Improved intermodal system

Abstract

A system for improved intermodal cargo transportation is described herein. Improved brackets and support trusses are provided that advantageously move load-bearing structures to interconnected support trusses to form a top end spine of a train with cargo containers equipped with underlying wheels. Upon entry into the wharf, the floor adjacent to the rail may be configured to gradually rise until the wheels of the container support the weight of the container. When properly aligned with a container exchange station, the connection of the container to the train may be configured to release the container from the train, and the wheels of the container may be configured to pivot, allowing the container to roll to one side of the train and be replaced by another container. This may allow the container to be replaced without any one of lifting the container or disconnecting rail vehicle components.

Description

[0001] This application is a divisional application of an application filed on September 4, 2020, with international application number PCT / US2020 / 049549, national application number 202080069516.5, and invention name “Improved Intermodal Transport System”.

[0002] Related Applications

[0003] This application claims priority to U.S. Provisional Application No. 62 / 896,366, filed on September 5, 2019, entitled “Intermodal Transportation System and Components Thereof,” the contents of which are incorporated herein by reference in their entirety. Technical Field

[0004] The present invention relates to improvements in intermodal freight transport and components thereof. Background Art

[0005] The transportation of goods (whether finished products or raw materials) from production sites to markets is essential to any modern economy. Intermodal freight transportation involves the use of multiple modes of transportation (e.g., rail, ship, and truck) to move goods in intermodal containers or vehicles and is typically used to transport finished goods or raw materials. Although trucking is the least energy-efficient mode of surface freight transportation, it is generally used more frequently than rail, which is relatively more efficient, safer, and conducive to the transportation of larger volumes of freight. Despite higher trucking rates than rail, the vast majority of high-value finished goods are transported by truck because the main concerns of shippers are speed and predictability of delivery times, which enable them to control inventory costs, keep prices low, and remain competitive. When measured by these criteria, the operating characteristics of traditional rail equipment make it difficult for rail to compete with trucking.

[0006] Unfortunately, our reliance on trucking leads to higher greenhouse gas (GHG) emissions. Trucking imposes other costs on society as well. Heavy trucks cause damage to highway pavement.

[0007] It would be beneficial to both industry and society if the modal shift were to occur to rail freight, where the energy efficiency of steel wheels on rails is well understood and other external costs are mitigated. However, the technical / design barriers to achieving this goal are largely unaddressed. Therefore, the inherent limitations in the design and operation of conventional rail equipment need to be addressed to facilitate the desired modal shift.

[0008] Traditional trains are assembled by coupling a series of railcars together, and as the train moves through the network, it stops and disassembles at marshaling yards, where the cars are grouped into blocks with similar destinations. These marshaling yard activities are equipment, labor, and energy intensive, and are also the site of many employee injuries. The railcars are then retained until enough blocks are assembled to dispatch the train, which often takes a full day. Depending on the route of the freight, it may pass through several such yards, or it may be transferred from one railroad to another, causing further delays. Then, the "last step" (i.e., final delivery or pickup at a decentralized location) remains a challenge for railroads because of the large amount of labor and equipment involved. Therefore, railcars are retained again until enough volume is assembled to justify dispatching local trains. These operational characteristics hinder the ability of railroads to compete with truck transportation for high-value goods, because speed and predictable delivery times are key components of customer satisfaction, so the full-truckload freight services described above (i.e., loading goods onto or into railcars) represent a decreasing share of railroad revenue.

