Carrier for the transfer of goods

Abstract

A carrier for transferring cargo is provided. The carrier includes a chassis, a coupling, and a platform on the chassis. The coupling is mounted to the chassis at a first end of the chassis and is configured to releasably connect the carrier to a second carrier. The platform is for supporting a cargo container and includes a base portion and a bridge member. The bridge member is at one end of the platform and is extendable relative to the base portion from a retracted position to an extended position to extend the platform. The bridge member in the extended position protrudes beyond the first end of the chassis, above the coupling, toward the second carrier so as to establish a bridge to transfer the cargo container from the platform to the second carrier.

Description

Technical Field

[0001] The topics described in this article relate to cargo transshipment, and in particular to vehicles used for cargo transshipment. Background Technology

[0002] Some transport systems haul goods between various pick-up and unloading locations. For example, a freight train may consist of hundreds of flatbed railcars carrying intermodal cargo containers. During the journey, the freight train may stop at several terminal facilities to unload different cargo containers. At the terminal facilities, gantry cranes and other transfer equipment are typically required to lift and remove each container from the corresponding railcar. One disadvantage of this system is that the freight train depends on the availability of transfer equipment. For example, to unload a container, the freight train may need to travel to the nearest facility with available and operable transfer equipment, which may deviate from the train's intended route and / or the container's intended unloading location. Once the freight train arrives at the facility, it must remain there until the transfer equipment becomes available to lift and remove the designated cargo container from the train, which may delay the journey.

[0003] Furthermore, transfer equipment at the facility may retrieve cargo containers from one railcar without retrieving them from an adjacent railcar, resulting in an empty railcar between two loaded railcars. Future segments of the journey may not require this empty railcar. However, due to the boundaries at both ends of the railcars, disconnecting the empty railcar from the train would require breaking the train down into several segments to reach and disconnect the empty railcars, and then reassembling the train. Breaking down the train to remove the empty railcar is generally impractical due to the time and workload involved. Typically, freight trains with one or more empty railcars in the middle of their journey will simply continue with the empty railcars towed along. The disadvantage of this method is that the empty railcar increases the weight and length of the train, thereby reducing the energy efficiency of the journey, limiting acceleration and braking capabilities, etc., instead of being used to transport cargo. It is desirable to propose a system and method that differs from those currently used. Summary of the Invention

[0004] In one or more embodiments, a vehicle (e.g., a transfer vehicle) for cargo transfer is provided, comprising a chassis, a coupling, and a platform on the chassis. The coupling is mounted to the chassis at a first end and configured to releasably connect the vehicle to a second vehicle. The platform is used to support a cargo container and includes a base portion and a bridge component. The bridge component is located at one end of the platform and is extendable relative to the base portion from a retracted position to an extended position to lengthen the platform. In the extended position, the bridge component protrudes beyond the first end of the chassis, over the coupling, and toward the second vehicle, to establish a bridge for transferring the cargo container from the platform to the second vehicle.

[0005] In one or more embodiments, a vehicle system for cargo transfer is provided, comprising a first vehicle and a second vehicle respectively connected to each other via first and second couplings. Each of the first and second vehicles includes a platform and one or more bridge actuators. The one or more bridge actuators are connected at an end of the platform to a bridge component to move the bridge component relative to a base portion of the platform from a retracted position to an extended position, in which the bridge component protrudes over the first and second couplings. The vehicle system also includes a controller comprising one or more processors and operatively connected to the one or more bridge actuators of each of the first and second vehicles. The controller is configured to generate control signals to control the one or more bridge actuators of the first and second vehicles to extend the bridge component to the extended position. The bridge components in the extended position are mechanically connected to each other to form a bridge over the first and second couplings to transfer a cargo container from the platform of the first vehicle to the platform of the second vehicle.

[0006] In one or more embodiments, a method for transferring cargo between vehicles is provided. The method includes controlling one or more bridge actuators of a first vehicle to extend a bridge component of a platform of the first vehicle from a retracted position to an extended position. The bridge component in the extended position protrudes beyond a first end of the chassis of the first vehicle, over a coupling of the first vehicle, and toward a second vehicle connected to the first vehicle via the coupling. The bridge component is positioned closer to the second vehicle in the extended position than in the retracted position to form at least a portion of a bridge between the platforms of the first and second vehicles for transferring a cargo container between the first and second vehicles. Attached Figure Description

[0007] The subject matter of this invention can be understood by reading the following description of non-limiting embodiments with reference to the accompanying drawings, in which:

[0008] Figure 1 A vehicle system for performing cargo transfer according to one or more embodiments is shown;

[0009] Figure 2A A side view of a transfer vehicle according to one embodiment is shown;

[0010] Figure 2B Show Figure 2A The side view of the transfer vehicle shows the first bridge component in the extended position and the second bridge component in the retracted position.

[0011] Figure 3A A first transshipment vehicle holding a fixed cargo container and an unloaded second transshipment vehicle are shown according to an embodiment;

[0012] Figure 3BThe initial phase of a transfer operation between first and second transfer vehicles is shown according to one embodiment.

[0013] Figure 3C This demonstrates the intermediate stage of a transfer operation in which the cargo container is located on both the first and second transfer vehicles.

[0014] Figure 3D This shows a later stage of a transfer operation in which the cargo containers are fully supported by a second transfer vehicle.

[0015] Figure 3E The final result of the transfer process according to one embodiment is shown;

[0016] Figure 3F The illustration shows, according to one embodiment, that the first transfer vehicle and the second transfer vehicle are disconnected and separated after a transfer operation;

[0017] Figure 4A This is a top-down plan view of two connected transport vehicles according to one embodiment;

[0018] Figure 4B According to one embodiment Figure 4A A top-down plan view of the connected transport vehicles, in which bridges extend between the vehicles;

[0019] Figure 5 This is a block diagram of a transfer control system according to one embodiment;

[0020] Figure 6A This is a top-down plan view of a transfer vehicle according to one embodiment;

[0021] Figure 6B yes Figure 6A The second top-down plan view of the transfer vehicle shown in the image;

[0022] Figure 7 This is a top-down plan view of two transport vehicles arranged side-by-side rather than end-to-end according to one embodiment; and

[0023] Figure 8 This is a flowchart of a method for transferring goods on a vehicle system according to an embodiment. Detailed Implementation

[0024] The one or more embodiments described herein are directed to a system and method for transferring goods relative to one or more carriers. On one hand, goods can be moved without raising or lowering them. Alternatively, goods can be raised or lowered while being transferred. Transfer includes moving a cargo container onto, outside, and / or between two carriers. The cargo container may contain any shell or receiving seat for securing objects. The cargo container may contain or represent intermodal containers, pallets, boxes, etc. In at least one embodiment, the transfer of goods is performed by one or more carriers of a carrier system. Off-site equipment such as cranes, container lifts, forklifts, etc., may not be utilized, allowing the transfer operation to be independent of the distance to or availability of such equipment. Therefore, the transfer of goods can be performed outside of a transport facility equipped with transfer equipment.

