Suspended transport and route management system

Abstract

A suspended transport system includes a suspended track and a motorized transporter configured to travel along the suspended track. The motorized transporter includes a motorized vehicle configured to move the motorized transporter along the suspended track, a chassis / beam configured to carry objects under the motorized vehicle, and a buffer and deflection system configured to prevent objects from contacting another object.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is related to U.S. Provisional Application No. 62 / 337,272, entitled “Carrier Configured to Transport Various Sized Objects”, filed on May 16, 2016, and claims priority from the U.S. Provisional Application No. 62 / 337,276, entitled “Sliding Track Switch for Monorail Based Container Carrier”, filed on May 16, 2016, and claims priority from the U.S. Provisional Application No. 62 / 246,535, entitled “Overhead Transportation and Route Management System”, filed on October 26, 2015, and claims priority from the U.S. Provisional Application No. 62 / 249,086, entitled “Adjustable Container Carrier”, filed on October 30, 2015, and claims priority from the U.S. Provisional Application No. The above '272, '276, '535 and '086 applications are hereby incorporated by reference in their entirety. Technical Field

[0003] The present invention relates to the transfer and transportation of containers in port and transfer terminal facilities. In particular, the present invention relates to a suspended rail transport system and a path management system for transporting freight containers from one location in a port terminal or warehouse facility to another location. Background Art

[0004] Containers, including intermodal containers, are used for the transport of goods. Intermodal containers are manufactured in accordance with ISO standards and are suitable for multiple modes of transport such as truck, rail or ship.

[0005] About 90% of the world's non-bulk cargo is transported via multimodal shipping containers. When these containers arrive at ports (land ports or sea ports), they must be transshipped by truck, ship or rail.

[0006] The process of container intermodal transport itself consumes a lot of time and energy. Ship loading and unloading usually uses various mechanical equipment such as cranes, trucks, forklifts and straddle carriers / straddle loaders to load and unload ships on the ground. These mechanical equipment often consume a lot of fuel and are not very efficient.

[0007] The maximum length of an intermodal container is 53 feet (16.15 meters) and the weight when full is between 35 and 40 tons (31.8 and 36.3 metric tons). A typical problem with the transportation of intermodal containers is that in busy ports, there is often limited ground space to meet the large area of ​​ground space required for container loading and unloading and transportation, and space in busy ports and surrounding areas is usually very expensive. Another problem is that container unloading operations currently take a lot of time, which causes port congestion and container backlogs.

[0008] In order to alleviate the above problems, the industry has proposed and recommended the use of suspended rail transportation technology. The advantage of the suspended rail transportation technology solution is that it can greatly improve the efficiency of port container operations. At the same time, there are corresponding challenges. One of the typical problems is how to deal with the rapid conversion and connection between multimodal containers and the suspended rail transportation system.

[0009] The efficient operation of converting container transportation from one mode to another and transporting from one location to other different locations (such as transportation from a port area to an inland terminal) requires a corresponding transporter system. In some applications, the transporter can eliminate or reduce port congestion through a suspended rail transport system and play a role in clearing the port. In the process of freight container intermodal transportation, an unresolved problem with the application of current equipment is the transfer of freight containers from one transportation system in a port facility to another transportation system. Conventional container transfer equipment is bulky, difficult to operate, and not stable enough, especially when operating large and heavy containers. It is often funny to exchange the freight containers from one transportation system to another. In addition, current container loading and unloading equipment is generally not suitable for precise positioning and alignment of containers, so that, for example, the transporter device in the suspended rail transport system can meet the efficient transportation of containers from one location to another. Summary of the invention

[0010] The suspended rail transportation system can solve the common problems and shortcomings of traditional transportation systems. The suspended rail transportation system includes:

[0011] (a) Suspended track;

[0012] (b) at least one motorized transporter transportable along the suspended track, the at least one motorized transporter comprising:

[0013] (i) at least one motorized trolley for driving the at least one motorized transporter along the suspended track;

[0014] (ii) a chassis / crossbar for carrying objects beneath the motorised vehicle; and

[0015] (iii) Bumpers and deflection systems that prevent an object from contacting or colliding with another object.

[0016] In the present system, the suspended track may include at least one monorail elevated track / running track. The suspended track may include at least one elevated track / running track, which may be made of steel structure, concrete, or a combination of similar materials. The suspended track may also include:

[0017] Elevated tracks / running tracks; and

[0018] At least one single truss structure supports the elevated track / running rails.

[0019] The suspended track may also include:

[0020] Elevated tracks / running tracks; and

[0021] At least one steel structure system supporting the elevated track. In some embodiments, this can be a single-row or double-row steel truss support system.

[0022] In the present system, the suspended track may include at least one suspended switch, and the switch may be used to selectively guide the at least one motorized transporter to run on the different suspended track.

[0023] In the present system, the at least one motorized vehicle may include:

[0024] at least one motor,

[0025] a plurality of running wheels, the plurality of running wheels being movable along the suspended track; and

[0026] A connection flange point is provided for each of the plurality of travel wheels, the connection flange point connecting the wheel to the at least one motor via at least one gearbox.

[0027] In the system, the at least one motorized vehicle may include at least one motor. The at least one motor may include a regenerative power system. The suspended track may include at least one power point; and the at least one motor receives power from the at least one power point.

[0028] In the system, the at least one motorized trolley may include at least one spiral bevel gearbox. The at least one motorized trolley may include a plurality of load-bearing wheel assemblies. The chassis may include at least one four-corner locking pin mechanism configured to lift and hold the object.