[0009] Intermodal rail, where the fuel and labor efficiency of railroads is used for long-distance transport and trucks are used to collect loads and make final delivery, partially addresses the service and efficiency issues and has grown to become the largest single source of freight railroad revenue in the United States. Railroads have increased the efficiency of intermodal service by using unit trains to avoid marshaling yards and double-stack pit cars to increase load density. However, due to the size of these unit trains and the volume of containers they carry, intermodal terminals have continued to grow in size while decreasing in number, limiting the market for efficient intermodal freight transportation services to the largest urban areas. The resulting concentration of freight traffic and the accompanying noise and air pollution make intermodal terminals unpopular, while their large demand for land forces them to be located in relatively remote areas, increasing short-haul transportation costs. In addition, the average container dwell time at these large intermodal terminals can exceed 40 hours. Thus, in effect, while striving to overcome the frictions and inefficiencies inherent in traditional rail operations, the industry has adapted to introduce other inefficiencies that tend to limit the markets they serve. In their move to smaller, more frequent shipments, shippers have doubled down on what they see as their primary competitive advantage—using less energy and labor to move big, heavy things. Thus, containers may be shipped by truck rather than rail, where rail transportation may take too long. For example, containers are often shipped from Chicago to Pittsburgh, a distance of more than 450 miles, where rail transportation would take much longer. The cost of short-haul transportation combined with the cost of lifts to place containers on trucks and / or railcars during transit limits intermodal service’s breakeven distance to shipments of more than 500 miles, even though more than 80% of freight tonnage moves less than 500 miles.

[0010] In order to shift a significant share of freight from highways to rail, the operating characteristics of intermodal service need to be improved to enable rail to offer service competitive with truck shipments over shorter distances and with smaller loads. Summary of the invention

[0011] Various embodiments of the present disclosure may include systems for improved intermodal freight transport. The system described herein may include a structural redesign of a conventional railcar, wherein the redesign may include brackets and support trusses that advantageously move the load-bearing structure onto interconnected support trusses, thereby forming a top spine of the train, with cargo containers suspended below. When coupled together, these support trusses may provide the train with the linear integrity of the train. In various embodiments, the cargo container may be equipped with wheels. Upon entering the dock, the floor near and between the rails may be configured to gradually rise until the wheels of the container support the weight of the container. When properly aligned with a container exchange station (CES), the connection of the container to the train may be configured to release the container from the train, and the wheels of the container may be configured to pivot, thereby allowing the container to roll to one side of the train and be replaced by another container. This may allow the container to be replaced without lifting the container or disconnecting any of the railcar components of the train. The system described herein may address the various shortcomings discussed above and provide additional or alternative advantages over conventional intermodal systems. In various embodiments, the systems described herein address these shortcomings without requiring any modifications to existing infrastructure, such as rails and / or switches.

[0012] In various embodiments, the improved intermodal cargo transportation system may include a support truss configured to transfer container loads to the bracket and connect the train longitudinally at the coupler. The truss and coupler together form an articulated spine on the top of the train, thereby eliminating slack action. In various embodiments, the connecting pins can be vertically welded to one or both ends of the support truss and slide into the slotted cylinders in the coupler, thereby allowing the support trusses to rotate but keep them vertical. In various embodiments, the support truss can be gradually narrowed to the connecting pins (at one or both ends) so that the support truss can pivot at the coupler during turning. In various embodiments, a single support truss can accommodate electrical and / or control wiring. For example, the wiring can be placed in the hollow tube of the truss. In some embodiments, inserting the connecting pins from above into the slotted cylinders of the coupler causes the electrical and / or control wiring circuit between the trusses to be completed. In some embodiments, additional equipment may be included to increase the load-bearing capacity of the truss. For example, cables may be attached to adjacent support trusses (eg, via hooks at either end of the cables), and jacks placed on top of the connecting pins may be configured to place the cables in tension to reduce deflection of the support trusses and increase their load-bearing capacity.

[0013] In various embodiments, the support truss may include a mechanical hook that is attached to the support truss and is configured to quickly grab and release the container for efficient loading and unloading. In various embodiments, the length of the support truss and the spacing of the mechanical hooks can enable two containers to be accommodated between the brackets. The mechanical hook may include a tapered end so that it can easily pass through the support loop on the top of the container and unfold to form a tight connection, thereby minimizing vertical movement. In various embodiments, the position of the hook and / or the support loop can be predetermined to evenly distribute the load. In various embodiments, the connection of the mechanical hook to the container through the support loop can form an axle between the container and the support truss. In various embodiments, the mechanical hook can be configured to pivot around and be supported by the bottom chord of the support truss. In some embodiments, a safety latch can be provided to prevent the container from falling off the hook.

