the arc-shaped groove 79 moves the links inside it, which are then engaged with the groove wall of the arc-shaped groove 79 and the third arm 73. Moving the limiting pin 78 from the locked position to the unlocked position requires external force to press one end of the limiting pin 78. As the limiting pin 78 moves, it compresses the spring at the other end (also located within the pin hole 77). Moving the limiting pin 78 from the unlocked position to the locked position involves releasing the external force, and the spring pushes the limiting pin 78 back to the locked position.

[0064] The chain adjuster 7 can be selectively connected to different positions on the second main chain 9. When the chain adjuster 7 is selectively connected to a certain position on the second main chain 9, the first chain-type binding assembly and the second chain-type binding assembly are connected. The first chain-type binding assembly, the second chain-type binding assembly, and the bottom frame A form a closed loop around the large goods on the bracket. The chain-type binding device binds the large goods placed on the bracket, thus initially determining the binding circumference. At the same time, as in this embodiment, the chain adjuster 7 has a locking function. When the chain is taut, it cannot be unlocked even if the limit pin 78 is pressed. Therefore, the chain adjuster 7 effectively ensures that its connection with the second main chain 9 does not fail.

[0065] See Figure 6 The ratchet tensioner 4 includes an outer sleeve 401, with a first threaded hole 402 and a second threaded hole 403 respectively opened inside both ends of the outer sleeve 401. A first screw 404 is threadedly connected inside the first threaded hole 402, and a second screw 405 is threadedly connected inside the second threaded hole 403. The threaded fit design of the first screw 404, the first threaded hole 402, the second screw 405, and the second threaded hole 403 ensures that when the outer sleeve 401 is rotated in one direction, the first screw 404 and the second screw 405 will move closer together axially.

[0066] Furthermore, a first hook 406 in the shape of a closed ring is fixedly installed at the end of the first screw 404 extending outside the outer sleeve 401, and a second hook 407 in the shape of a closed ring is fixedly installed at the end of the second screw 405 extending outside the outer sleeve 401. The first hook 406 is hooked and connected to the double ring buckle, which serves as the first connecting member 3, forming an interlocking connection. Without the use of tools, the first hook 406 and the double ring buckle, which serves as the first connecting member 3, cannot be disassembled, thus ensuring that the connection between the first connecting member 3 and the ratchet tensioner 4 does not fail when binding goods for transportation.

[0067] Furthermore, the outer sleeve 401 is fixedly connected to the ratchet 408, meaning that the rotation of the ratchet 408 can drive the outer sleeve 401 to rotate. The specific fixed connection between the two can be achieved using various structures, and therefore is not shown in the figure. For example, a mounting hole can be horizontally opened in the middle of the outer sleeve 401, and the ratchet 408 can be fitted into the mounting hole. The ratchet 408 has a horizontally opened through hole, and the axis of the through hole on the ratchet 408 is on the same straight line as the axis of the mounting hole. A fixing rod is inserted into and fixed to the mounting hole of the outer sleeve 401 through the through hole on the ratchet 408, and the outer sleeve 401 and the ratchet 408 are fixedly connected by the fixing rod.

[0068] Furthermore, a handle 409 is also fitted onto the outer sleeve 401. Specifically, two annular lugs 410 are installed on the handle 409, and the handle 409 is rotatably fitted onto the outer sleeve 401 through the two annular lugs 410, with the two annular lugs 410 located on both sides of the ratchet 408. The handle 409 has a mounting groove between two annular ear plates 410. A compression spring 411 is installed at the bottom of the mounting groove, and a ball 412 is installed at the top of the compression spring 411. The bottom of each of the two annular ear plates 410 has a transverse insertion hole. A support shaft 413 is inserted into the insertion hole. A ratchet 414 is rotatably sleeved on the support shaft 413. By rotating, either end of the ratchet 414 can be selected to engage with the ratchet 408. The ratchet 408, ratchet 414, and ball 412 are arranged in one direction. Due to the compression of the compression spring 411, the ball 412 will be squeezed and act on the ratchet 414. One end of the ratchet 414 is pressed onto the ratchet 48.