[0029] In the present system, the object may comprise a shipping container.

[0030] In the present system, the at least one motorized transporter may include a center pin that can couple the at least one motorized dolly to the chassis, bumper, and deflection system.

[0031] In the present system, the system further comprises a control system comprising a control device for controlling the operation of the at least one motorized transporter.

[0032] A motorized transporter for traveling along a suspended track, the motorized transporter comprising:

[0033] at least one motorized cart configured to move the at least one motorized transporter along the suspended track;

[0034] an undercarriage configured to carry an object beneath the motorized vehicle; and

[0035] A bumper and deflection system configured to prevent the object from contacting an object on the suspended track.

[0036] In the aforementioned motorized transporter, the at least one motorized vehicle may include:

[0037] at least one motor,

[0038] a plurality of running wheels configured to ride along a suspended track / track; and

[0039] A connection flange point is provided for each travel wheel of the plurality of wheels, the connection flange point connecting the wheel to the at least one motor via at least one gearbox.

[0040] The at least one motorized transporter may include at least one motor. The at least one motor may include a regenerative power system. The suspended track may include at least one power point; and the at least one motor is configured to receive power from the at least one power point.

[0041] In the aforementioned motorized transporter, the at least one motorized cart includes at least one spiral bevel gearbox. The at least one motorized transporter may include a plurality of load-bearing wheel assemblies. The chassis includes a four-corner locking pin mechanism configured to lift and hold the load. The load may include a freight container. The at least one motorized transporter may include a center pin configured to couple the at least one motorized cart to the chassis, the buffer, and the deflection system.

[0042] A method for transporting an object, the method comprising:

[0043] extracting the object using a chassis of a motorized transporter configured to travel along an overhead track;

[0044] Using at least one motorized trolley, moving at least one motorized transporter along the suspended track;

[0045] The object is prevented from contacting or colliding with another object on the suspended track using a buffer and deflection system, and the object is unloaded at the destination using a chassis.

[0046] The method may further include: using at least one suspended turnout to selectively guide the at least one motorized transporter to different portions of the suspended track. The method may further include: using at least one motor of the motorized transporter to receive power from at least one power point of the suspended track.

[0047] In the foregoing method, the load comprises a freight container.The method may further comprise utilizing a control system to manage and control the operation of the motor transporter. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 is a schematic diagram showing an overhead rail transport system and a path management system for transporting freight containers from one location to another in a port, dock, or warehouse facility.

[0049] Figure 2A , 2B , 2C and 2D are respectively a stereoscopic view, a top view, a front view and a side view of the suspended motor transporter structure of a freight container running along an integrated truss track.

[0050] Figure 3A , 3B 3C and 3D are respectively the top view, side elevation view, front view and stereogram of the motorized trolley assembly of the suspended rail transport system and path management system.

[0051] Figure 4 It is shown in a partial cutaway view. Figures 3A-3DA cross-sectional view of the load-bearing wheels of the motorized trolley assembly shown in FIG.

[0052] Figure 5A and Figure 5B The top and side views of the suspended rail transport system and the suspended monorail single truss type of the path management system are shown respectively.

[0053] Figure 5C and Figure 5D The top and side views of the suspended track transport system and the suspended monorail double truss type of the path management system are shown respectively.

[0054] Fig. 6A yes Figure 5A and 5B A side view of a single truss support column of a suspended monorail structure is shown in FIG.

[0055] Figure 6B yes Figure 5C and 5D A side view of the double truss support columns of the suspended monorail structure shown in FIG.

[0056] Fig. 7A yes Figure 5A and 5B A side view of a single truss rail support structure of a suspended monorail structure is shown in FIG.

[0057] Figure 7B yes Fig. 7A An enlarged side view of the track support portion marked with a circle in the middle.

[0058] Figure 7C yes Figure 5C and 5D A side view of the double truss track support structure of the suspended monorail structure shown in FIG.

[0059] Fig. 8A yes Figure 5A and 5B Side view of a single truss truss-to-column connection of a suspended monorail structure shown in FIG.

[0060] Figure 8B yes Figure 5C and 5D Side view of the double truss truss-to-column connection of the suspended monorail structure shown in FIG.

[0061] Fig.9A , 9B 9C and 9D are respectively the top view, stereoscopic view, front view and side view of the running track switch of the suspended rail transportation system and path management system.

[0062] Fig. 10A , 10B10C and 10D are respectively the top view, stereoscopic view, front view and side view of the container loading device of the suspended rail transportation system and path management system.

[0063] Fig.11 A side view of a maintenance vehicle for a suspended rail transport system and a route management system. DETAILED DESCRIPTION

[0064] This suspended rail transport system and path management system are used for the loading and unloading of shore-side ships in container terminals, and can coordinate and synchronize operations with the shore-side movable bridge crane and yard gantry crane. While improving operational efficiency, it can also reduce container backlogs, ease port congestion and improve port pollution issues.

[0065] Figure 1 A suspended rail transport and path management system 100 for transporting containers from a port, terminal or warehouse facility to other transport destinations is shown. Figure 1 In the diagram, the main elements include a suspended suspended monorail 101, an import and export loading and unloading area 107, a motorized transporter 104 that can operate synchronously, and a port rear terminal with multiple loading and unloading points 106. As shown in the enlarged part, the suspended monorail 101 can be composed of a double row of tracks. In the import and export loading and unloading area 107, the ship (such as the ship 103 shown in the figure) is unloaded through the existing bridge crane and unloading mechanism of the port, and then the unloaded containers are transported and lifted to the suspended monorail transport track through the loading platform system in the system. As shown in another enlarged schematic diagram 102, multiple suspended monorails can be set up to increase the port throughput and keep coordinated and synchronized with the loading and unloading operations and scheduling procedures.

