CONTAINER LOAD UNIT

Abstract

The present invention relates to a cargo unit for containers, which has a configuration where, by means of a front, middle and rear portion, a resistant structure is provided during the transport of a load.

Description

CONTAINER LOAD UNIT TECHNICAL FIELD The present invention belongs to the technical field of structural engineering, mechanics and transportation, specifically to the field of loading means used for transport and specifically configured to withstand loads in a stable manner and to easily couple to the means of transport where it is connected. BACKGROUND It is well known that, to facilitate the transport of goods, certain means of transport are used, such as conventional road trailers or semi-trailers. These are coupled to a vehicle, such as a semi-trailer truck. A trailer is a non-motorized cargo vehicle consisting, at a minimum, of a chassis, wheels, a cargo bed, and, depending on its weight and dimensions, its own brakes. Additionally, attempts have been made to standardize cargo platforms. Thus, the conventional road semi-trailer has a defined floor height, and many cargo platforms share this height, though some configurations vary. However, the transportation problem is complicated by the fact that many platforms, for example, are of a configuration that is difficult to couple, not very robust, and requires extensive maintenance. A cargo vehicle such as a semi-trailer used for coordinated road transport presents additional challenges. These vehicles are loaded multiple times at the factory, warehouse, or other cargo supply source and transported by road to the nearest loading depot. The vehicle is then placed on a platform and transported in this manner to a convenient departure point or destination dock at the delivery location. Once again, the cargo vehicle is transported by road to the final delivery point. To make efficient use of the available cubic space within a cargo unit, it has been deemed desirable that the structure where the cargo is deposited—defined as the cargo unit—be as stable and robust as possible.The result is that the platform of a cargo vehicle of this type is designed for coordinated road transport where its configuration does not accentuate the loading and unloading problem. The prior art includes document US20080258499A1, which relates to a cargo trailer kit containing prefabricated, ready-to-assemble modular components for a cargo trailer. The kit includes a cargo box assembled from a chassis with a pre-installed floor, a plurality of wall panels, and a roof panel. The wall panels are secured at the top and bottom in two channels, one extending around the perimeter of the chassis and the other around the perimeter of the roof panel, and are fastened to the chassis and roof frames by threaded fasteners. The kit also includes a plurality of moldings that attach to the wall panels to seal the joints between adjacent panels. Signaling lights are incorporated into appropriate components.The kit includes a set of pre-assembled wheels and a trailer hitch, as well as a wiring harness to connect the signal lights to the towing vehicle's power supply. The cargo trailer is easily assembled with general assembly tools, and the kit allows for the complete cargo trailer to be shipped in a compact, stackable package. Another document that generally defines the prior art is US4035015A, which refers to a trailer having an external metal frame to support the trailer deck and a series of vertical sleeves mounted along each side of the deck frame. Each sidewall sleeve comprises a piece of sheet metal rolled to form an elongated tubular section adjacent to a generally flat, flanged section extending laterally away from one side of the tubular section. The flanged sections of the sidewall sleeves are rigidly attached to the deck frame and provide a means for bolting the side panels. IVIA / a / ZUZ I / U1 of the trailer in place. The tubular sections of the side wall sleeves provide structural strength for the side panels and also provide a means of attaching the support struts for a canopy that covers the trailer platform. Similarly, patent US6832809B2 discloses a semi-trailer with a combinable and removable cargo container body. The semi-trailer comprises a semi-trailer chassis assembly, a rear frame assembly, a front wall assembly, a pair of side wall assemblies, and a roof assembly. The semi-trailer chassis assembly can be detachably attached to an integral part consisting of the rear, front, and side wall assemblies. The roof assembly can be detachably attached to an integral part consisting of the rear, front, and side wall assemblies. The side wall assemblies can be detachably attached to the rear frame assembly and the front wall assembly. The knowledge disclosed by the state of the art refers to trailers or cargo units that are complex to assemble / maintain, and that in most cases require a high maintenance cost, so it is necessary to present a unit that solves the problem of resistance and durability for loading days. BRIEF DESCRIPTION OF THE INVENTION Therefore, a primary protective object is a container load unit characterized in that it comprises a vertically arranged front bar and, at the rear, a pair of front load bars, which have an I-section and also have an increase in their height as they extend towards the rear of the load unit, where this increase remains constant