[0069] First, manually rotate the ratchet 414 to engage its tensioning end with the ratchet 408 (refer to...). Figure 8 At this point, the other end of the ratchet 414 abuts against the transverse edge of the handle 409 located between the two annular lugs 411. When the handle 409 is turned in one direction, the ratchet 414 rotates with the handle 409, and the ratchet 408 is driven to rotate by the ratchet 414. The ratchet 408 drives the outer sleeve 401 to rotate through the fixed rod, which in turn drives the first screw 404 and the second screw 405 to move closer to each other, so as to shorten the distance between the first end and the second end of the ratchet tensioner 4, that is, to shorten the distance between the first hook 406 and the second hook 407, and reduce the binding circumference. Of course, when the handle 409 is turned in the opposite direction, the ratchet 414 rotates accordingly, but does not drive the ratchet 408 to move. By repeatedly turning the handle 409 in both directions, the binding circumference can be reduced to a suitable length, that is, a stronger binding can be provided.

[0070] When it is necessary to increase the binding circumference, such as during unloading, manually rotate ratchet 414 to engage the end corresponding to the reset function with ratchet 408 (see reference). Figure 9 The other end of the ratchet 414 abuts against the transverse edge of the handle 409 located between the two annular lugs 410. When the handle 409 is turned, the first screw 404 and the second screw 405 move away from each other through the transmission of the ratchet 408 and the outer sleeve 401.

[0071] Thus, after the chain adjuster 7 is connected to a certain position on the second main chain 9 to initially determine the binding circumference and initially binding large goods, the ratchet tensioner 4 can continue to reduce the binding circumference by shortening its own length, shortening the length of the closed loop formed by the chain binding device, and binding large goods more firmly.

[0072] The length of the first chain-type binding assembly is 1900-2100mm when the ratchet tensioner 4 is at its maximum length, and the length of the second chain-type binding assembly is 3100-3500mm, so as to be suitable for binding a stack of steel plates with a height of less than 450mm and a width of 2000-3300mm to a 15.4-meter-class railway flatbed shared car, while also meeting the requirement that the ratchet tensioner 4 be used directly above large cargo.

[0073] Furthermore, the "Rules for Secure Loading of Railway Freight" require that when securing freight, the remaining length of the rope or securing line after binding and fastening should generally not exceed 300mm and not be shorter than 100mm; if it exceeds 300mm, effective measures should be taken to secure it. To meet this requirement and adapt to the specific structure of the first chain-type component and the second chain-type component in this embodiment, this embodiment also provides binding lines, preferably No. 10 galvanized iron wire (diameter 3.5mm) or No. 12 galvanized iron wire (diameter 2.8mm). After the binding lines are connected to the second main chain 9 at the chain adjuster 7, if the chain segment from its free end to the chain adjuster 7 in the second main chain 9 exceeds 300mm, this chain segment is bound to the adjacent structure in the first chain-type binding component and / or the second chain-type binding component. When the chain segment from its free end to the chain adjuster 7 in the second main chain 9 is long, a binding line can be fixed at preset intervals. For example, the preset distance is 200mm.