[0066] The containers are transported via motorized transporters 104 suspended on the suspended monorail 101. The motorized transporters 104 carrying the containers are independently driven to the designated drop-off area. The container parking area, as shown in the schematic diagram 108, is used to alleviate the container backlog in the port area and provide a place for subsequent distribution and transshipment, thereby reducing port congestion and container pressure, and can also greatly reduce the number of external container trucks traveling to and from the port.

[0067] From the parking area 108, the full container is loaded onto the suspended monorail 101 and returned to the port area or other temporary parking location. The motorized transporter 104 transports the full container from the parking area 108 back to the import and export loading and unloading area 107. If the transporter does not pick up the container, the empty transporter (without the container) returns from the parking area 108 and enters the sorting waiting state, waiting to pick up the container again from the ship 103 or the import and export loading and unloading area 107, and perform the transshipment and transportation operation, and so on, repeatedly.

[0068] Then proceed to Figures 2A-2D , the suspended motorized transporter 119 runs along the running track 113 supported by the truss 112, transporting the freight container 116. The suspended motorized transporter 119 includes a motorized trolley assembly 114 and a chassis 118, as well as a front buffer 115 and a rear buffer 117. It should also be noted that the chassis 118 can be replaced by a crossbeam (one or more) (not shown here). The motorized transporter using the crossbeam belongs to the scope of the present invention, and the principle is the same as that of the motorized transporter using the chassis 118. For ease of understanding, this article will refer to this load-bearing structure as a chassis, including crossbeams or chassis, both of which can be used.

[0069] The suspended motorized transporters 119 can be self-propelled along the running rails 113, but can also be remotely controlled. Each transporter can have two motorized trolley assemblies 114; the two motorized trolleys of each transporter can be controlled synchronously. Each motorized trolley can have four drive wheels (see Figures 3A-3D and Figure 4 ) and four corresponding attachment flange points for various sizes of motors. The configuration of motor size and number of motors can be based on the needs for a particular port facility. Each motorized trolley assembly 114 can accommodate one to four motors (one motor per wheel) to match power requirements as well as failure rates and redundancy. Each motor can vary in speed and traction efficiency.

[0070] A front and rear buffer support and deflection structure may be suspended from the bottom of the two motor hangers by a king pin and may be connected to the chassis 118 below them. This structure includes three main elements:

[0071] (1) a connection between the motorized trolleys, (2) a chassis that has a certain strength, stability and resistance to twisting, i.e., torsion, in the transporter system itself, and (3) buffers and deflection protection devices so that the containers do not hit each other and are kept separate from each other to prevent collision damage to the containers and the transporter, while ensuring that the load distribution of the suspended track meets safety specifications. All motorized transporters can be equipped with front and rear buffers to provide vibration reduction through rubber or similar vibration-damping materials.

[0072] The chassis 118 of the suspended motor transporter 119 can be directly connected to an international freight container using an industry standardized four-corner pin locking system.

[0073] In certain embodiments, the chassis 118 has three main parts: a center section that can be connected to the front and rear bumper-style support and deflection structures located above it; two symmetrical reinforcing armatures that can extend from the center section and are telescopically adjustable to accommodate standard sizes of international freight containers; and corner locking pins (one at each corner).

[0074] Figure 2A More specifically, a suspended track / running rail main section 113 based on a truss support structure is described, which may have a flange area at the bottom of the running rail, wherein the flange area may be the bearing wheel of the motor vehicle (see Figures 3A-3D and 4) generating driving friction to generate driving force. A secondary rail (sub-rail) can be installed on the running rail flange. The secondary rail can be engaged with the friction load-bearing wheel.

[0075] Figures 3A-3D The motorized trolley assembly 130 of the present suspended track transportation and path management system is shown. The motorized trolley assembly 130 is a propulsion power device of the suspended track transportation system. Figures 3A-3D As shown in FIG. 1 , the motorized trolley assembly 130 includes a support frame 164 having a transverse support beam 162, a motor 154, a helical-bevel gearbox 152, a load-bearing wheel 132, a top guide wheel 136 and a bottom guide wheel 137, an anti-tilt guide wheel 138, a center pin 148, and a wheel cleaning sweep, i.e., a wheel cleaning sweep plate 140. The load-bearing wheel 132 extends from the load-bearing wheel assembly 164, and a more detailed structure can be referred to Figure 4 .

[0076] The side-by-side and parallel trolley support frames 164 and the interconnected transverse support beams 162 are the main structural elements of the motorized trolley assembly. The support frames 164 can be constructed of cast steel, and the cross beams can be modular structures so that their sub-components can be bolted together and tightened for easy alignment. The surface of the steel can be painted for corrosion and rust resistance.

[0077] The motor 154 can be set according to the different requirements of the specific system application, and can be connected to the internal braking mechanism and equipped with an energy recovery and collection system generated by the braking system. In some embodiments, each motorized transporter can have one or up to ten motors. In some embodiments, each transporter can have 2, 4 or 8 motors. Each trolley assembly 130 can have a flange interface to connect the load-bearing wheel to the motor. The motor 154 can be installed vertically (as shown in the figure) or in other directions such as horizontal installation. The vertical installation of the motor 154 can make the structure size of the entire motorized trolley more concise. The power transmission from the motor shaft to the load-bearing wheel can be guided by a bevel gear system. The motor 154 is bolted for easy replacement.