until reaching the middle of the unit; the front load bars are joined to the rear of the front bar by a gusset plate as reinforcement that joins them to the front bar and where said > 4n c N bevel is arranged horizontally and is preferably joined with welding, ¿additionally, and by the middle part that defines the two front load bars se& It features a plurality of intermediate reinforcement members, which have an I-section and are coupled perpendicularly between the front load bars. At least a pair of these members, preferably, have a middle reinforcement that connects vertically to them. A protective plate, generally quadrangular in shape and horizontally positioned at the bottom of the intermediate reinforcement members, protects the assembly from external agents such as water, dust, and other agents that could penetrate this portion of the unit. BRIEF DESCRIPTION OF THE FIGURES Figure 1 shows a top isometric view of the container chassis that is the subject of the present invention. Figure 2 shows a lower isometric view of the container chassis that is the subject of the present invention. Figure 3 shows a lower isometric view of the container chassis that is the subject of the present invention. Figure 4 shows a lower isometric view of the container chassis that is the subject of the present invention. Figure 5 shows a side view of the container chassis that is the subject of the present invention. Figure 6 shows a top view of the container chassis that is the subject of the present invention. Figure 7 shows a bottom view of the container chassis that is the subject of the present invention. Figure 8 shows a top view of the container chassis that is the subject of the present invention. DESCRIPTION OF THE INVENTION It is an object of the present invention to overcome the difficulties encountered so far and to provide an improved load unit, particularly a trailer-type load unit designed for coordinated road transport, having a structure defined by front, middle and rear zones that interact as one and distribute the weight evenly during transport. Another object is the provision of an improved container load unit, compared to those found in the state of the art, which is designed to increase the utilization of the load unit deck space. The objective of the present invention is to provide a container loading unit, which has the function of a convenient and quickly combinable cart that is convenient, easy to load, to couple, to use, and reduces maintenance costs by having a reinforced structure. To achieve the above objective, the present invention can be implemented in accordance with embodiments of the present invention. According to one embodiment of the present invention, a container loading unit comprises a chassis assembly, a front loading bar assembly, a middle loading bar assembly, a rear loading bar assembly, and side wall assemblies. ML / a / ZUZ I / U1 The present invention is characterized in that said semi-trailer chassis assembly can be combined and detachably attached to the front, middle, rear and side assemblies; In another embodiment of the present invention, the semi-trailer chassis assembly is connected to the rear frame assembly and the front wall assembly with screw connectors. Furthermore, the roof assembly is connected to the rear frame assembly and the front wall assembly with screw connectors. In another embodiment of the present invention, the container load unit assembly is connected to the rear frame assembly and the front wall assembly by welding means. In another embodiment of the present invention, the container load unit assembly is made of a metallic material Furthermore, a further embodiment of the invention is characterized in that the connectors connecting the roof assembly to the front and rear frame assemblies comprise spacers, which are installed respectively between the mounting plates of the front and rear frame assemblies; screw connectors; and plate spacers, which are positioned between the screw connectors and the waterproof rubber spacers; wherein the tight connection of the roof assembly to the front and rear frame assemblies is achieved by the way in which the waterproof rubber spacers, plate spacers, and screw connectors are coordinated. Another embodiment of the container load unit has side wall assemblies made of a rigid body structure. Additionally, the side wall assemblies can be made of a hard body structure. Another embodiment of the container loading unit has hooks installed respectively at the rear ends of the side wall assemblies, hanging boards that combine with the hooks and are installed on two sides of the unit assembly. Another embodiment of the container loading unit may have self-locking tensioners installed on both sides of the front wall assembly; the side wall assemblies are connected to the front wall assembly by wrapping the front ends of the side wall assemblies around the self-locking tensioners. Another embodiment of the container load unit may have the side wall assemblies connected to the chassis, rear, front and roof assemblies with screw connectors. In another embodiment, the container load unit may have protruding lower side beams installed at the two sites of the chassis assembly; a lower beam installed respectively on the lower sides of the side wall assemblies, the lower beam having a downward opening forming a U-shaped sectional interior space, which matches the