[0074] Furthermore, refer to Figure 1 , Figure 10 and Figure 11 The base frame A has a recessed area A3 for storing the first main chain 2 and the second main chain 9, and a storage tray A4 for storing the ratchet tensioner 4. The storage tray A4 is U-shaped, with one side wall fixed to the longitudinal beam in the base frame A, and the other side wall having a notch A5 for the handle of the ratchet tensioner 4 to pass through. When the first main chain 2 and the second main chain 9 are stored in the recessed area A3 and the ratchet tensioner 4 is stored in the storage tray A4, two trays can be stacked one on top of the other, that is, the base frame A of the upper tray rests on the base frame A of the lower tray. Specifically, the recessed area A3 is formed by two chain boxes that respectively accommodate the first main chain 2 and the second main chain 9, consisting of a crossbeam, a longitudinal beam, and a small rectangular base plate welded below between the crossbeam and the longitudinal beam. At the same time, the top surface of the outer rectangular frame of the base frame A is the highest plane, and the top surfaces of the other crossbeams and longitudinal beams are recessed downward relative to the outer rectangular frame. The ratchet tensioner 4 is supported on the storage tray A4. Even if the components connected to the ratchet tensioner 4 and part of the first main chain 28 cross the crossbeam and the longitudinal beam, they will not affect the stacking of the end bracket 2.

[0075] Furthermore, grooves A2 are provided on both sides of the bottom frame A, corresponding to the positions of the first fixing member 1 and the second fixing member 8, for the first main chain 2 and the second main chain 9 to pass through. The grooves A2 are 70mm wide and 30mm deep. In this way, when the bottom frame A is bound, the first main chain 2 and the second main chain 9 will not be separated from the large goods.

[0076] Furthermore, refer to Figure 1 A stop member B is fixed on the bottom frame A to act as a longitudinal stop for large goods. The main structure of the stop member B is also made of steel. In this embodiment, two stop members B are arranged at a horizontal interval. Each stop member B is a wind tunnel-shaped retaining wall. The retaining wall includes a steel structure composed of a steel top plate B1, two steel side plates B2 with the same structure, and a steel back plate B3. The steel side plate B2 is a right trapezoid. Two steel side plates B2 are symmetrically welded to both sides of the steel top plate B1 and form an obtuse angle with it. The front surface of the steel side plate B2, which is a right-angled side, is located in the same vertical plane as the front surface of the steel top plate B1. The rear surface of the steel side plate B2, which is a hypotenuse, is inclined downward and outward relative to the vertical plane. The areas of the front surface of the steel top plate B1 and the front surfaces of the two steel side plates B2 that protrude from the bottom frame A together constitute the stop surface of the longitudinal end of the goods. In this embodiment, the stop surface is a Z-shaped shape that is narrow at the top and wide at the bottom. The steel back plate B3 is an isosceles trapezoid. The steel back plate B3 is fixedly connected to the steel top plate B1 and the two steel side plates B2. The steel top plate B1, the two steel side plates B2, and the steel back plate B3 enclose an isosceles trapezoidal space that is open forward and downward. When the two brackets are stacked one on top of the other, the lower retaining wall can extend into the isosceles trapezoidal space of the upper retaining wall.

[0077] From a stress perspective, the retaining wall itself is relatively stable, not easily deformed, and impact-resistant. Furthermore, the inclined steel side plates B2 and B3 further enhance the structure's stability, impact resistance, and deformation resistance. Additionally, the welded connection between the retaining wall and the base frame A prevents failure after repeated use.

[0078] From a storage perspective, when multiple brackets are stacked and returned, in each pair of adjacent brackets, the upper bottom frame A is stacked on the lower bottom frame A, and the lower retaining wall extends into the isosceles trapezoidal space of the upper retaining wall, forming two nested retaining walls. This allows for convenient and safe return of the brackets, and also reduces transportation costs.

[0079] From a weight reduction perspective, the design of the retaining wall and the hollow design of the bottom frame A both contribute to the weight reduction of the bracket, while ensuring convenient storage and maintaining safety and strength after repeated use.

[0080] The longitudinal dimension of the steel top plate B1 is preferably greater than or equal to 90 mm (100 mm in this embodiment), and the transverse dimension is preferably greater than or equal to 300 mm (362 mm in this embodiment). The bottom angle of the inclined side of the steel side plate B2 is preferably in the range of 70°-80° (78° in this embodiment). The height of the stop surface is 500 mm in this embodiment. The obtuse angle between the steel side plate B2 and the steel top plate B1 is preferably in the range of 110°-120° (117° in this embodiment). The thickness of the steel top plate B1, the steel side plate B2, and the steel back plate B3 is preferably greater than or equal to 8 mm (12 mm in this embodiment).