[0078] The motors 154 may receive their power feeds from power points mounted on the main rail. These live power strips may have corresponding and aligned power points on each motor vehicle assembly 130 for delivering power to the motors and also for delivering captured / regenerated power back to the power system during braking and track descents.

[0079] As in Figures 3A-3D As further shown in FIG. 1 , the helical-bevel gearbox 152 connects the drive shaft of the motor 154 to the axle of the load-bearing wheel 132 through a bevel gear system that can change direction by 90 degrees. The gearbox 152 can have several speed ratios, so that the gearbox produces different torques to meet the needs from initial acceleration to normal operating speed and deceleration. The bevel gearbox 152 can have bolt connections for easy replacement and maintenance.

[0080] The shaft and bearings of the load-bearing wheel 132 can be made of high-grade alloy steel to improve the long-lasting wear / life cycle. The friction surface of the load-bearing wheel can be a conventional carbon steel surface, or a composite material to reduce noise and increase traction.

[0081] The motorized trolley assembly 130 may have a plurality of guide wheel sets that can ensure that the main load-bearing wheels run normally along the main running track (including the truss structure) and reduce the friction between the secondary rails to reduce the traction required by the system. The illustrated application example contains three sets of guide wheels, four top guide wheels 136 and four bottom guide wheels 137 to ensure that the motorized trolley is aligned with the track 113. When load offset occurs, two anti-tilt guide wheels 138 prevent the motorized trolley assembly 130 from shaking or tilting, and thus prevent the entire motorized transporter system from swaying or tilting from side to side during loading and unloading operations.

[0082] The center pin 148 is the main connection mechanism between the motorized trolley assembly 130 and the spreader frame or end beam. The center pin 148 can be designed as a flanged head pin extending from the top to the bottom of the transverse support beam 162. As a free element, the center pin 148 can rotate freely and bear some vertical forces. The lower end of the center pin 148 can have an opening designed as a full circle of holes through which a second pin can be placed and thus engage it with the circle of holes on the top of the frame structure. The system is designed to be quickly hooked and unhooked for easy repair and maintenance.

[0083] The wheel cleaning and sweeping plate 140 can be mounted on the cast panel 142 in front of each load-bearing wheel 132 to continuously remove obstacles or debris that may accumulate on the inner side of the lower flange of the running track 113 containing the truss structure, especially the debris cleaning of the smaller driving rail on which the load-bearing wheel 132 rolls. The portion of the wheel cleaning and sweeping plate 140 that contacts the running track 113 can itself be covered with a replaceable and repairable high-density synthetic material to prevent metal-to-metal friction and the resulting noise. The wheel cleaning and sweeping plate 140 should have non-stick properties to more thoroughly remove debris accumulated on the track surface or frame 164.

[0084] Figure 4 Also shown are load wheel assemblies 180. In some embodiments, there may be four load wheel assemblies per motorized cart assembly 130, and eight load wheel assemblies per motorized transporter. The load wheel assemblies 180 may also be designed to be bolted to the cart assembly 130 for ease of maintenance and / or replacement. The load wheel assemblies 180 may be unpowered free-wheeling, or may be driven assemblies driven by a motor. Each motorized cart assembly 130 may have a plurality of drive wheels, and in some embodiments, each motorized transporter may have ten drive wheels.

[0085] The main component of the load wheel assembly 180 is the load wheel 132. The load wheel 132 can be mounted on the crane rail 318, which transfers the container / mobile transporter load to the monorail support structure (see Fig. 7A and 7B ). The load-bearing wheel 132 may have an outer diameter of 400 mm and may be made of flame hardened forged carbon steel. The load-bearing wheel 132 may be connected to an AISI 4140 standardized alloy steel shaft onto which a cylindrical roller bearing may be press-fitted. The load-bearing wheel 132 may be fixed to the shaft 192 via an end cap 190 by screwing to prevent movement of the shaft of the load-bearing wheel 132.

[0086] As in Figure 4As further shown in FIG. 1 , the cylindrical roller bearing assembly includes two high speed roller bearings 194 mounted at the ends within the bearing support tube 182. The support tube may be carbon steel with end covers 186 fastened with screws at both ends. Figures 5A-5D The diagram shows a truss and track structure capable of carrying a 60-ton (54.5-ton) motor transport in winds up to 120 miles per hour (193 kilometers per hour) while allowing the motor transport to move synchronously around the running track. There are two main track support structures: a single truss assembly 210 and a double truss structure 220.

[0087] Figure 5A and 5B Two different structures of a single truss structure are shown. The main truss assembly 212 can be constructed from angle steel shown in an elevation view. The main truss assembly 212 can support the vertical forces of the container and transporter assembly. The lateral forces generated by wind, unbalanced loading and turning can be borne by the truss assembly 214, which connects and reinforces the two main trusses. The single truss assembly 210 can be constructed from steel plates of different thicknesses.

[0088] Figure 5C and 5D A double truss structure is shown, where the vertical forces of the container and transporter assembly can be supported by main trusses, one of which is shown as truss 222. Lateral forces generated by wind forces, load imbalance and cornering can be taken up by truss assemblies 224a and 224b, which stabilize the two main trusses 222. Single truss assembly 210 can also be constructed using steel plates of different thicknesses.