[0014] In various embodiments, improved cargo containers may be provided for use with support trusses. In various embodiments, rolling doors at both ends of a single container may be operated from the inside and / or outside to enable two containers on a flatbed to be loaded and unloaded similar to a semi-trailer. In some embodiments, the carriage and short-haul trucks may be equipped with shields to deflect rainwater when moving. In various embodiments, the standardized position and size of the container wheels may enable the containers to be stacked during storage and / or when on board. The wheelsets of a single container may have a steering mechanism equipped with a retractable hook at each end. In some embodiments, the steering mechanism may also allow lateral movement when the two hooks are retracted so that the container can be pushed in and out of position under the truss when loading and unloading.

[0015] In various embodiments, the improved intermodal cargo transport system includes an improved container exchange system for use with the support trusses described herein. When a train with an improved design as described herein enters the terminal, the floor height near and between the rails may be gradually raised until the wheels of the container support the container. In various embodiments, the train can be stopped when the container scheduled for unloading is located on the correct CES. Once properly aligned, the arriving container will be disconnected from the train and the wheels of the container are rotated by the pivoting floor of the CES, which is also used to bridge the rail gap along the container wheel guide. When the container is properly aligned and disconnected from the train, the container can be moved to one side, and the departing container can be simultaneously moved from the adjacent queue station to a position under the truss. The pivoting floor can then be pivoted back to their original position, the container hook and bottom chord connection is established, and the train leaves or moves forward to exchange the next series of containers.

[0016] These and other objects, features and characteristics of the system disclosed herein will become more apparent upon consideration of the following description and the appended claims with reference to the accompanying drawings, all of which form a part of this specification, wherein like reference numerals indicate corresponding parts in the various figures. However, it should be expressly understood that the drawings are for illustration and description purposes only and are not intended to define the limits of the present invention. As used in the specification and the appended claims, the singular forms "a", "an", and "the" include plural referents unless the context clearly dictates otherwise. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings are provided for illustrative purposes only and depict only typical embodiments or example embodiments. These drawings are provided for the convenience of the reader and should not be considered to limit the breadth, scope or applicability of the present disclosure. For clarity and simplicity of illustration, these drawings are not necessarily drawn to scale.

[0018] Figure 1A is a side view of a block diagram of an example support truss according to an embodiment of the present invention.

[0019] Figure 1B is a cross-sectional view of a block diagram of an example support truss according to an embodiment of the present invention.

[0020] Figure 1C is a top view of a block diagram of one end of an example support truss according to an embodiment of the present invention.

[0021] Figure 2 is a side view of a block diagram of an example jack according to an embodiment of the present invention, the jack being configured to increase Figure 1A , 1B and the load-bearing capacity of the example support truss depicted in 1C.

[0022] Figure 3A is a side view of a block diagram of an example container attached to an example support truss in accordance with an embodiment of the present invention.

[0023] Figure 3B is an end view of a block diagram of an example container attached to an example support truss via a mechanical hook in accordance with an embodiment of the present invention.

[0024] Figure 3C is an end view of a block diagram of an example mechanical hook for attaching a container to a support truss when the mechanical hook is retracted in accordance with an embodiment of the present invention.

[0025] Figure 4A is a side view of a block diagram of an example cargo container attached to a support truss in accordance with an embodiment of the present invention.

[0026] Figure 4Bis an end view of a block diagram of an example cargo container attached to a support truss in accordance with an embodiment of the present invention.

[0027] Figure 5A is an end view of a block diagram of an example container with wheels in rails on the dock floor according to an embodiment of the present invention.

[0028] Figure 5B and Figure 5C is a top view of a block diagram of an example container exchange station according to an embodiment of the present invention.

[0029] Fig. 6A is an end view of a block diagram of an example bracket and pivot coupling assembly according to an embodiment of the present invention.

[0030] Figure 6B is a side view of a block diagram of an example bracket and pivot coupling assembly according to an embodiment of the present invention.

[0031] Fig. 7A is an end view of a block diagram of an example coupler according to an embodiment of the present invention.