[0025] A vehicle system according to one embodiment may include at least one vehicle designed to move containers from one platform of the vehicle to another vehicle and / or receive containers from another vehicle onto the platform. These vehicles are referred to herein as self-transfer vehicles. The vehicle system may have multiple self-transfer vehicles connected in series along the length of the vehicle system. Self-transfer vehicles are capable of transferring a given container from one vehicle to another in a front-to-back and / or back-to-front manner. Using the vehicle system described herein, if there are unloaded self-transfer vehicles in the middle section of the vehicle system (e.g., due to containers being pulled from the vehicle by off-site equipment), the gap in the middle of the vehicle system can be filled by forward displacement of containers from the rear of the vehicle system. The unloaded self-transfer vehicles receive containers placed on adjacent rear vehicles, and the rear self-transfer vehicles in the series of self-transfer vehicles become empty. The unloaded self-transfer vehicles at the rear can be decoupled from the vehicle system without disassembling the vehicle system. Disconnected vehicles can be left unattended for future segments of the vehicle system's journey, thereby reducing the vehicle system's weight and length and improving energy efficiency and handling (e.g., acceleration and braking). Disconnected vehicles can then access available collections of vehicles that can be picked up by other vehicle systems.

[0026] In another use case, it may be necessary to add a container to the middle section of a vehicle system. For example, the container to be added may be associated with other cargo containers in the middle section, such that the associated cargo containers may have a common destination location and / or may be grouped together when the vehicle system is divided into component vehicles. To accomplish this, an unloaded self-propelled transfer vehicle may be attached to the end of a series of self-propelled transfer vehicles (if one does not already exist). The self-propelled transfer vehicle positioned between the newly added vehicle and the desired location of the container to be added performs a transfer operation to move the container backward. The newly added vehicle receives the container previously held in front of an adjacent vehicle. The displacement of the container leaves the vehicle at the desired location of the container empty and unloaded. The new container may be loaded onto the empty vehicle via a gantry crane or other transfer equipment. Alternatively, the new container may be transferred from another vehicle system along the side of the vehicle system, rather than being lifted onto the vehicle by a crane or transport vehicle.

[0027] The cargo transfer system and method disclosed herein achieve greater flexibility in adding and removing cargo containers on a carrier system and in arranging cargo containers on the carrier system, as cargo containers can move between carriers. Because cargo containers can be linearly moved along the middle section of the carrier system to fill empty carriers and obtain empty carriers at the ends of the carrier system, at least one technical advantage is the ability to add and remove carriers at the ends without disassembling the carrier system to reach the middle section. Another technical benefit is independence from transfer equipment and terminal facilities. For example, the carrier system can avoid traveling to a terminal facility because the carrier system can move containers along one side of the route and then unload the end carriers for later pickup by another carrier system. The carrier system can complete the journey in less time by skipping terminal facilities and transfer operations performed by equipment at said facilities. Yet another benefit is that, compared to conventional carriers that cannot self-transfer cargo containers between carriers, self-transfer provides greater control over the weight of the carrier system (by being able to unload carriers to reduce weight), the weight distribution of the carrier system along its length, wind effects (e.g., by eliminating stacking gaps), etc. Enhanced control over these characteristics of a vehicle system enables improved energy efficiency, faster travel time, and improved handling (e.g., acceleration and braking).

[0028] Figure 1A vehicle system 100 for performing cargo transfer according to one or more embodiments described herein is illustrated. The vehicle system includes several types of vehicles 104, 106 traveling along a route 108. Vehicles 104A-C are propulsion-generating vehicles that generate traction and / or power to propel the vehicle system along the route. Vehicles 106A-E are non-propulsion-generating vehicles that do not generate traction or power. Some non-propulsion-generating vehicles may be positioned among the propulsion-generating vehicles. The non-propulsion-generating vehicles include a braking system but lack a propulsion system. The non-propulsion-generating vehicles may be mechanically coupled to each other and to the propulsion-generating vehicles, such that the propulsion-generating vehicles propel the non-propulsion-generating vehicles along the route.

[0029] The non-propulsion-generating vehicle can be designed to carry cargo containers 112. Suitable cargo containers include intermodal containers, boxes, crates, pallets, etc. The cargo container can represent any form of packaging or containment shell for goods. The non-propulsion-generating vehicle can be a flatbed vehicle providing a platform on which the cargo container is mounted. Although the vehicle system is shown as having three propulsion-generating vehicles and five non-propulsion-generating vehicles, the vehicle system can have more or fewer propulsion-generating vehicles and more or fewer non-propulsion-generating vehicles by coupling additional vehicles and / or disconnecting and removing some existing vehicles. For example, the vehicle system may have as few as one propulsion-generating vehicle and as few as one or two transshipment vehicles.

[0030] At least some of the non-propulsion-generating vehicles in the vehicle system are self-transfer vehicles, referred to herein as transfer vehicles. Optionally, all five non-propulsion-generating vehicles are transfer vehicles and are identical to each other. The transfer vehicles are capable of performing the cargo transfer operations described herein. Alternatively, one or more of the non-propulsion-generating vehicles are not transfer vehicles. For example, the vehicle system can be assembled using both conventional non-propulsion-generating vehicles and transfer vehicles.

[0031] Two or more transfer vehicles may be positioned adjacent to each other along the length of the vehicle system. Tandem arrangement of transfer vehicles allows for the transfer of cargo containers between vehicles without lifting them. In the illustrated embodiment, propulsion-generating vehicles are arranged as configuration 102 at the front end 110 of the vehicle system according to the planned direction of travel of the vehicle system. Non-propulsion-generating vehicles containing transfer vehicles may be positioned behind configuration 102. For example, one or more transfer vehicles may be positioned at the rear end 114 of the vehicle system opposite the front end. Positioning the transfer vehicles at the rear enables the transfer of cargo containers to unloaded transfer vehicles at the ends of the vehicle system. It also enables the transfer of cargo containers from transfer vehicles to adjacent transfer vehicles, which disconnects the end vehicle from the vehicle system and allows it to be unloaded and / or receive another cargo container. Adjacent vehicles refer to two vehicles that are not separated from each other by any intermediate vehicle. In the illustrated embodiment, adjacent vehicles are mechanically directly connected to each other.

[0032] In one embodiment, the vehicle system is a train, and the route is a railway track. The propulsion-generating vehicle is a locomotive. The non-propulsion-generating vehicle, which includes a transfer vehicle, can be a railcar carrying cargo. In another embodiment, the vehicle system is a road train, and the route is a paved road or an unpaved path. For example, the propulsion-generating vehicle can be a truck (e.g., a highway mini-truck, mining truck, logging truck, etc.), and the non-propulsion-generating vehicle, which includes a transfer vehicle, can be a trailer attached to the truck. In still other embodiments, the vehicle can be other types of vehicles, such as vans, cars, ships (e.g., flat-bottomed cargo ships), which can be mechanically connected.

[0033] Figure 2A A side view of a transfer vehicle 200 according to one embodiment is shown. The transfer vehicle may be a non-propulsion-generating vehicle, such as... Figure 1 This is one of the non-propulsion-generating vehicles in the vehicle system. The transfer vehicle (also referred to herein as a vehicle) comprises a chassis 202, at least one coupling 204, and a platform 206. The chassis is coupled to at least one set of wheels 208. The wheels enable the vehicle to move by rolling along a route, such as a track, road, path, etc. In the illustrated embodiment, the chassis is coupled to four sets of wheels, with only one wheel from each set visible in the side view. The wheels may optionally be coupled together in groups within the truck, for example, two sets of wheels in each of two trucks.

[0034] The chassis extends longitudinally from a first end 210 to a second end 212 opposite to the first end. The vehicle includes a first coupling 204A mounted to the first end of the chassis and a second coupling 204B mounted to the second end of the chassis. Each coupling is configured to be releasably mechanically connected (e.g., coupled) to another vehicle to moor the transshipment vehicle to at least one second vehicle. If the second vehicle is also a transshipment vehicle, the two vehicles can perform inter-vehicle container transshipment.