[0089] The single truss assembly 210 can be designed to support multiple transporters running in close proximity, each of which is loaded with fully loaded 45-foot (13.7-meter) 65-ton (58-ton) containers.

[0090] In the single truss and double truss structures, the main support columns 216 and 226 can be concrete columns with reinforcing steel. The height of the columns can be adjusted according to different air spacing. The main support columns 216 and 226 can be supported by footing plates 218 and 228 respectively. The long side of the base can be set to be perpendicular to the direction of the track and consistent with the direction of the support column so that it can be applied to the double track structure.

[0091] As in Fig. 6A (Single truss structure) Figure 6BAs further shown in (double truss structure), support columns 217 and 227 support two sets of truss beam structures. The horizontal beam portions of the connecting beams 217 and 227 can form a single integral structure with the support columns. The track for the transporter to travel on can be suspended under the horizontal support beams, and the track can be fixed under the beams by the steel structural strength of the track in the truss structure.

[0092] Figures 7A-7C The diagram shows the truss and track assembly used in the present suspended track transportation system. Fig. 7A A truss and rail assembly 310 is shown for a single truss design. Figure 7C Trusses and components 320 are shown for a double truss design. Figure 7B 31 is an enlarged view of the truss and track assembly structure. The double I-beam of the truss and track assembly includes a top plate 312, a bottom plate 314 and a pair of vertical walls 316a and 316b between the top plate 312 and the bottom plate 314. These components are welded in place before being bolted together. The rail 318 is welded to the bottom flange. The wheels of the motor transport will be carried and run on the rail 318. In some embodiments, the running track can be a standard railway track. Figure 7C As shown, the truss and rail assembly 320 for the double truss design is configured to Fig. 7A The truss and rail assemblies are similar to the single truss design illustrated in FIG7B. Fig. 7A and 7C Also shown are lateral bracing members associated with the truss design.

[0093] Fig. 8A and 8B The diagram shows the connection between the truss ends and the transverse support beams. The angles of the truss system can be connected to the support rods at the upper ends of the trusses to maximize the load capacity while reducing the impact of the section around the support rods.

[0094] Next Steps Figures 9A-9D The sliding turnout 350 includes a fixed frame 352, a pulley 354, an inner frame 356, a first running rail segment 358, a second running rail segment 360, and a motor 362. The fixed frame 352, the inner frame 356, the first running rail segment 358, and the second running rail segment 360 can be welded together to form a structural member.

[0095] Track sections A, B and C Fig. 9B As shown in FIG. Track segments A and B are combined to form track segment AB. Track segments A and C are combined to form track segment AC.

[0096] In some embodiments, the fixed frame 352 is stationary, and the internal frame 356 can be configured by the motor 362 to move the first running rail segment 358 and the second running rail segment 360 via the pulley 354 when driven by the motor 362 to change the different connections of the running rail segments A, B and C.

[0097] exist Figures 9A-9D In the embodiment, the inner frame 356 can be moved from a first position to a second position, such as in Fig.9A In a first position (not shown), the inner frame 356 is positioned so that the first running track segment 358 is aligned with the running track segment A and the running track segment B. This configuration allows the transporter to move from the running track segment A to the running track segment B and vice versa. The transporter is motorized.

[0098] In the second position ( Fig.9A and 9B ), the positioning of the inner frame 356 causes the second running track segment 360 to align with the running track segment A and the running track segment C. This configuration allows the transporter to move from the running track segment A to the running track segment C and vice versa. There may be more than two running tracks in the inner frame 356.

[0099] As shown, the inner frame 356 is driven via a pulley 354 and a motor 362. The motor 362 is typically an AC motor. The motor 362 may also be a hydraulic or pneumatic transmission, or an internal combustion engine, and may also be wirelessly controlled.

[0100] The sliding turnout 350 communicates with the system and sends a signal to show the current position of the inner frame 356. This information can then be relayed to the transporter. This step is particularly important so that the transporter does not attempt to enter the fixed frame 352 when the inner frame 356 is between the first and second positions. The sliding running track turnout 350 can also communicate wirelessly with the system. The sliding turnout 350 can also communicate directly with the transporter.

[0101] As in Figures 9A-9D As further shown in FIG. 1 , the sliding switch 350 is configured to move the inner frame 356 when a transporter (including a transporter with cargo) is located on the first running track segment 358 and / or the second running track segment 360. When the first running track segment 358 or the second running track segment 360 are far enough apart, two transporters traveling in opposite directions can pass each other head-on on the same running track. One of the transporters only needs to wait on the first running track segment 358 or the second running track segment 360 while the other transporter passes on the unoccupied running track segment.

[0102] The sliding switch 350 can also act as an elevator to lift the transporter in an upward or downward direction. The sliding switch 350 can also lift the transporter in a diagonal direction.

[0103] Figures 10A-10D A container loading device 400 suitable for the present suspended rail transport and path management system is shown. The container loading device 400 includes a mobile platform 420, a container 410 moved and placed by a crane (it may also be transferred by other container transfer equipment / trolleys), and a container 412 vertically lifted by a scissor lift 418. A set of rollers 414 assists the container 410 in transferring from its initial position to the position on the scissor lift 418.

[0104] A standard "loading" cycle is when the container loading device 400 transfers the container to the bottom of the suspended motorized transporter so that the locking pins of the suspended motorized transporter 119 are aligned with the container and the locking pins are closed / fastened. Similarly, a standard "unloading" cycle is when the container loading device 400 (located under the suspended motorized transporter 119) takes the container from the suspended motorized transporter 119 by opening the locking pins, and then safely extracts and lowers the container from the suspended motorized transporter 119.