lower side beam in dimension, the two parts being coupled together and forming a concave-convex coupling, to achieve the connection of the side wall assemblies with the chassis assembly. In another embodiment of the present invention, the upper assembly is of a hard-body structure where all assemblies are made of hard materials, which can be selected from steel, aluminum, and composite materials. According to one aspect of the present invention, by means of the combinable and removable connection between the chassis assembly and each part of the upper assemblies, an identical chassis assembly can be combined with semi-trailers of different specifications and shapes. This makes it convenient to meet transportation needs and reduce costs. According to another aspect of the present invention, different connection methods are provided depending on the metal materials used in the soft and rigid body semi-trailers, thus facilitating the assembly and combination of a semi-trailer, while ensuring both watertightness and connection stability. These and other embodiments of the present invention are further made apparent to those skilled in the art throughout the remainder of this document. The present invention relates to a container cargo unit (1), which is intended to support on its upper part a container (not shown) which in turn has an internal cargo (not shown) where the container can have, in one embodiment of the invention, a length of up to twenty feet, In one embodiment of the invention, it has a front portion that couples with a vehicle (not shown) which may be a trailer, truck, tractor unit, among others, that has a coupling system for the container cargo unit (1); this front portion has a The containment device comprises, in a first embodiment, a vertically arranged front bar (10) at the rear of a pair of front load bars (11), which have an I-section and also have an extension in their height as they extend towards the rear of the load unit (1), where this extension remains constant until reaching the middle of the unit;The front load bars (11) are joined to the rear of the front bar (10) by means of a gusset (12) as reinforcement that joins them to the front bar (10). This gusset is horizontally oriented and preferably welded. Additionally, along the midpoint defined by the two front load bars (11), there are a plurality of intermediate reinforcements (12a) with an I-section, coupled perpendicularly between the front load bars (11). At least a pair of these reinforcements preferably have a middle reinforcement (13) that is vertically connected to them. IVIA / a / ZUZ I / U1 lower of the intermediate reinforcement means (12a) there is a protective plate (13) which has a globally quadrangular shape and is located horizontally for the protection of the assembly made up of the intermediate reinforcement means (12a) from external agents such as water, dust and other agents that could invade this portion of the unit. At the rear of the front load bars (11) there is a pair of accommodation guides (14), which function as an auxiliary means in the orientation of the load unit with its connection to a vehicle. Additionally, there is a middle reinforcement (15) which is located at a mid-height between the front load bars (11) and has a quadrangular section. At the rear of the front load bars (11) there is a delimiting bar (16) which, in addition to defining the limit of the front part of the unit, consists of a rectangular section in a vertical arrangement that covers a larger area of ​​union / reinforcement between the front load bars (11). In the middle part of the load unit (1) are arranged a pair of middle load bars (17) which have an I-section and are, in height, coincident with the termination height of the front load bars (11) of the unit, the middle load bars being joined together by a plurality of intermediate reinforcement bars (17a) which have a preferably rectangular cross-section and are arranged vertically between the front load bars, distributed equidistantly between each other, in an embodiment of the invention there is preferably a pair of these intermediate reinforcement bars. Similarly, at the bottom of the middle part of the load unit, there are skid tensioners (18), which are made up of a U-shaped section, and have the application of supporting the skids of a trailer to it. The skid tensioners (18) are located below the chassis in the middle part on the other side, and on one of the sides of the middle part of the load unit, preferably aligned with the skid tensioners (18) there is a skid base (19), this being a piece of steel plate in the shape of a “C” perforated for fastening and passage of a rod, it functions to fix the skids of the load unit. Similarly, at the bottom of the middle section of the load unit there is a wheel carrier unit (20) which has a series of bars in a circular configuration with a plurality of support extensions that join with the bottom of the lower part of the load unit and which together have a configuration that receives a rolling means, preferably a trailer wheel. In the initial part of the middle zone of the load unit (1) there is a headlight carrier block (21) which has a headlight bar that extends perpendicularly to the middle load bars (17) and is joined to it by means of a pair of brackets (21a) located at the top of the headlight carrier block, and where additionally this has a series of headlight