[0032] Figure 7B is a side view of a block diagram of an example coupler showing portions of a frame attached to a pivoting coupler assembly in accordance with an embodiment of the present invention.

[0033] Figure 7C is a top view of a block diagram of an example coupler according to an embodiment of the present invention.

[0034] Fig. 8A is a block diagram of an example pivot coupling assembly and an end view of how it interfaces with the three-ring structure and pivot bracket contained in each bracket in accordance with an embodiment of the present invention.

[0035] Figure 8B is an end view of a block diagram of an example bracket and pivot coupling assembly during turning in accordance with an embodiment of the present invention.

[0036] Figure 8C is a side view of a block diagram of an example pivot coupler assembly according to an embodiment of the present invention.

[0037] Fig.8D is a block diagram of an example pivot coupling assembly according to an embodiment of the present invention and a top view of how it interfaces with the three-ring structure and pivot bracket contained in each bracket.

[0038] Fig. 9 is a top view of a block diagram of an example bottom chord connector when extended in a turn and when retracted on a straight track in accordance with an embodiment of the present invention.

[0039] Fig. 10Ais a top view of a block diagram of an example carriage steering mechanism according to an embodiment of the present invention.

[0040] Fig. 10B is an example view of a block diagram of an example carriage steering mechanism on a linear track with parallel axles in accordance with an embodiment of the present invention.

[0041] Fig. 10C is an example illustration of a block diagram of an example carriage steering mechanism on a curved track with a tilted axle in accordance with an embodiment of the present invention.

[0042] Fig. 10D is a side view of a block diagram of an example carriage steering mechanism according to an embodiment of the present invention.

[0043] Fig.10E is a top view of a block diagram of an example slotted rod of a carriage steering mechanism according to an embodiment of the present invention.

[0044] Fig.11 is a side view of a block diagram of an example control car with displaced counterweight according to an embodiment of the present invention.

[0045] Fig. 12A According to an embodiment of the present invention Fig.11 0014] A top view of a block diagram of an example arched support beam of the example control car depicted in FIG.

[0046] Fig. 12B According to an embodiment of the present invention Fig.11 is a front view of a block diagram of an example arched support beam of the example control car depicted in .

[0047] Fig. 12C According to an embodiment of the present invention Fig.11 0026] A side view of a block diagram of an example arched support beam of the example control car depicted in FIG.

[0048] Fig.12D When a train travels around a curve according to an embodiment of the present invention Fig.11 0014] A top view of a block diagram of an example arched support beam of the example control car depicted in FIG.

[0049] Fig.12E When a train travels around a curve according to an embodiment of the present invention Fig.11 is a front view of a block diagram of an example arched support beam of the example control car depicted in . DETAILED DESCRIPTION

[0050] The invention described herein relates to a system for improved intermodal freight transportation. This improved intermodal freight transportation system can be described in part as an assembly of a series of standardized, interchangeable components that form a train with enhanced capabilities when properly connected. For example, in various embodiments, a train according to the present invention described herein may include a rail vehicle assembly, including a bracket with an integrated pivoting coupler assembly (PCA), a support truss, and a control car with a cargo container suspended below the truss at one or both ends. In various embodiments, the support truss can be configured to be connected to a coupler at the top of the bracket. When connected via a coupler, the support truss can be formed into an articulated spine that provides linear integrity for the train. In various embodiments, the container and power pack or generator suspended below the support truss can also be interconnected and connected to the lower end of each adjacent bracket to form a second linear connection at the bottom of the train that works with the pivoting coupler assembly of the bracket to enhance the stability and turning characteristics of the train. In various embodiments, each of these suspension assemblies can be removable so that they can be replaced with other assemblies at the dock in an automated manner. Removing and replacing these components may take only a few moments and does not require lifting. In various embodiments, control cars located at the front and / or rear of the train can be configured to sense changes in track curvature to provide control of the train when turning / curving (i.e., trusses supporting containers and brackets configured to connect the trusses and containers via pivoting connector assemblies). Those skilled in the art will understand that the embodiments described herein can be practiced without these specific details or with equivalent arrangements. In various instances, well-known structures and devices are shown in block diagram form to avoid unnecessarily obscuring the embodiments.