[0105] Fig.11 is a side view of a maintenance vehicle 450 used in the present suspended rail transport and path management system. Fig.11 A maintenance worker 452 operating the maintenance vehicle 450 is also depicted, as is the location of the overhead motorized transporter 119 .

[0106] The main mechanical structure of the system can be a multi-level, multiple running rail, suspended monorail system. The track can be suspended from horizontal support column beams that connect the columns. Loaded motor transporters (with containers) and unloaded motor transporters (without containers) can travel on the suspended monorail system.

[0107] The motorized container transporters of the present system may be self-propelled, zero-emission, electrically driven to increase and maximize system efficiency and reduce freight ecosystem pollution.

[0108] Control system description

[0109] The container logistics system may include an overall system and control system that can control the operation of the motorized transporters within the entire system. This may include receiving individual data for each container and using that data to direct and schedule the transport of the container to and from the dock and shore vessels. The system and control software may control the operation of the various components of the system, including the lifts, turnouts, ground transport vehicles, and control systems on each motorized transporter.

[0110] The system and control software receive information about containers being unloaded from each ship and containers being loaded onto each ship. This interaction can be automatic or manual, depending on the control system at each location. The system software can then use this information to dynamically control the operation of the motorized transporters throughout the system and subsequently optimize the order of the switches, paths, and loading stations.

[0111] Each motorized transporter can be equipped with a control system to control the drive motor, including acceleration / deceleration operation as well as indexing, locking pin system, container positioning sensing system and distance measurement. This motorized transporter control system can also be connected to the overall control system to report system operating parameters.

[0112] Input / Output: The system and control system can receive information about operator commands, transporter dispatch, operating environment, and information about the container.

[0113] Operator Commands: Typical operator commands may include: pick up a specific container, set a destination for a container, change a destination for a container, enter a list of containers waiting to be picked up in the next time increment, send a motor transport to a maintenance area (i.e., remove it from the current transport system), retrieve a motor transport from a maintenance area and return it to the current transport system, send motor transport information to customs and retrieve relevant information from customs and return it to the motor transport, move a motor transport to the nearest "hold / pause" track segment, return a motor transport to its pick up origin station (e.g., to correct for path errors), move an inoperative / empty motor transport to a new location for system load balancing, lift and set up a motor transport at a specific lift station, emergency stop station, change the system's maximum motor transport speed, and change the minimum allowable distance between motor transports.

[0114] Motor transporter deployment information: Typical motor transporter deployment information may be: the current position of the motor transporter in the system, the direction of motion of the motor transporter, its current speed, and the speed of the motor transporter relative to adjacent motor transporters in either direction, strain measurements, load status, i.e., whether the motor transporter is carrying a loaded container or an empty container, whether it is unoccupied (i.e., not carrying a container), motor transporter motor rpm, temperature, current, voltage and wheel bearing temperature, the status of the chassis arm latches, including whether the latches are securely locking the container, and whether the motor transporter is ready for work or offline for maintenance.

[0115] Operating environment information: Typical operating environment information may be: ambient temperature, wind speed, and humidity in the operating area, seismic motion activity in the operating area, fire alarms, total system current and zone current, total system voltage and zone voltage, power system changes caused by the movement of electric conveyors, the position of each switch and the next planned change to the switch position, the temperature of the switch motor, the position of the switch lock, and the status of each switch (i.e., offline or ready for operation).

[0116] Container Information: Typical operational context information may be: container identification number, container location, record of time the container was raised or lowered to rail, container destination, declared and tested weight of the container, presence of improper load balance, weight or hazardous condition alerts, container size, container loading status, container contents classification, whether the container requires customs clearance / clearance, whether the container requires refrigeration, identity of the party currently responsible for the container, and identity of the next party in the chain of responsibility for the container.

[0117] Current control systems can respond to three types of inputs: space sensors, operator commands, and lift criteria.

[0118] Spatial Sensors: Motor transporters can be equipped with sensors that provide information to the control system, which can issue commands at the following times: when a motor transporter approaches a stopped motor transporter; when a faster loading motor transporter approaches a moving motor transporter; when a loaded motor transporter enters any station area; when a motor transporter with loaded containers leaves any station area; when a loaded motor transporter enters a curve in the operating track; and when each container presents its unique identifier to any tower or station scanner, so that the current container position can be written to the container movement time record database and immediately become available to the API.

[0119] Operator Commands: The control system can issue commands to motorized transporters to change their positions in the following ways:

[0120] A destination change prior to lift involves recalculating and communicating the planned turnout route for that container.

[0121] A destination change after liftoff includes checking whether the motor transport has passed the new destination station, and if so, rerouting the motor transport around the loop; and if not, responding immediately to the new route change.

[0122] The route of each container is calculated based on the next available motor transporter at the lift station for each container, based on the uploaded terminal operator's order list of containers to be moved.

[0123] Move empty motor transporters from parking stations to lift stations to balance system loads and reduce lift wait times.

[0124] When the system is fully restored after a period of system shutdown, the motorized transporters should be started in a staggered manner to limit the total starting current and reduce the total power demand.

[0125] Changing the process of a loaded motor conveyor from active run to passive hold / stay will reroute the motor conveyor to a held track section via switch commands and place a motor conveyor status alert on the operator's console interface.

[0126] Request to tow the motorized transporter to the maintenance depot. Once the transporter is empty and circles back to the maintenance area track, the motorized transporter's status immediately changes to offline.