[0035] The platform is mounted to the chassis and holds and supports the cargo container 214. For example, the platform may be mounted on the top side 216 of the chassis. The cargo container may be placed on the top side 218 of the platform. The platform may be generally flat and planar. The dimensions of the platform's area along the longitudinal and lateral dimensions (e.g., non-vertical) may be designed to be at least as large as the one or more cargo containers carried on the platform.

[0036] The platform may include an array 220 of roller devices 222. The roller devices may include cylindrical rollers, spherical spheres, wheels, etc. The array is positioned along a top surface 223 of the platform. The top surface is a surface along at least a portion of the top side of the platform. The roller devices of the array may be spaced apart along at least a majority (if not all) of the length of the platform. The roller devices may physically engage the bottom surface 224 of the cargo container. The roller devices may support at least some of the weight of the cargo container. In the illustrated embodiment, the cargo container rests on the array of roller devices, and the container is at least slightly lifted from the platform, separated from the top surface of the platform. To allow the cargo container to move relative to a carrier (e.g., slide) while placed on the platform, the roller devices may rotate (e.g., roll, spin, etc.). The array of roller devices allows the cargo container to be moved with less force applied to it than when the cargo container is fully supported by the static top surface of the platform.

[0037] In one embodiment, at least some of the roller devices in the array are actively powered, referred to as powered rollers. The rotation of the powered rollers can be powered by applying torque via one or more motors. Motors, gears, and other mechanical linkages of the array may be housed within the thickness of the platform and below the top surface of the platform. The powered rollers can be selectively activated to force the cargo container to move in a controlled direction for a transfer operation via contact points along the bottom surface of the container. The array may also include passive roller devices that are not powered. Passive roller devices rotate upon contact with the bottom surface of the cargo container when in an unlocked state. When no transfer operation is occurring, such as when the vehicle is in motion, the array of roller devices may be locked to prevent rotation of the roller devices. Optionally, the array of roller devices may retract after a transfer operation to allow the cargo container to rest directly on the top surface of the platform.

[0038] The platform includes a base portion 226 and at least one bridge component 228. In the illustrated embodiment, the platform includes a first bridge component 228A and a second bridge component 228B. The base portion is disposed between the first and second bridge components. The first bridge component is located at a first end 210 of the chassis. The second bridge component is located at a second end 212 of the chassis. The first and second bridge components may be collinear with the base portion. For example, the top surface of the platform may be defined by the top surface of the base portion and the respective top surfaces of the first and second bridge components. The top surfaces of the bridge components may be flush (e.g., coplanar) with the top surfaces of the base portion to provide a smooth transition zone across different segments along the length of the platform. Each of the first and second bridge components may extend relative to the base portion from a retracted position to an extended position to extend the platform in the longitudinal dimension. The two bridge components are located at... Figure 2A All components are in the retracted position. One or both of the axle components can be moved to the extended position for container transfer operations, and can then return to the retracted position after the transfer operation. The vehicle can travel with the axle components in the retracted position.

[0039] Figure 2B Show Figure 2A The image shows a side view of a transport vehicle, illustrating a first axle component in an extended position and a second axle component in a retracted position. In the extended position, the first axle component protrudes beyond a first end of the chassis above a first coupling. For example, the first axle component protrudes a greater distance beyond the first end of the chassis in the extended position than in the retracted position. At least a portion of the first axle component extends above the first coupling such that a vertical line passing through the coupling (e.g., along the direction of gravity) intersects the first axle component.

[0040] Figure 2B The demonstration shows the connection between the transfer vehicle and the second transfer vehicle 230, with only its end section shown. The second transfer vehicle may have... Figure 2A The illustrated (first) transfer vehicle has a similar construction. A first coupling of the first vehicle is connected to a coupling 232 of the second vehicle to enable the vehicles to travel together on a route. The illustrated embodiment demonstrates a transfer operation in which a cargo container 214 is moved from the first vehicle to a currently unoccupied or unloaded second vehicle. When transitioning from a retracted position to an extended position, the first bridge component moves toward the second vehicle. In the extended position, the first bridge component forms at least a portion of a bridge 234 between the platform 236 of the first and second vehicles. The bridge is located above the connecting coupling. The bridge is used to transfer the cargo container from the first vehicle to the second vehicle without lifting the cargo container. In one embodiment, the first bridge component of the first vehicle defines a section of the bridge, and the bridge component 238 of the second vehicle defines the remaining section of the bridge. For example, the two bridge components may be adjacent to each other and mechanically locked together to establish a bridge.

[0041] When the bridge is in the appropriate position, the cargo container moves in the direction 240 toward the second vehicle so that the cargo container crosses the bridge. Figure 2B The illustration depicts a transfer operation in which a cargo container begins to cross the bridge. This movement is propelled by an array of powered rollers. Due to the rotating roller assembly, the cargo container slides along the top side of the platform. One or more of the roller assemblies are positioned on the bridge components and the base portion, allowing the container to continue "sliding" along the bridge between the carriers. Once the cargo container has been transported across the bridge, the two bridge components of the connected carriers can be unlocked, disconnected, and separated from each other, at which point the bridge components retract to their respective retracted positions. In one embodiment, the bridge components, when in the retracted position, define a section of the platform to support the weight of the cargo container.

[0042] Figures 3A-3F Different scenarios of cargo transfer operations according to one embodiment are shown, in which a container moves from a first transfer vehicle 301 of a vehicle system 300 to a second transfer vehicle 302. Figures 3A-3F The first and second transfer vehicles in the process can be Figure 2B The first and second transfer vehicles shown in the image, and / or may be Figure 1 The vehicle system in the text contains two non-propulsion-generating vehicles. For example... Figure 3A As shown, a first vehicle holds a cargo container 304, while a second vehicle is unloaded (e.g., not holding a cargo container). The first vehicle is mechanically connected to the second vehicle via a coupling assembly 306, which includes couplings for the first vehicle and complementary couplings for the second vehicle. A gap 308 exists between the end 310 of the platform 312 of the first vehicle and the end 314 of the platform 316 of the second vehicle. This gap is above the coupling assembly. The gap provides clearance to allow the vehicle system to turn and travel along curved paths without the platforms touching each other.

[0043] Figure 3A In this configuration, the vehicle system is ready to move. In one embodiment, both the first and second vehicles are non-propulsion-generating vehicles lacking onboard propulsion-generating equipment (e.g., traction motors, engines, transmission systems, etc.). The first and second vehicles may be coupled to, for example... Figure 1 At least one propulsion-generating vehicle is shown to provide traction to propel the first and second vehicles along the route. Optionally, the second vehicle is positioned in front of the first vehicle, according to the planned direction of travel 318 of the vehicle system on the route. For example, the second vehicle may be positioned between the first vehicle and the propulsion-generating vehicle. Optionally, the first vehicle may represent the last or end vehicle (e.g., the tail end) of the vehicle system, such that no vehicle is connected to the first vehicle at the end 320 opposite to the second vehicle.

[0044] Figure 3BThis demonstrates the initial phase of a transfer operation. Before the transfer operation begins, the vehicle system is verified to be stationary. For example, the vehicle system may slow down to a stop before initiating the transfer operation. Figure 3B In this configuration, the first bridge component 322 of the first vehicle is actuated from a retracted position to an extended position. The first bridge component moves toward the second vehicle into the gap. The second bridge component 324 of the second vehicle is actuated from a retracted position to an extended position. The second bridge component moves toward the first vehicle into the gap. The first and second bridge components are connected to each other at interface 326. The connected bridge components define a bridge 328 across the gap between the two vehicles. The bridge is located above the connecting assembly.