[0081] The retaining wall also includes steel reinforcing square tubes B4. Reinforcing square tubes B4 are fixed to the top surface of the steel top plate B1 and the outer surfaces of the two steel side plates B2. Three reinforcing square tubes B4 on the top and sides are connected end-to-end, for example, by welding. The longitudinal dimension of the reinforcing square tube B4 is preferably in the range of 83-118mm (100mm in this embodiment), with a thickness perpendicular to the longitudinal direction of 50mm and a wall thickness of 4mm. The reinforcing square tubes B4 on the steel top plate B1 are offset from the front surface of the steel top plate B1. A spacer strip B5 is provided on the reinforcing square tubes B4 on the steel side plates B2. The front surface of the spacer strip B5 is flush with the front surface of the steel side plate B2. The longitudinal dimension of the spacer strip B5 is preferably in the range of 1-22mm (18mm in this embodiment). In this embodiment, the spacer strip B5 is a steel sheet welded to the reinforcing square tube B4. The front surface of the steel top plate B1, the front surfaces of the two steel side plates B2, and the front surfaces of the reinforcing square tubes B4 on the two steel side plates B2 are located in the same vertical plane, together forming a stop surface for the longitudinal end of the large cargo. Alternatively, in other embodiments, the front surface of the reinforcing square tubes B4 on the steel top plate B1 can be flush with the front surface of the steel top plate B1, thus also contributing to the formation of the stop surface. The distance between opposite ends of the steel top plates B1 of the two retaining walls (i.e., the sum of the longitudinal dimensions of the steel top plates B1 of the two retaining walls and the distance between them, i.e., the stop width) is greater than 800 mm.

[0082] The main consideration in selecting the distance between the first and second fixing structures and the stop surface is that if the distance is too large, the binding position will form a long lever, and the centrifugal force will cause the steel plate to move laterally. This would create a large shearing force between the two container locks on the 15.4-class railway flatbed wagon. However, increasing the distance between the first and second fixing structures and the stop surface also has advantages: the binding position is further from the end of the steel plate, reducing the impact of the steel plate's warping edges on the binding tightness, and making the overall fixing of the steel plate more stable. At the same time, according to standards, the distance between the binding position and the end face of large goods should be greater than 300mm. Therefore, considering all factors, the distance between the first and second fixing structures and the stop surface can be appropriately selected within the range of 1734-1930mm. In this embodiment, the distance between the first and second fixing structures and the stop surface is 1862mm.

[0083] Furthermore, depending on the actual situation, L-shaped anti-wear pads or rubber tubes can be used. L-shaped anti-wear pads (with the L-shaped anti-wear pads upside down on the edge of the steel plate) can be laid on the contact area between the chain and the edge of the steel plate, or rubber tubes can be fitted on the area of ​​the chain that contacts the bottom frame A or the steel plate.

[0084] The chain-type binding device of this embodiment can be used repeatedly. With the cooperation of the chain adjuster 7 and the ratchet tensioner 4, it can bind goods of different sizes and batches more firmly. On the other hand, the connection between the two chains is simple and convenient. The chain-type binding device can be fixed to the transport vehicle without sliding back and forth. Compared with the prior art, it can greatly reduce the number of operators, operation time and operation difficulty.