carrier plates (20) at each of the ends of the headlight carrier block finding that these have a groove in their middle part and are arranged at an angle of between 45 and 30° with respect to the plane defined by the middle load bars (16). Finally, at the rear of the load unit (1) there is a rear load block, which is made up of a pair of rear load bars (22) which have an I-section and along their surface incorporate a plurality of vertical reinforcements (23) embedded from the top to the bottom of their sides while in the middle they have a pair of rear reinforcement bridges (24) and a pair of rear reinforcement bars (25) mounted equidistantly where the configuration of the rear reinforcement bridges has a bar in a horizontal arrangement with a diamond groove in its middle part while the rear reinforcement bars (25) have a constant rectangular section.It is also noted that a rear bar (26) is incorporated at the rear, which has a pair of connecting brackets (26a) that join it to the rear load bars (22). At the bottom of the rear bar, there is a pair of generally triangular connecting means (27) that join the rear bar to a stirrup (28) and also incorporate, at the rear, a lower bracket (29) that joins to the lower and rear portion of the rear load bars in order to increase their strength. In one embodiment of the invention, a plurality of indicators, lights, reflectors (30), and other features are incorporated at the rear of the rear bar. The cargo trailer of the present invention can also provide improved turning or steering of the trailer's front wheels by means of a hitch mechanism that provides a pivot movement of the hitch member and a pivot movement of the front axle assembly around different pivot axes. Therefore, the side-to-side movement of the hitch member can exert a turning force on the front axle assembly to provide a tighter turning radius for the trailer. Optionally, the trailer of the present invention can provide rear-wheel steering to further improve the trailer's maneuverability. In addition, the axle assemblies can optionally be selectively adjusted vertically with respect to the trailer frame to provide improved trailer performance under various driving conditions and on various road surfaces.Trailer control while reversing can be greatly improved by the ability to selectively lock the hitch member in a desired orientation with respect to the axle assembly, while forward tracking of the trailer behind the vehicle is also greatly improved when the hitch member is unlocked and allowed to pivot about the vertical pivot axis. Changes and modifications may be made to the embodiments specifically described without departing from the principles of the present invention, which is intended to be limited only by the scope of the appended claims. According to the embodiments of the present invention involving elements such as connection dimensions, required connection strength, and operating space, threaded bolts, rods, or nails may be adopted as threaded connectors used in the semi-trailer of this invention. Other accessories such as nuts and washers may also be used when necessary. Through different types of combinations of semi-trailers, modern transport tools of various shapes, uses and functions are available, such as: platform semi-trailers, fully sealed semi-trailers with hard body carriages, curtain-side semi-trailers, open-deck semi-trailers and fully covered semi-trailers. According to embodiments of this invention, since different parts are connected in a combinable and detachable manner, the same chassis assembly can be combined with many types of upper assemblies to form trailers to meet different demands. This allows users to assemble and disassemble as needed, reducing equipment acquisition costs. The basic structure of the chassis assembly is a platform semi-trailer, which can be used without an upper assembly to perform transport tasks for certain special goods, such as transporting wide and long goods: steel products, frames, etc. The structure can be modified with different upper assemblies according to the user's varying transport requirements. For example, for long-distance transport (over 1000 km), a rigid body upper assembly can be adopted for safety and reliability.For medium- or short-distance transport, a soft-sided upper body assembly can be adopted, which is convenient for loading and unloading cargo. Furthermore, the corresponding upper assemblies can be changed according to the height requirements of different types of products. When long-distance users purchase products of this invention, the products can be assembled at the delivery location, thus significantly reducing transportation costs and the product cost. Throughout the description and drawings, examples of embodiments are given with reference to specific configurations. Those skilled in the art will appreciate that the present invention can be implemented in other specific forms. Those skilled in the art could implement these other embodiments without undue experimentation. The scope of the present invention, for the purposes of this patent document, is not limited simply to the specific example embodiments of the foregoing description, but is indicated by the appended claims. It is intended that all modifications that fall within the meaning and range of equivalents within the claims are included within the spirit and scope of the claims.