[0045] Figure 3B Goods containers from Figure 3A The initial position offset is shown in the diagram. The container is partially supported on the first bridge component within the gap. In one embodiment, by means of... Figure 3A The bridge is established by connecting and locking the bridge components together before moving the cargo container from the initial load position, as shown in the diagram. For example, once the bridge is calibrated, the array of power rollers on the first carrier can be activated to force the cargo container toward the second carrier. In an alternative embodiment, the cargo container can be pulled from the initial load position by moving the first bridge component from the retracted position to the extended position. Figure 3B The first bridge component can grip the cargo container with greater friction than the base portion of the platform, so that movement of the first bridge component pulls the cargo container to the position shown.

[0046] Figure 3C This illustrates an intermediate stage in a transfer operation where a cargo container is positioned on both a first and a second carrier. For example, a first portion of the container is supported by the base portion of a second carrier platform, a second portion by the base portion of a first carrier platform, and a third portion by a bridge defined by first and second axle components. At this stage, the cargo container is leaving the first carrier and moving onto the second carrier. This movement can be powered by an array of powered rollers mounted on the first carrier, an array of powered rollers mounted on the second carrier, or powered rollers from both the first and second carriers. The powered rollers can be synchronized to translate the container at a constant, controlled speed.

[0047] Figure 3DThis illustrates a later stage of a transfer operation in which the cargo container is fully supported by a second carrier. The end 330 of the container is positioned on an extended second axle component of the second carrier. The first axle component of the first carrier is shown in its retracted position. In one embodiment, the first axle component retracts once the container is no longer in contact with or otherwise supported by any part of the first carrier (including the first axle component). For example, as the first axle component moves toward the base portion of the first carrier platform, it can unlock from and then separate from the second axle component. In an alternative embodiment, the first axle component remains locked to the second axle component, thereby providing a bridge until the cargo container reaches its full-load position on the second carrier. Figure 3D The containers are not yet fully loaded.

[0048] Figure 3E Show the final result of the transfer process. Figure 3E In this configuration, the cargo container is in a fully loaded position on the second carrier. The cargo container can be in a fully loaded position when it is centered on the carrier and / or when it is in a position on the platform designated as the container's travel position. Both the first axle assembly of the first carrier and the second axle assembly of the second carrier are in the retracted position, which again creates a gap between the carriers above the coupling assembly. In the illustrated arrangement, the carrier system is again ready to travel. The first carrier is currently unloaded. If the carrier system departs in this configuration, it will pull the unloaded carrier at the tail end.

[0049] Figure 3F The first and second carriers are shown disconnected and separated. One benefit of the transfer operation described herein is that cargo can be moved to fill unloaded carriers in the middle section of the carrier system and empty carriers are obtained at the ends. Unloaded carriers at the ends of the carrier system can be easily disconnected and unloaded from the carrier system by disconnecting the coupling assembly. The entire carrier system does not require disassembly using transfer equipment to unload one or more unloaded carriers at the ends. In one embodiment, the coupling assembly can be disconnected autonomously or semi-autonomously via electronic control of a coupling actuator that mechanically disconnects the mating couplings. The coupling actuator can be a pull pin, etc. After the carriers are separated, the carrier system can depart to complete the latter part of the journey without the first carrier. The first carrier remains for use by another carrier system and / or for re-pickup by the carrier system during the return leg of the journey.

[0050] Figure 4A This is a top-down plan view of two connected transfer vehicles 400 and 402 according to one embodiment. The transfer vehicles can be... Figures 3A-3F The first and second vehicles shown in the middle Figure 2A and 2B The first and second vehicles in, and / or Figure 1The vehicle system comprises two non-propulsion generating vehicles. In the illustrated embodiment, the two transfer vehicles are identical or the same as each other, such that the vehicles have identical components and component arrangements. The vehicles are shown in an empty state, with no cargo containers on the respective platform 404. The platforms of the two vehicles are separated by a gap 405. The following description refers to one of the two vehicles, but applies to both vehicles.

[0051] The vehicle includes a first bridge component 406 and a second bridge component 408 positioned at opposite ends of the platform. When both bridge components are in the retracted position, the platform has an unbroken rectangular shape defined along the longitudinal and lateral dimensions.

[0052] Figure 4B According to one embodiment Figure 4A A top-down plan view of the connected transport vehicles, wherein a bridge 410 extends between the vehicles. The bridge is established by two bridge components of the vehicles facing each other, transitioning across a gap to the extended position. The bridge components are mated and locked together at interface 412. In one embodiment, the bridge component is a segment of the platform and defines a portion of the top surface of the platform. Thus, when the bridge component moves to the extended position, a platform gap 414 is formed between the bridge component and the base portion 416 of the platform. In one embodiment, the inner edge 418 of each bridge component has a first nonlinear profile 420, and the outer edge 422 of the base portion has a second nonlinear profile 424. The second nonlinear profile is complementary to the first nonlinear profile. For example, a protrusion 426 along the inner edge of the bridge component aligns with and is sized to fit within a recess 428 along the outer edge of the base portion. The complementary nonlinear profile defines a bonding mating interface 429, wherein the two nonlinear profiles are nested together when the bridge component is in the retracted position.

[0053] When the bonding and pairing interface is as follows Figure 4A The nested configuration shown has a length of 430 in the vertical dimension. In one embodiment, the length of the bonding mating interface is greater than the distance the bridge component moves between the retracted and extended positions. This ensures that even when in the extended position, the segment of the bridge component will overlap with the segment of the base portion. Figure 4B As shown, there are no gaps or channels along the length of the platform that would cause a cargo container to sink into when sliding along the top side of the platform. For example, the leading edge of the container moves along a section of the base portion on either side of the recess and then smoothly transitions to the protrusion of the bridge component without sinking into any of the platform gaps formed between the bridge component and the base portion.

[0054] In one embodiment, movement of each bridge component between a retracted position and an extended position is supported and guided by a lever 432. For example, the lever can be an assembly of an actuator (referred to herein as a bridge actuator). The bridge actuator can be a linear actuator that moves the bridge component bidirectionally along a linear path. The bridge actuator can be a hydraulic actuator, such that the extension of the lever can be controlled via hydraulic fluid. For example, the lever can be a piston held within a corresponding cylinder and linearly translated relative to that cylinder. Hydraulic fluid pressure within the cylinder drives the piston in a direction opposite to the cylinder to control the extension of the bridge component from the base portion. Alternatively, the linear actuator can be electric rather than hydraulic. The lever can be designed with sufficient strength to support the weight of the portion of the container engaging the bridge during transshipment operations. In the illustrated embodiment, each bridge component is connected to the body portion via three levers, but in other embodiments, more or fewer than three levers may be used based on strength requirements, component costs, available space on the vehicle, etc.

[0055] Optionally, the vehicle may include a rail system that supports at least some of the weight of the bridge components and the container. For example, a first rail element may be mounted along the side of a protrusion of the bridge component. The side is oriented to extend along the longitudinal and vertical dimensions. A complementary second rail element may be mounted to the inner wall of a recess in the base portion. The inner wall of the recess faces the side of the protrusion. The first and second rail elements may engage with each other to support the extension and retraction of the bridge component, similar to a drawer's rail system. Optionally, the rail system may be mounted on the outer edges of the bridge components and the base portion, rather than on the inner walls of the protrusions and recesses.