[0085] The ratchet tensioner 4 and chain adjuster 7 can also be other structures from the prior art. The advantage of this utility model is that it innovatively integrates the ratchet tensioner 4 and the chain adjuster 7, which is usually used for hoisting, into the first chain-type binding assembly. On the one hand, the chain-type binding device is fixedly connected to both sides of the bottom frame A in two sections to prevent the loss of some parts used for binding. On the other hand, the connections between the parts in the first chain-type binding assembly and the connections between the parts in the second chain-type binding assembly cannot be disassembled without tools. In this way, when the binding chain is sometimes tight and sometimes loose in a bumpy environment due to the elasticity of the steel plate, the binding effect of the chain-type binding device is less likely to fail. At the same time, when binding the edge of plate-shaped goods, the existing steel wire rope will slide along the edge of the goods when tightening and loosening, while the interlocking chain can play a positioning role for the goods after bending at the edge of the goods.

[0086] During the development of the chain-type binding device, without considering loss prevention, an attempt was made to divide the chain-type binding device into three sections: the first main chain is integrated with the first fixing component; the second main chain is integrated with the second fixing component; and the hooks at both ends of the ratchet tensioner are respectively connected to a chain adjuster, that is, the ratchet tensioner is integrated with the left and right chain adjusters; the two chain adjusters are used to connect the first main chain and the second main chain respectively. However, experiments showed that the pre-tensioning effect of the chain adjuster was not good, and the tightening stroke of the ratchet tensioner was insufficient to make the chain-type binding device sufficiently taut. In contrast, the two-section chain-type binding device protected in this embodiment, as described above, provides a better tightening effect while preventing loss.

[0087] Example 2

[0088] See Figure 12 The main difference from Embodiment 1 is that the stop member B is replaced by multiple tripods spaced laterally. In this embodiment, the stop surface is formed by multiple independent vertical rectangular strips arranged side by side.

[0089] Of course, there are some design details of the bottom frame A in this embodiment that are different from those in embodiment 1. For example, the bottom frame A in this embodiment only has four pairs of container corner pieces. The side wall of the bottom frame A in this embodiment does not have the observation holes set for each container corner piece as in embodiment 1. The bottom frame A also does not have the triangular ribs designed between the crossbeams and longitudinal beams as in the bottom frame A in embodiment 1. Of course, these are all details of the bottom frame A. This embodiment does not change the structure of the chain-type binding device.

[0090] Example 3

[0091] See Figure 13 The main difference from Embodiment 1 is that the number of stop members B is one, located in the center of one side of the bottom frame A.

[0092] There are also some differences in details. For example, the structure of the bottom frame A in this embodiment is the same as that in embodiment 2. In this embodiment, the gasket B5 on the stop piece B is a nylon gasket, which is welded to the reinforcing square tube by bolts.

[0093] Example 4

[0094] See Figure 14 Compared to Embodiment 2, in this embodiment, the stop member B is a fence welded into the bottom frame A. The stop member B protrudes from the stop surface formed by the bottom frame A. The stop surface provided by the fence has two rectangular strips at the top and bottom and multiple vertical rectangular strips between them. The stop surface is used to contact the longitudinal end of large goods to stop them. The height of the stop surface is 500mm.

[0095] Example 5

[0096] See Figure 15Compared to Example 3, the retaining wall in this example does not have the reinforcing square tube B4. Correspondingly, the thickness of the steel top plate B1, steel side plate B2, and steel back plate B3 is increased to 16mm, which can also effectively stop large goods.

[0097] Example 6

[0098] See Figure 16 In this embodiment, the bracket does not include the stop component B. Instead, two sets of fixing structures are arranged along the longitudinal direction of the large cargo on the bottom frame A, and correspondingly connected to two sets of chain-type binding devices. Of course, the specific layout of the crossbeams and longitudinal beams in the bottom frame A has also been changed accordingly.

[0099] The distance between the two sets of fixing structures can be 2300-2400mm. The distances between the two sets of fixing structures and the container corner fittings A1 on the bottom frame A are respectively within the range of 871-876mm (871mm in this embodiment) and 1175-1180mm (1175mm in this embodiment). This range can meet the requirement that the end of large cargo protrudes more than 300mm from the binding position.