[0127] Lifting standards: The control system can process information about the status of the container during the lifting process and information about the motorized transporter in the following ways:

[0128] Once the motorized transporter reaches the lift area, the system's stored individual container size data is received; this information will be reported to the lift operator's control panel and will require confirmation before extraction is attempted.

[0129] Execute container extraction, but first ensure that all four locking pin signals indicate they are securely locked.

[0130] The container weight is measured and compared with the stored weight data of the container; if it is within the appropriate range of the reported weight, the lift is carried out; if it is overweight but still within the reasonable range of the reported weight, the lift is carried out and a warning alarm is sent to the system operator's panel; if it is heavier and exceeds the reasonable range of the reported weight, the lifting process is stopped and a weight alarm is reported to the operator.

[0131] The loaded motor transport enters the destination lowering area and will only proceed to that lowering area if not already present by another motor transport; upon moving into the lowering area, sensors will detect whether there are any other objects in the lowering area besides the container transfer equipment, and if so, delay lowering until the area is cleared and the lift operator has manually reissued the lowering command.

[0132] This system provides the following operational advantages:

[0133] The chassis of this system uses an International Standard (ISO) four-corner locking pin mechanism to securely secure the lift and transport freight container during transportation and delivery.

[0134] Independent automated container transporters can be programmable, synchronized and independently controlled (sequencing, resequencing) for maximum scheduling flexibility and independent movement and tracking of individual containers.

[0135] Integrated lift, carry and shuttle equipment can interface with freight container operations at ship-side gantry cranes, rail track connections and truck transporters, and extract containers from suspended monorail systems or lift containers to transfer them to elevated monorails.

[0136] The system may have two, three, and four parallel monorail transport tracks arranged side by side or above and below at various nodes in the system, and may independently transport freight containers simultaneously in the same and opposite directions, with each transporter having its own independent moving speed.

[0137] The switches in this system can redirect containers in two dimensions, and can move the loaded container (or unloaded) transporter to the adjacent transport track on the left, right, top or bottom side, and travel.

[0138] This system can transport containers between the shore crane and one or more container transshipment and distribution terminals at the rear.

[0139] The container transportation of this system can cross those disputed areas, ecological protection areas, or other use areas, as well as over water bodies and rivers.

[0140] The system can transport freight containers up or downhill, climbing grades of up to 12%.

[0141] The system can be set up with parallel running tracks for four functions at the same time:

[0142] (1) Extract containers from ships and clear them from the port.

[0143] (2) Return the container to the vessel.

[0144] (3) Transport the containers to temporary container parking stations or transshipment yards within the port.

[0145] (4) Queue empty or loaded transporters and direct them to their next destination.

[0146] The system may have a set of maintenance carts for maintenance and emergency personnel, located above the main rails, allowing maintenance personnel to operate the system while the system is in operation.

[0147] The system can operate in conjunction with or independently of existing transshipment facilities, which continue to operate and can coexist with traditional rail or truck (or other wheel-based) transportation.

[0148] The system may utilize and supplement existing transportation corridors / rights of way and may not require special or new corridors / rights of way.

[0149] The system is capable of operating adjacent to and above completed construction facilities and existing land uses (eg, shores, buildings, facilities, highways, and rail transit lines).

[0150] The present system can optimize each individual route for container transport between pickup and delivery points without being limited by a class-based system.

[0151] The system can place columns (support towers) in coastal waters and ports near the coast, allowing new routes to enter and exit from port locations and can independently extend into ship-navigable waters to unload or load ships.

[0152] The system can lift, support and transport all standard sized intermodal containers and can be adjusted to different standards and accommodate larger loads.

[0153] The system is able to reuse, integrate and store energy generated by renewable energy sources.

[0154] The system is designed to operate autonomously programmed transporters with limited human supervision at speeds of up to 75 km / h, keeping pace with vessel-side efficiency and meeting the port's required loading and unloading rates (e.g. eight containers per minute).

[0155] The system can adapt to a variety of working environment terrain and weather conditions. The structure of the columns and tracks can withstand winds up to 190 kilometers per hour and is not affected by special weather conditions such as extreme cold, snow, rain, high temperature or dense fog.

[0156] The system can operate in low light conditions and at night without being affected.

[0157] The system can adopt a specially designed "direct contact track" and coated running wheel system to meet different transport speeds and climbing capabilities, and reduce noise pollution. When the slope is higher than 12%, the system can be raised and lowered by direct and positive mechanical engagement using ropes / cables, gear devices or chain drives.

[0158] The system can use radio frequency, global positioning system, optical signature recognition scanning and performance safety feedback data for real-time command and control system.

[0159] The system may include secure and real-time performance reports and real-time dashboards available on authorized personnel's computers and mobile devices.

[0160] This system reduces diesel and truck emissions.

[0161] This system is not hazardous to roads, highways, bridges or tunnels.

[0162] The system architecture backbone can provide an integrated system for international freight container transport, including the distribution of power and communication devices (optical fiber and cables), as well as for the generation of renewable electricity (power recovery), as well as solar and wind energy.

[0163] The system can be used for the shipment and transportation of natural gas, liquids (eg, oil, water, sewage and anhydrous ammonia) and slurry suspended materials.

[0164] The system may be specifically designed to prevent intentional or mischievous interference, tampering or obstruction mechanisms.

[0165] The system may include safety guards to protect operators and the public from possible hazards during cargo movement, falling, stopping, starting, switching and accumulation conditions under normal and unexpected conditions.