[0056] although Figure 4B Each of the vehicles has only one bridge component in the extended position, but each vehicle can extend two corresponding bridge components during a common time period. For example, the positioning of the first bridge component of the vehicle is controlled independently of the positioning of the second bridge component at the opposite end of the vehicle. The first transfer vehicle connected between the second and third transfer vehicles can establish a bridge with any one or both of the second and third transfer vehicles.

[0057] Figure 5This is a block diagram of a transfer control system 500 according to one embodiment. The transfer control system includes a controller 502, one or more sensors 504, a platform roller system 506, a bridge actuator 508, a bridge locking actuator 510, a coupling actuator 512, and an input device 514. The controller is operatively connected to the sensors, the platform roller system, the bridge actuator, the bridge locking actuator, and the coupling actuator. The controller can communicate with each of the components via signals. Some components are optional, such as the coupling actuator. The controller controls the transfer of cargo containers to or from a transfer vehicle, as described herein. The controller receives information from the sensors and / or the input device and provides commands (e.g., control signals) to the roller system and / or various actuators. The control system may include additional components. For example, the control system may include a communication device that enables the controller to transmit control signals to the actuators and / or the roller system on the transfer vehicle. The communication device can also be used to receive incoming information, such as sensor data generated by the sensors and / or user instructions from the input device.

[0058] The controller represents a hardware circuit system that includes and / or is connected to one or more processors 516 (e.g., one or more microprocessors, integrated circuits, microcontrollers, field-programmable gate arrays, etc.). The controller includes and / or is connected to a tangible and non-transitory computer-readable storage medium (e.g., memory) 518. The memory may store programming instructions (e.g., software) that are executed by the one or more processors to perform the transport operations of the controller described herein. For example, the controller may respond to stimuli (e.g., sensor data) according to programming instructions that determine how to control various actuators and other output devices. The memory may additionally or alternatively store various information, such as a vehicle system list identifying vehicles and their order within a vehicle system, a cargo database or record identifying cargo and its location on the vehicle system, a travel timetable, a route database, etc. In one embodiment, the controller is disposed on the vehicle system. The controller may be located at... Figure 1 The vehicle system shown in the image generates propulsion in one of the vehicles.

[0059] A platform roller system may comprise an array of roller assemblies, including at least some powered rollers. The platform roller system can be integrated with... Figure 2A and 2B The array of roller devices shown is the same or similar. The bridge actuator controls the position of the bridge components relative to the base portion of the carrier. The bridge actuator provides power for the movement of the bridge components. The bridge actuator can be a linear actuator, as shown in the reference. Figure 4BAs described. A bridge locking actuator may be mounted on the bridge platform. The bridge locking actuator selectively locks one extended bridge component to another extended bridge component to reinforce the bridge and prevent unintentional separation of the bridge components at the interface. A coupling actuator may be mounted on a coupling for connecting two vehicles together. The coupling actuator may be controlled to selectively disconnect the two vehicles without having to manually approach and manipulate the coupling.

[0060] The input device may be placed in Figure 1 The demonstration showcases a propulsion-generating vehicle system with computing devices or physical buttons, dual-state components, switches, etc. The operator of the vehicle system can use input devices to send commands to initiate the transfer operation. Input devices can also be used to select transfer operation settings and / or parameters to identify which cargo container(s), the direction of the transfer, and / or which transfer vehicles to use. The operator can also use input devices to select whether to unload any unloaded vehicles at the tail end of the vehicle system after the transfer operation. When the input device is a computing device, it can be hardwired into the propulsion-generating vehicle, or it can be a tablet, laptop, smartphone, etc., communicatively connected to the controller.

[0061] The one or more sensors can provide feedback to the controller during the transfer operation. For example, one or more sensors can generate sensor data indicating the presence or absence of a cargo container on the platform of the transfer vehicle. Suitable sensors for this task include weight sensors, optical sensors, proximity sensors, etc. Another one or more sensors can generate sensor data indicating whether the two bridge components are mechanically engaged and secured together to establish a bridge ready to support the cargo container. These sensors can verify that the two bridge components are locked together. Possibly suitable sensors include optical sensors, position sensors, audio sensors, etc. Additional sensors can be used to monitor the movement of the cargo container propelled by the platform roller system, such as speed and direction.

[0062] In one embodiment, the controller may use sensors to determine that the cargo container is present on the platform of the first transfer vehicle and that the second transfer vehicle adjacent to the first transfer vehicle is empty (e.g., not carrying a cargo container). This situation presents an opportunity for a transfer operation. The controller may receive commands or instructions to perform the transfer operation. An input device may be the source of the command. Alternatively, the transfer operation may be pre-planned and stored in memory. For example, a schedule may indicate that a transfer operation will be performed once a cargo container is retrieved from the vehicle system, once the vehicle system reaches a designated location, etc.

[0063] The controller can initiate operation by activating the corresponding bridge components of the first and second vehicles to extend toward each other. The controller then verifies that the bridge components of the first vehicle connect to the bridge components of the second vehicle to form a bridge. This verification may be based on sensor data indicating that the bridge components are in physical contact. The controller can then control bridge locking actuators to lock the bridge components together in the coupled state. After verifying that the bridge is assembled and locked, the controller then activates a drive roller on the platform of the first vehicle. The drive roller, controlled by the controller, rotates in a certain direction, thereby forcing the cargo container to move in the direction of the bridge and the second vehicle. The controller can monitor the position and movement of the container as it moves across the bridge toward the second vehicle. Once sensors indicate that the container is partially positioned on the second vehicle, the controller can activate a drive roller on the platform of the second vehicle. This drive roller drives the leading portion of the container in the same direction as the drive roller on the first vehicle. Finally, the controller can detect via sensor data that the container is no longer supported by the platform of the first vehicle (including its bridge components). Additionally, or alternatively, the controller can verify that the container is in a fully loaded position on the platform of the second vehicle. In response to one or both of these events, the controller can unlock and retract the two bridge components. For example, the controller can control the bridge locking actuator to unlock the bridge components from each other, and can subsequently control the bridge actuator to retract the individual bridge components.

[0064] After the transfer operation is completed, the controller can perform one or more additional functions. For example, the controller can update the record of the location of cargo containers on the vehicle system. This record can be a train manifest or a database. The record can be updated to reflect that a particular cargo container is now located on vehicle B instead of vehicle A, where the container was previously mounted. Variables A and B can represent unique identifiers, numbers in a row extending along the length of the vehicle system, etc. The record is updated to ensure that cargo containers are not misplaced or mixed up.

[0065] In another example, the controller can update the weight distribution of the vehicle system. The controller can recalculate how the weight of the vehicle system is distributed along its length. The weight distribution can be used as a factor when planning the movement of the vehicle system. For example, autopilot software used to determine the traction and braking settings of the vehicle system can use the weight distribution as input. This software could be the TRIP OPTIMIZER system from Wabtec, an autopilot for rail vehicles. The vehicle system can initiate transfer operations to control the weight distribution of the vehicle system. For example, the controller can shift cargo on the vehicle system between vehicles to provide a more uniform weight distribution than before any transfer operation. For example, the vehicle system can perform transfers to concentrate weight towards the middle of the vehicle system, or alternatively, distribute weight along the length of the vehicle system to achieve a linear weight distribution. The weight distribution can be modified using cargo transfers to control forces within the train. For example, forces within the train can be controlled to reduce the forces applied to the couplings between railcars.