[0100] The bracket in this embodiment can be used by connecting any one of the brackets from embodiments 1-6 to both ends of the floor of a 15.4-meter-class railway flatbed shared vehicle, and connecting the bracket of this embodiment to the middle of the floor of the 15.4-meter-class railway flatbed shared vehicle. If the steel plate is long, only one stack of steel plates is loaded, with both ends of the steel plate supported on the brackets at both ends of the floor and each secured by a chain-type binding device, and the middle of the steel plate supported on the bracket of this embodiment and simultaneously secured by two sets of chain-type binding devices; if the steel plate is short, two stacks of steel plates can be loaded, with the opposite ends of the two stacks of steel plates supported on the brackets at both ends of the floor and each secured by a chain-type binding device, and the opposite ends of the two stacks of steel plates supported on the bracket of this embodiment and each secured by a chain-type binding device.

[0101] Example 7

[0102] Reference Figure 17 In this embodiment, the bracket is based on embodiment 6, with an additional stop B added between the two chain-type binding devices. This stop B is a frustum-shaped stop, used to provide a longitudinal stop for the opposing ends of the two stacks of steel plates in the aforementioned load-bearing method. In this embodiment, the main structure of the frustum-shaped stop is made of steel, and its cross-sectional area gradually increases from top to bottom, forming a downward-opening frustum-shaped space. When multiple brackets of this embodiment are stacked, the bottom frames A1 of adjacent brackets are stacked together, and the frustum-shaped stop of the lower bracket can extend into the frustum-shaped space of the frustum-shaped stop of the upper bracket.

[0103] Preferably, the longitudinal dimension of the top wall of the frustum-shaped stop is in the range of 90-400mm. In this embodiment, the longitudinal dimension of the top wall of the frustum-shaped stop is 177mm. Preferably, the transverse dimension of the top wall of the frustum-shaped stop is in the range of 500-900mm. In this embodiment, the transverse dimension of the top wall of the frustum-shaped stop is 640mm. Preferably, the angle between the edge and the bottom surface of the frustum-shaped stop is in the range of 100°-110°. In this embodiment, the angle between the edge and the bottom surface of the frustum-shaped stop is 102°. In this embodiment, the wall thickness of the frustum-shaped stop is 12mm. This design, combined with the frustum-shaped shape, provides sufficient blocking effect without occupying excessive space on the railway shared railcar. Preferably, the height of the frustum-shaped stop is selected in the range of 550-1000mm. In this embodiment, it is 644mm. The height of the truncated quadrangular stop protruding from the base frame A1 after installation is in the range of 406-856mm, and is 500mm in this embodiment.

[0104] Of course, the transport vehicle applicable to all the above embodiments of this utility model can also be a 13-meter-class railway flat-and-cargo vehicle, or a car with a container lock; and the use of the bracket is not limited to the stop frame for supporting one end of a large cargo given in embodiments 1-5, nor is it limited to the bracket placed in the middle of the transport vehicle floor for supporting the middle or one end of a large cargo given in embodiments 6 and 7; in other embodiments, the bottom frame A of the bracket can be basically equal to or larger than the size of the large cargo, one bracket can carry one or more large cargoes, and one bracket can be provided with more than two sets of fixed structure groups to connect more sets of chain-type binding devices; at the same time, in other embodiments, the large cargo is not necessarily the plate-shaped piece in the above embodiments, but can also be rod-shaped cargo, coiled steel, etc.

[0105] In the description of this utility model, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0106] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "beneath" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0107] In the description of this specification, the terms "one embodiment," "some embodiments," "embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0108] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make modifications, alterations, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A chain-type binding device for binding large goods to a transport vehicle, characterized in that, It includes a first chain-type binding assembly and a second chain-type binding assembly; The first chain-type binding assembly includes a first fixing member (1), a first main chain (2), a first connecting member (3), a ratchet tensioner (4), a second connecting member (5), a connecting chain (6), and a chain adjuster (7) connected in sequence. The second chain-type binding assembly includes a second fastener (8) and a second main chain (9) connected to each other; The first fastener (1) and the second fastener (8) can be fixed to the transport vehicle; The chain adjuster (7) can be selectively connected to different positions on the second main chain (9) to make a preliminary determination of the binding circumference; The ratchet tensioner (4) can shorten its own length after the initial determination to reduce the binding circumference.

