How to choose a safer point for the force point of the frame strap when fixing the whole vehicle box

How to choose the safer point of force for the frame strap around the whole vehicle packaging fixation. When exporting containers for sea transportation, the ship's bumps can generate longitudinal and transverse impact forces. Choosing the wrong point of force for the straps can easily cause deformation of the frame, slippage of the straps, and even displacement and collision of the vehicle inside the container. Many export vehicle container damage is caused by improper selection of the binding point. Priority should be given to using the special suspension ears and reinforced supports preset by the original chassis manufacturer as the main force points. These points have undergone strength verification and are welded together with the longitudinal beam, which can withstand the impact load of the entire vehicle and are the preferred location for packing and binding. If there are no dedicated lifting ears, the straps must be tied to the thick main section of the frame longitudinal beam, which is the solid beam position between the front and rear leaf spring supports. The steel plate thickness and structural rigidity in this area can evenly distribute the tension. When tying, avoid the end of the longitudinal beam and the opening position. The opening area of the frame belongs to the stress concentration zone, which is prone to tearing the steel plate under tension. It is necessary to specify the prohibited binding positions, and the straps cannot be tied to accessories such as steel plate springs, shock absorbers, oil pipes, wire harness brackets, steering rods, and air storage cylinder brackets. These components have insufficient load-bearing capacity, and tightening the straps will crush the suspension and tear off the pipelines, causing permanent damage to vehicle components. It is also difficult to quickly inspect and repair them after unpacking at the port. The pulling angle of the straps is also crucial, and it is recommended to maintain an angle of 30 ° to 60 °. If the angle is too small, the lateral anti slip ability is insufficient, and if the angle is too large, the vertical pressure is too high, which can easily damage some parts of the frame. The four point diagonal binding scheme is more suitable for heavy-duty truck loading, with front, back, left, and right cross fixation, and at the same time, with wheel stops, to suppress the vehicle's forward and backward movement and left and right deviation. The tension of the straps should be uniform and not excessively tightened at a single point. Excessive tension on one side can easily cause the frame to twist and deform. When tightening, tighten the four straps step by step and evenly, and do not lock a single ratchet at once. The stress point should also take into account anti-corrosion protection. Soft cushions should be installed at the contact position between the straps and the frame to prevent direct friction and scratching of the frame coating by the straps, and to prevent salt spray from entering the damaged paint surface by sea and causing rust. Before packing, check the welds of the stress points. There should be no virtual welding or cracks in the welding positions of the lifting ears and beams. Defective points cannot be used as binding stress points. Many packing operators try to save time by directly tying and hanging or using simple brackets, which may seem to be fixed quickly. However, once subjected to force during sea transportation, it can cause component breakage. The whole vehicle export packing and tying is not just about tightening the straps, the core is to find the high-strength stress points of the frame, avoid all weak accessories, match reasonable tying angles and wheel stops, ensure the stability of the vehicle throughout the sea transportation, reduce vehicle damage after arrival at the port, and reduce acceptance disputes for overseas customers.