Claims

1. A container loading unit characterized in that it comprises a vertically arranged front bar (10) and, at the rear, a pair of front loading bars (11) having an I-section and also having an increase in their height as they extend towards the rear of the loading unit (1), where this increase remains constant until reaching the middle of the unit; the front loading bars (11) are joined to the rear of the front bar (10) by means of a gusset (12) as a reinforcement that joins them to the front bar (10), and wherein said gusset is arranged horizontally and is preferably joined by welding; additionally,Along the middle section defined by the two front load bars (11), there is a plurality of intermediate reinforcing means (12a) having an I-section and coupled perpendicularly between the front load bars (11). At least a pair of these, preferably, have a middle reinforcement (13) vertically connected to them. At the bottom of the intermediate reinforcing means (12a), there is a protective plate (13) with a generally quadrangular shape, positioned horizontally to protect the assembly of intermediate reinforcing means (12a) from external agents such as water, dust, and other agents that could invade this portion of the unit.

2. The container load unit according to claim 1, characterized in that at the rear of the front load bars (11) there is a pair of accommodation guides (14), which function as an auxiliary means in the orientation of the load unit with its connection to a vehicle; additionally, there is a middle reinforcement (15) which is located at a middle height between the front load bars (11) and which has a quadrangular section, while at the rear of the front load bars (11) there is a delimiting bar (16) which, in addition to defining the limit of the front part of the unit, consists of a rectangular section in vertical arrangement which covers a larger area of ​​union / reinforcement between the front load bars (11).

3. The container loading unit according to claim 1, characterized in that in the middle part of the loading unit (1) there is a pair of middle loading bars (17) which have an I-section and are, in height, coincident with the termination height of the front loading bars (11) of the unit, the middle loading bars being joined together by a plurality of intermediate reinforcing bars (17a) which have a preferably rectangular cross-section and are arranged vertically between the front loading bars, distributed equidistantly from each other, in an embodiment of the invention there is preferably a pair of these intermediate reinforcing bars.

4. The container load unit according to claim 1, characterized in that it has in the lower part of the middle part of the load unit, skid tensioners (18), where these are integrated by a U-shaped section, and have the application of supporting the skids of a trailer to it, the skid tensioners (18) are located below the chassis in the middle part on the other side, and on one of the sides of the middle part of the load unit, preferably aligned with the skid tensioners (18) there is a skid base (19), this being a piece of steel plate in the shape of a “C” perforated for clamping and passage of a stem, it functions to fix the skids of the load unit.

5. The container load unit according to claim 1, characterized in that at the bottom of the middle section of the load unit there is a wheel carrier unit (20) which has a series of bars in a circular configuration with a plurality of support extensions that are joined to the bottom of the lower part of the load unit and which together have a configuration that receives a rolling means, preferably a trailer wheel, while at the beginning of the middle section of the load unit (1) there is a headlight carrier block (21) which has a headlight bar that extends perpendicularly to the middle load bars (17) and is joined to it by means of a pair of brackets (21a) located at the top of the headlight carrier block,and where additionally this has a series of headlight mounting plates (20) at each end of the headlight mounting block, finding that these have a groove in their middle part and are arranged at an angle of between 45 and 30° with respect to the plane defined by the middle load bars (16).

6. The container loading unit according to claim 1, characterized in that at the rear of the loading unit (1) there is a rear loading block, which is made up of a pair of rear loading bars (22) which have an I-section and which along their surface incorporate a plurality of vertical reinforcements (23) embedded from the top to the bottom of their sides while in the middle they have a pair of rear reinforcement bridges (24) and a pair of rear reinforcement bars (25) mounted equidistantly where the configuration of the rear reinforcement bridges has a bar in a horizontal arrangement with a diamond groove in its middle part while the rear reinforcement bars (25) have a constant rectangular section.It is also noted that a rear bar (26) is incorporated at the rear, which has a pair of connecting brackets (26a) that join it to the rear load bars (22). At the bottom of the rear bar, there is a pair of generally triangular connecting means (27) that join the rear bar to a stirrup (28) and also incorporate, at the rear, a lower bracket (29) that joins to the lower and rear portion of the rear load bars in order to increase their strength. In one embodiment of the invention, a plurality of indicators, lights, reflectors (30), and other features are incorporated at the rear of the rear bar.

Images