2. The chain-type binding device according to claim 1, characterized in that, The first fastener (1) and the second fastener (8) are buckles or X-shaped fasteners; The first connector (3) and the second connector (5) are double-ring buckles; The first main chain (2), the second main chain (9) and the connecting chain (6) are short link chains for lifting of grade G80 or above.

3. The chain-type binding device according to claim 1, characterized in that, It also includes binding wire; The binding wire is used to bind the second main chain (9) to the first chain binding assembly and / or the adjacent structure in the second chain binding assembly when the chain segment from its free end to the chain adjuster (7) exceeds 300mm after the second main chain (9) is connected to the chain adjuster (7).

4. The chain-type binding device according to claim 1, characterized in that, The length of the first chain-type binding assembly is 1900-2100mm when the ratchet tensioner (4) is at its maximum length, and the length of the second chain-type binding assembly is 3100-3500mm; The chain-type binding device can bind a stack of steel plates with a width of 2000-3300mm and a total thickness of 20-500mm to a 13-meter or 15.4-meter railway flatbed shared car, which serves as the transport vehicle.

5. A bracket for large cargo, comprising a base frame (A) capable of being secured to a transport vehicle, characterized in that, It also includes, as any one of claims 1-4, a chain-type binding device for binding large cargo to a transport vehicle; At least one set of fixing structures is provided on the bottom frame (A). The fixing structure group includes a first fixing structure and a second fixing structure that are arranged laterally on the bottom frame (A). The first fixing member (1) and the second fixing member (8) are respectively connected to the first fixing structure and the second fixing structure. When the chain adjuster (7) is selectively connected to a certain position on the second main chain (9), the chain-type binding device can bind large goods placed on the bracket.

6. The bracket for large cargo according to claim 5, characterized in that, The first fixing structure and the second fixing structure are through holes on the beam of the bottom frame (A), which are respectively connected to the horn buckle or X-connecting buckle of the first fixing member (1) and the second fixing member (8).

7. The bracket for large cargo according to claim 5, characterized in that, The bottom frame (A) is provided with a recessed area (A3) for receiving the first main chain (2) and the second main chain (9) and a storage tray (A4) for receiving the ratchet tensioner (4). A notch (A5) is provided on one side wall of the storage tray (A4) for the handle of the ratchet tensioner (4) to extend out. When the first main chain (2) and the second main chain (9) are housed in the recessed area (A3) and the ratchet tensioner (4) is housed in the storage tray (A4), the two trays can be stacked one on top of the other.

8. The bracket for large cargo according to claim 5, characterized in that, A stop (B) is fixed on the bottom frame (A) to form a longitudinal stop for the large cargo; and / or At least two sets of the fixing structure groups are arranged along the longitudinal direction of the large cargo on the bottom frame (A), and at least two sets of the chain-type binding devices are connected accordingly.

9. The bracket for large cargo according to claim 8, characterized in that, The bottom frame (A) is provided with at least one pair of container corner fittings (A1), which can be connected to the container locks on the 13-meter-class railway flatbed shared car or the 15.4-meter-class railway flatbed shared car that serves as the transport vehicle; The large cargo is a steel plate with a width of 2000-3300mm and a total thickness of 20-500mm.

10. The bracket for large cargo according to claim 5, characterized in that, Grooves (A2) are provided on both sides of the bottom frame (A) at positions corresponding to the first fixing member (1) and the second fixing member (8) respectively, for the first main chain (2) and the second main chain (9) to pass through.

Images