[0066] In another example, after transfer, the controller can actuate one or both of the couplings connecting the first and second vehicles to disconnect the two vehicles. The controller can generate a control signal to control the coupling actuator to release the coupling. Disconnecting the two vehicles allows the empty vehicle to remain while the vehicle system continues along the route, thereby reducing the weight of the vehicle system and providing an opportunity to add empty vehicles to different vehicle systems. After unloading the unloaded vehicle, the controller can update the vehicle inventory to indicate that the vehicle system no longer contains the unloaded vehicle. Specifically, if the unloaded vehicle is part of a collection of vehicles available for rent, this information can be used for accounting purposes.

[0067] Figure 6A This is a top-down plan view of a transfer vehicle 600 according to one embodiment. The transfer vehicle may be represented by a reference. Figures 1 to 4B Any of the described transshipment vehicles. Transshipment vehicle 600 has a platform 602 for supporting one or more cargo containers. The platform includes a base portion 604 disposed between a first axle component 606 and a second axle component 608. The base portion 604 includes platform components 610 arranged in a first group 612 and a second group 614. The platform components are actuated to move between a retracted position and an extended position. When transitioned to the extended position, the platform components in the first group extend relative to the platform components in the second group in a first lateral load direction 616 to protrude beyond a first side 618 of the vehicle (e.g., the vehicle chassis). Figure 6AThe diagram shows a first set of platform components in an extended position and a second set in a retracted position. The platform components can be moved bidirectionally along a linear path via platform actuators. The platform actuators may include rods 620 or shafts, such as rods protruding from hydraulic cylinders. In the illustrated embodiment, the platform components in the first set alternate with those in the second set. When the first set of platform components is in the extended position, a cargo container on the platform can be laterally unloaded onto another carrier or a static platform positioned along a first side of a transfer carrier without lifting the cargo container or requiring off-site transfer equipment. For example, the transfer carrier may include an array of roller devices along the top side of the platform (encompassed on both the first and second sets of platform components). At least some of the roller devices can be driven to propel the lateral movement of the container.

[0068] Figure 6B yes Figure 6A The second top-down plan view of the transfer vehicle shown in the image. Figure 6B In the extended position, the second set of platform components is in the extended position, and the first set is in the retracted position. When transitioned to the extended position, the platform components in the second set extend relative to the first set of platform components in the second lateral load direction 622 to protrude beyond the second side 624 of the vehicle (e.g., vehicle chassis). The second side is opposite to the first side. When the second set of platform components is in the extended position, cargo containers on the platform can be laterally unloaded onto another vehicle or a static platform positioned along the second side of a transfer vehicle without lifting the cargo containers or requiring off-site transfer equipment.

[0069] Figure 7 This is a top-down plan view of two transfer vehicles 702 and 704 arranged side-by-side, rather than end-to-end. Each of the two vehicles can be represented as... Figure 6A and 6B The transfer vehicles shown are as follows. A first transfer vehicle 702 has a first set of platform components in an extended position, protruding beyond a first side of the respective vehicle chassis toward a second transfer vehicle 704. The second transfer vehicle has a second set of platform components in an extended position, protruding beyond a second side of the respective vehicle chassis toward the first transfer vehicle. The extended platform components of the two vehicles at least partially overlap and define a bridge 706, which enables lateral transfer of cargo containers between the two vehicles. The vehicles may be located on two different routes and may belong to separate and discrete vehicle systems, but the vehicles are capable of transferring cargo via the extended platform components and a roller system.

[0070] Figure 8 This is a flowchart of a method 800 for transferring goods on a vehicle system according to an embodiment. The method can be summarized by, for example... Figure 5 The controller of the transfer control system in the process uses and / or executes control steps to implement transfer operations. The method may include... Figure 8The more steps, fewer steps, and / or different steps shown in the document.

[0071] In step 802, the first axle component of the platform of the first vehicle extends to an extended position relative to the chassis of the first vehicle. This extension can be achieved by controlling one or more axle actuators of the first vehicle to force the first axle component to protrude beyond a first end of the chassis, above the coupling of the first vehicle, and toward a second vehicle connected to the first vehicle via the coupling. The first axle component is positioned closer to the second vehicle in the extended position than in the retracted position.

[0072] In step 804, the second bridge component of the platform of the second vehicle extends to an extended position relative to the chassis of the second vehicle. The extension of the second bridge component can be achieved by controlling one or more bridge actuators of the second vehicle. The second bridge component can engage and be secured to the first bridge component to form a bridge between the vehicles above the coupling.

[0073] In step 806, the cargo container on the platform of the first carrier is advanced to move along the top side of the platform toward the second carrier onto the bridge. The cargo container may be advanced by powered rollers of a roller system disposed along the top side of the platform. The roller system may optionally include passive, non-powered rollers. The bridge component may include one or more rollers. The cargo container may be translated without lifting the cargo container from the first carrier or without using off-site transfer equipment. In step 808, the cargo container on the platform extending to the second carrier is advanced in the same direction to continue moving away from the first carrier until the entire cargo container is supported by the second carrier. For example, the second carrier may include powered rollers disposed along the top side of the platform to pull the cargo container onto the second carrier.

[0074] In step 810, it is determined whether the cargo container is fully on the second vehicle such that the first vehicle is no longer located below the cargo container and / or supporting its weight. This determination can be made by using one or more sensors. Suitable sensors include weight sensors, optical sensors, proximity sensors, position sensors, etc., that indicate the amount of force applied to the top side of the platform of the first and / or second vehicles.

[0075] If the cargo container is not fully on the second vehicle, the method returns to steps 806 and 808 to continue moving the cargo container. Alternatively, if it is confirmed that the cargo container is on the second vehicle and outside the first vehicle, the process continues to step 812. In step 812, the first and second bridge components retract from their extended positions to their respective retracted positions. This creates a gap between the vehicle platforms, allowing the vehicle system to turn and travel along curves without the two platforms docking and / or unduly limiting the permitted turning radius. Optionally, the method may include disengaging the first vehicle from the second vehicle and then advancing the second vehicle carrying the cargo container along the route, while the first vehicle remains in place.

[0076] The above embodiments disclose the transshipment of a single container. For example, some containers, such as intermodal containers, can be stacked on top of each other. Transshipment vehicles are capable of transporting stacked containers locked together.

[0077] The above embodiments disclose a bridge formed by two interlocking bridge components of two different transport vehicles. Alternatively, the bridge component of the transport vehicle can extend to the full distance of an adjacent vehicle. The bridge can be established entirely by said one bridge component. The bridge component can be releasably secured to the (unextended) platform of the adjacent vehicle. In another alternative embodiment, one or more of the transport vehicles may have only a bridge component at one end of the chassis, rather than corresponding bridge components at both ends. Furthermore, careful consideration is needed regarding different... Figure 4A and 4B Other shapes of bridge components and base platforms with nonlinear configurations are shown in the diagram. For example, a bridge component may have more than one protruding portion along the transverse configuration.

[0078] The embodiments described herein are applicable to railcars and trailers that can travel on roads and paths.