[0166] The system provides suspended, unobstructed, and independently controlled and directed container transport for international freight containers of various sizes to and from shore crane "loading and unloading" locations corresponding to: (1) designated truck and railroad track intermodal centers, and (2) one or more inland container distribution terminals, and (3) container yards at berths.

[0167] This system can realize rapid loading and unloading of container ships, as well as more efficient container port clearance operations.

[0168] The system has the above advantages and also has the advantage of significantly reducing the number of loading and unloading times per container, thereby replacing the traditional transport system of transshipping containers by using shore trucks or straddle carriers (or other wheeled transport).

[0169] In some implementation cases, the system can be designed to partially or completely span natural or artificial waters (rivers, lakes, oceans, etc.).

[0170] While specific elements, embodiments and applications of the present invention have been shown and described, it will be appreciated that the invention is not limited thereto and modifications may be made by those skilled in the art without departing from the scope of the present disclosure, particularly in light of the foregoing description.

Claims

1. A suspended transport system comprising: (a) Suspended track; (b) a motorized transporter configured to travel along the suspended track, Wherein the motorized transporter comprises: (i) two motorized carriages which are synchronously controlled, each of the two motorized carriages being configured to drive the motorized transporter along the suspended track; and (ii) a load-bearing structure, which is a chassis configured to carry a container under the two motorized trolleys and has: two symmetrical reinforcing brackets extending from the chassis and being telescopically adjustable to accommodate the size of the container; and four-corner locking pin mechanisms configured to lift and hold the container, wherein the chassis is directly connected to the container by the four-corner locking pin mechanism to hold the container in a one-to-one correspondence to the chassis and below the chassis, and Each of the two motorized vehicles comprises three sets of guide wheels, and the three sets of guide wheels comprise: a set of top guide wheels, including four top guide wheels; and a set of bottom guide wheels, including four bottom guide wheels, wherein the set of top guide wheels and the set of bottom guide wheels cooperate with each other to maintain the motorized trolley aligned with the suspended track; and A set of anti-tilt wheels, including two anti-tilt wheels, is configured to prevent the motorized trolley from rocking or tilting from side to side when a shift of the container occurs.

2. The system of claim 1, wherein the suspended track comprises a monorail elevated track.

3. The system of claim 1, wherein the suspended transport track comprises a steel track.

4. The system of claim 1, wherein the suspended track comprises a concrete track.

5. The system of claim 1, wherein the motorized transporter further comprises: (iii) a bumper and deflection system configured to prevent the container from contacting a second container.

6. The system of claim 1, wherein the suspended track includes an elevated switch configured to selectively direct the motorized conveyance to different portions of the suspended track.

7. The system of claim 1, wherein the motorized vehicle comprises: (aa) Engine; (bb) a plurality of wheels configured to run along the suspended track; as well as (cc) a connection flange point for connecting each of the plurality of wheels to the engine.

8. The system of claim 1, wherein the motorized vehicle comprises an electric motor.

9. The system of claim 8, wherein the electric motor includes a regenerative power system.

10. The system of claim 8, wherein the suspended track includes a power point; and the electric motor is configured to receive power from the power point.

11. The system of claim 1 , wherein the motorized vehicle comprises a gearbox.

12. The system of claim 1, wherein the motorized cart comprises a plurality of load-bearing wheels.

13. The system of claim 1, wherein the load-bearing structure includes a four-corner locking pin mechanism configured to lift and hold the container.

14. The system of claim 1, wherein the container is an intermodal container.

15. The system of claim 1, further comprising a control system configured to control operation of the motorized transporter.

16. A method for transporting a container, comprising: (a) extracting the container using a load-bearing structure as an undercarriage attached to a motorized transporter configured to travel along an overhead track; (b) moving the motorized transporter along the suspended track using at least one motorized trolley included in the motorized transporter; (c) preventing the container from contacting a second container on the suspended track using a buffer and deflection system; as well as (d) unloading the container at the destination, Wherein the motorized transporter comprises: (i) two motorized carts, which serve as the at least one motorized cart and are synchronously controlled, each of the two motorized carts being configured to drive the motorized transporter along the suspended track; and (ii) a chassis configured to carry a container beneath the two motorized carts and having: two symmetrical reinforcing brackets extending from the chassis and being telescopically adjustable to accommodate the size of the container; and four-corner locking pin mechanisms configured to raise and lower and retain the container, wherein the chassis is directly connected to the container by the four-corner locking pin mechanism to hold the container in a one-to-one correspondence to the chassis and below the chassis, and Each of the two motorized vehicles comprises three sets of guide wheels, and the three sets of guide wheels comprise: a set of top guide wheels, including four top guide wheels; and a set of bottom guide wheels, including four bottom guide wheels, wherein the set of top guide wheels and the set of bottom guide wheels cooperate with each other to maintain the motorized trolley aligned with the suspended track; and A set of anti-tilt wheels, including two anti-tilt wheels, is configured to prevent the motorized trolley from rocking or tilting from side to side when a shift of the container occurs.

17. The method according to claim 16, further comprising: (e) utilizing overhead switches to selectively direct the motorized transporter to different portions of the suspended track.

18. The method according to claim 16, further comprising: (e) Utilizing the engine of the motorized vehicle to receive electricity from a power point on the suspended track.

19. The method of claim 16, wherein the container is a freight container.

20. The method of claim 16, further comprising: (e) utilizing a control system to control the operation of the motorized transporter.

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