[0079] In one embodiment, the control system may be deployed with a local data collection system that can use machine learning to achieve inference-based learning outcomes. The controller can learn and make decisions on the dataset by making data-driven predictions and adapting it to the dataset, which contains data provided by various sensors. In embodiments, machine learning may involve performing multiple machine learning tasks, such as supervised learning, unsupervised learning, and reinforcement learning, through a machine learning system. Supervised learning may involve presenting a set of instance inputs and desired outputs to the machine learning system. Unsupervised learning may involve learning algorithms that construct their inputs using methods such as pattern detection and / or feature learning. Reinforcement learning may involve a machine learning system that performs in a dynamic environment and then provides feedback on correct and incorrect decisions. In an example, machine learning may include multiple other tasks based on the output of the machine learning system. In an example, the tasks may be machine learning problems such as classification, regression, clustering, density estimation, dimensionality reduction, anomaly detection, etc. In an example, machine learning may include various mathematical and statistical techniques. In examples, many types of machine learning algorithms can include decision tree-based learning, association rule learning, deep learning, artificial neural networks, genetic learning algorithms, inductive logic programming, support vector machines (SVM), Bayesian networks, reinforcement learning, representation learning, rule-based machine learning, sparse dictionary learning, similarity and metric learning, learning classifier systems (LCS), logistic regression, random forests, K-means, gradient boosting, K-nearest neighbors (KNN), prior algorithms, etc. In embodiments, certain machine learning algorithms can be used (e.g., to solve constrained and unconstrained optimization problems that may be based on natural selection). In examples, algorithms can be used to solve mixed-integer programming problems, where some components are restricted to integer values. Algorithms and machine learning techniques and systems can be used in computational intelligent systems, computer vision, natural language processing (NLP), recommender systems, reinforcement learning, building graphical models, etc. In examples, machine learning can be used for vehicle performance and behavior analysis, etc.

[0080] In one embodiment, the controller may include a policy engine to which one or more policies can be applied. These policies may be at least partially based on characteristics of a given item of the device or environment. Regarding the control policy, a neural network may receive inputs of several environment and task-related parameters. The neural network may be trained to generate outputs based on these inputs, where the outputs represent actions or sequences of actions of the system. During operation in one embodiment, the determination can be made by processing the inputs via a machine learning / AI process. In one instance, the parameters of the neural network may generate values ​​at the output nodes that specify the desired action. This action may be translated into a signal that causes the device to operate. This can be achieved via backpropagation, a feedforward process, closed-loop feedback, or open-loop feedback. Alternatively, the machine learning system of the controller may use evolutionary policy techniques instead of backpropagation to tune various parameters of the artificial neural network. The controller may use a neural network architecture whose functions may not always be solvable using backpropagation, such as non-convex functions. In one embodiment, the neural network has a set of parameters representing the weights of its node connections. Several copies of this network are generated, and then the parameters are adjusted differently and simulated. Once the outputs from various models are obtained, their performance can be evaluated using a defined success metric. The optimal model is selected, and the vehicle controller executes the plan to achieve the desired outcome scenario reflected by the input data. Furthermore, the success metric can be a combination of optimization results, which can be weighed against each other.

[0081] In one embodiment, a vehicle is provided comprising a chassis, a coupling, and a platform on the chassis. The coupling is mounted to the chassis at a first end and configured to releasably connect the vehicle to a second vehicle. The platform is used to support a cargo container and includes a base portion and a bridge component. The bridge component is located at one end of the platform and is extendable relative to the base portion from a retracted position to an extended position to lengthen the platform. In the extended position, the bridge component protrudes beyond the first end of the chassis, over the coupling, and toward the second vehicle, to establish a bridge for transferring the cargo container from the platform to the second vehicle.

[0082] Optionally, the platform includes an array of roller devices mounted along the top surface of the platform and configured to engage cargo containers. At least some of the roller devices in the array can be selectively driven to rotate in a certain direction, thereby forcing the cargo containers to move along the platform toward the second carrier when the bridge component is in the extended position.

[0083] Optionally, the bridge component moves bidirectionally between a retracted position and an extended position along a linear path. Optionally, the bridge component is coupled to one or more bridge actuators that power the movement of the bridge component between the retracted and extended positions. Optionally, the inner edge of the bridge component has a first nonlinear configuration, and the outer edge of the base portion of the chassis has a second nonlinear configuration complementary to the first nonlinear configuration of the inner edge of the bridge component.

[0084] Optionally, the vehicle is a track-based vehicle and lacks propulsion generation equipment.

[0085] Optionally, the bridge component is a first bridge component, and the coupling is a first coupling. The vehicle may further include a second coupling mounted to the chassis at a second end opposite to the first end. The platform may include a second bridge component located at a second end of the platform, such that a base portion of the platform lies between the first and second bridge components. The second bridge component may extend relative to the base portion to lengthen the platform. The second bridge component in its extended position may protrude beyond the second end of the chassis toward a third vehicle connected to the second coupling, thereby establishing a bridge to transfer cargo containers from the platform to the third vehicle.

[0086] Optionally, the vehicle further includes one or more sensors on the vehicle, and a controller including one or more processors and operatively connected to the one or more sensors. The one or more sensors are configured to generate sensor data indicating the presence or absence of a cargo container on the platform. The controller is configured to generate a control signal in response to sensor data indicating that the cargo container is no longer on the platform of the vehicle to perform one or more of the following operations: update the record of the cargo container's position, update the weight distribution of the vehicle system including at least the vehicle and the second vehicle, retract the bridge assembly to a retracted position, or actuate the coupling to disconnect the vehicle from the second vehicle.

[0087] Optionally, the base portion of the platform includes a first set of platform components and a second set of platform components. The platform components in the first set are configured to extend relative to the second set of platform components in a first lateral load direction to protrude beyond a first side of the chassis. The platform components in the second set are configured to extend relative to the first set of platform components in a second lateral load direction to protrude beyond a second side of the chassis.

[0088] In one embodiment, a vehicle system is provided comprising a first vehicle and a second vehicle respectively connected to each other via first and second couplings. Each of the first and second vehicles includes a platform and one or more bridge actuators. The one or more bridge actuators are connected at an end of the platform to a bridge component to move the bridge component relative to a base portion of the platform from a retracted position to an extended position, in which the bridge component protrudes over the first and second couplings. The vehicle system also includes a controller comprising one or more processors and operatively connected to the one or more bridge actuators of each of the first and second vehicles. The controller is configured to generate control signals to control the one or more bridge actuators of the first and second vehicles to extend the bridge component to the extended position. The bridge components in the extended position are mechanically connected to each other to form a bridge over the first and second couplings to transfer a cargo container from the platform of the first vehicle to the platform of the second vehicle.

[0089] Optionally, the platform of each of the first and second vehicles includes an array of roller devices mounted along the top surface of the platform and configured to engage a cargo container. At least some of the roller devices in the array of each of the first and second vehicles may be powered rollers. A controller may be configured to activate the powered rollers to rotate in a certain direction, thereby forcing the cargo container bridge from the first vehicle to the second vehicle. The controller may be configured to verify, before activating the powered rollers to rotate in the direction that forces the cargo container bridge to move, that the bridge components of the first vehicle are connected to the bridge components of the second vehicle to form a bridge.

[0090] Optionally, the controller is configured to control one or more bridge actuators in each of the first and second vehicles to retract the corresponding bridge components to the retracted position after verifying that the cargo container is fully supported by the platform of the second vehicle.

[0091] Optionally, in response to determining that the cargo container is in a fully loaded position on the platform of the second vehicle, the controller is configured to generate a control signal to perform one or more of the following operations: (i) update the record of the cargo container's position, (ii) update the weight distribution of the vehicle system, which includes at least the first and second vehicles, or (iii) actuate at least one of the first or second coupling to disconnect the first vehicle from the second vehicle.

[0092] Optionally, the one or more bridge actuators of each of the first and second vehicles are configured to move the bridge component bidirectionally between a retracted position and an extended position along a linear path.

[0093] In one embodiment, a method for transferring cargo between vehicles is provided. The method includes controlling one or more bridge actuators of a first vehicle to extend a bridge component of a platform of the first vehicle from a retracted position to an extended position. In the extended position, the bridge component protrudes beyond a first end of the chassis of the first vehicle, over a coupling of the first vehicle, and toward a second vehicle connected to the first vehicle via the coupling. The bridge component is positioned closer to the second vehicle in the extended position than in the retracted position to form at least a portion of a bridge between the platforms of the first and second vehicles for transferring a cargo container between the first and second vehicles.

[0094] Optionally, the method further includes controlling one or more power roller devices along the top surface of the platform to rotate in a certain direction, thereby forcing the cargo container on the platform of the first vehicle to move along the platform in a direction toward the second vehicle so that the cargo container moves along the bridge above the coupling.

[0095] Optionally, the method further includes controlling one or more bridge actuators of the vehicle in response to determining that the cargo container is fully on the second vehicle to retract the bridge components to a retracted position.

[0096] As used herein, the terms “processor” and “computer,” as well as related terms such as “processing device,” “computing device,” and “controller,” are not limited to those integrated circuits referred to as computers in this art, but refer to microcontrollers, microcomputers, programmable logic controllers (PLCs), field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), and other programmable circuits. Suitable memory may comprise, for example, computer-readable media. Computer-readable media may be, for example, random access memory (RAM), computer-readable non-volatile media, such as flash memory. The term “non-transitory computer-readable media” refers to a tangible computer-based device implemented for short-term and long-term information storage, such as computer-readable instructions, data structures, program modules and submodules, or other data in any device. Therefore, the methods described herein can be encoded as executable instructions embodied in a tangible, non-transitory, computer-readable medium comprising (but not limited to) storage devices and / or memory devices. Such instructions, when executed by a processor, cause the processor to perform at least a portion of the methods described herein. Therefore, the term includes tangible computer-readable media, including (but not limited to) non-transitory computer storage devices, including (but not limited to) volatile and non-volatile media, and removable and non-removable media, such as firmware, physical and virtual storage devices, CD-ROMs, DVDs, and other digital sources (e.g., networks or the Internet).

[0097] Unless the context clearly indicates otherwise, the singular forms “a” and “the” include a plural referent. “Optional” or “optionally” means that the event or situation subsequently described may or may not occur, and the description may include examples of the event occurring and examples of the event not occurring. As used herein throughout the specification and claims, approximate language can be used to modify any quantitative expression that allows for variation without altering the fundamental function it may involve. Thus, a value modified by one or more terms such as “about,” “substantially,” and “approximately” is not limited to the specified precise value. In at least some instances, approximate language may correspond to the precision of the instrument used to measure the value. Scope limitations may be combined and / or interchanged herein and throughout the specification and claims, and such scopes can be identified and include all subscopes included therein unless otherwise indicated by context or language.

[0098] This written description uses examples to disclose embodiments containing the best mode and to enable those skilled in the art to practice the said embodiments, including making and using any apparatus or system and performing any incorporated methods. The claims define the patentable scope of this disclosure and include other examples known to those skilled in the art. These other examples are considered to be within the scope of the claims if they have structural elements that are not dissimilar to the literal language of the claims, or if they contain equivalent structural elements that are not substantially different from the literal language of the claims.

Claims

1. A vehicle for cargo transshipment, the vehicle comprising: Chassis; A coupling, which is mounted to the chassis at a first end of the chassis and configured to releasably connect the vehicle to a second vehicle; as well as The platform on the chassis, which supports a cargo container, includes a base portion and a bridge component located at one end of the platform and extendable relative to the base portion from a retracted position to an extended position to lengthen the platform. In the extended position, the bridge component protrudes beyond the first end of the chassis, above the coupling, and toward the second vehicle, to establish a bridge for transferring the cargo container from the platform to the second vehicle.

2. The vehicle according to claim 1, wherein, The platform includes an array of roller devices mounted along the top surface of the platform and configured to engage the cargo container.

3. The vehicle according to claim 2, wherein, At least some of the roller devices in the array are selectively driven to rotate in a certain direction, thereby forcing the cargo container to move along the platform toward the second carrier when the bridge component is in the extended position.

4. The vehicle according to claim 1, wherein, The bridge component moves bidirectionally between the retracted position and the extended position along a linear path.

5. The vehicle according to claim 1, wherein, The bridge component is coupled to one or more bridge actuators, which power the movement of the bridge component between the retracted position and the extended position.

6. The vehicle according to claim 1, wherein, The inner edge of the bridge component has a first nonlinear configuration, and the outer edge of the base portion of the chassis has a second nonlinear configuration that is complementary to the first nonlinear configuration of the inner edge of the bridge component.

7. The vehicle according to claim 1, wherein, The vehicle is a track-based vehicle and lacks propulsion generation equipment.

8. The vehicle according to claim 1, wherein, The bridge component is a first bridge component and the connector is a first connector. The vehicle further includes a second connector mounted to the chassis at a second end opposite to the first end. The platform further includes a second bridge component located at a second end of the platform such that the base portion of the platform is between the first bridge component and the second bridge component. The second bridge component is capable of extending relative to the base portion to extend the platform. In the extended position, the second bridge component protrudes beyond the second end of the chassis toward a third vehicle connected to the second connector to establish a bridge for transferring the cargo container from the platform to the third vehicle.

9. The vehicle according to claim 1, further comprising: One or more sensors on the vehicle are configured to generate sensor data indicating the presence or absence of the cargo container on the platform; as well as A controller, including one or more processors and operatively connected to the one or more sensors, is configured to generate a control signal in response to sensor data indicating that the cargo container is no longer located on the platform of the vehicle, to perform one or more of the following operations: update the record of the cargo container's position, update the weight distribution of the vehicle system including at least the vehicle and the second vehicle, retract the bridge component to the retracted position, or actuate the coupling to disconnect the vehicle from the second vehicle.

10. The vehicle according to claim 1, wherein, The base portion of the platform includes a first set of platform components and a second set of platform components. The platform components in the first set are configured to extend in a first lateral load direction relative to the second set of platform components to protrude beyond a first side of the chassis. The platform components in the second set are configured to extend in a second lateral load direction relative to the first set of platform components to protrude beyond a second side of the chassis.

11. A vehicle for transshipment of goods, the vehicle comprising: A chassis, the chassis including a front end, a rear end, and a first side and a second side extending from the front end to the rear end; as well as The platform on the chassis, used to support cargo containers, includes a base portion comprising a set of platform components configured to move relative to the chassis in the lateral load direction to protrude beyond a first side of the chassis and define a crossbridge for transferring the cargo containers from the platform. The platform includes an array of roller devices mounted along the top surface of the platform and configured to engage cargo containers. In this configuration, at least some of the roller devices in the array are selectively driven to rotate in a certain direction, forcing the cargo container to move along the lateral load direction.

12. The vehicle according to claim 11, wherein, The cargo container moves across the crossbridge along the lateral load direction, thereby moving to another vehicle or one of the static platforms positioned along the first side of the chassis to unload the cargo container laterally.

13. The vehicle according to claim 11, wherein, The crossbridge defined by the platform component bridges at least a portion of the gap between the vehicle on the first route and the second vehicle on the second route.

14. The vehicle according to claim 13, wherein, When the platform component protrudes beyond the first side of the chassis to define the crossbridge, it overlaps and engages with a corresponding platform component of the platform of the second vehicle within the gap to define a transverse transfer bridge that allows the cargo container to move from the platform of the vehicle across the gap to the platform of the second vehicle without lifting the cargo container to leave the platform of the vehicle.

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