[0051] Support trusses

[0052] Figure 1A1 is a side view of a block diagram of a support truss 100 according to an embodiment of the present invention. In various embodiments, the support truss 100 may be configured to transfer a container load to a bracket and connect the train longitudinally at a coupler. In various embodiments, the length of a train including the components described herein may be defined by the number of support trusses 100 that constitute the train. The number of support trusses 100 may indicate the number of cargo containers that the train can transport. In various embodiments, the train may always have at least one more bracket than the support truss to ensure that each support truss 100 is supported by at least two brackets. In various embodiments, a single support truss 100 may accommodate electrical (power) and / or control harnesses. For example, the support truss 100 may have (internally and / or by external attachment) one or more harnesses that accommodate power wiring and / or electrical wiring to distribute power, energy and / or electrical signals (e.g., diagnostic data, instructions and / or other signals) to each component across the support truss 100 along the entire length of the train. In some embodiments, the tubes at the bottom chord of the support truss 100 can be configured to accommodate electrical and / or control wiring. For example, the wiring can be placed in some or all of the hollow tubes in the truss. In some embodiments, each support truss 100 of the train can accommodate electrical and / or control wiring to form a train-wide power grid and / or control system. In various embodiments, the support truss 100 can include a mechanism for grabbing containers from above. In various embodiments, the support truss 100 can include a tubular space frame with a triangular cross-section. For example, Figure 1B Shown along Figure 1A AA of the support truss 100. The lightweight but strong support truss 100 can be configured to take advantage of established technology. In various embodiments, the length of the support truss 100 and the spacing of the container hooks can enable two containers to be accommodated between the brackets. For example, the length of a single support truss 100 can be 50 feet. In other embodiments, the container can be constructed to allow for different lengths to accommodate one or more containers. The length of the brackets and / or trusses can also be varied. In an example embodiment, the length of the support truss 100 and / or the container can be optimized based on demand. Based on the length of the support truss 100 and / or the container, the various components described herein (e.g., the location of the container hooks, the configuration of the container exchange system, and / or other components of the intermodal freight transportation system) can be manufactured and / or modified accordingly.

[0053] In various embodiments, the support truss 100 may include at least one connecting pin 110, one or more welded steel plates 120, one or more tapered roller bearings 130, and / or one or more other components. In various embodiments, the connecting pin 110 may be disposed at each end of the support truss 100. The individual support trusses 100 may be longitudinally connected at the coupler. For example, each individual support truss 100 may be connected to the coupler as described herein. Fig. 7A , 7B and 7C further described. In various embodiments, the connecting pin 110 can be welded vertically to each horizontal end (i.e., the front and back of the support truss 100) and slid from above into the slotted vertical cylinder in the coupler. When fully engaged, inserting the connecting pin 110 into the coupler can complete the power and control wiring circuit. In various embodiments, the pin-coupler assembly can include a power circuit and / or a circuit connection that provides instant feedback to the conductor about the quality of the connection between the support truss and the coupler. For example, the circuit can be completed when the pin is fully inserted and / or locked in place in the slotted vertical cylinder of the coupler, which can cause the diagnostic display to be updated accordingly. In some embodiments, inserting the pin of the first support truss into the coupler can complete the circuit between the first support truss and the second support truss connected to the coupler. In the aforementioned embodiments, completing the circuit can cause a notification to be provided to the conductor device, indicating that the first support truss is connected to the second support truss via the coupler (or a bracket including the coupler). In an example embodiment, instant diagnostics and a green light display in the cab may be configured to confirm proper contact. The trusses and couplers together form an articulated spine on top of the train, eliminating slack. This articulated spine formed by connecting each individual support truss to a coupler (i.e., the first bracket is connected to the first support truss and the second support truss, the second bracket is connected to the second support truss and the third support truss, etc.) may be referred to herein as the top chord of the train. It is noteworthy that in various embodiments, the individual support trusses 100 may not be directly connected to each other. Instead, the individual support trusses are connected to the couplers of the brackets, and the connection of two individual support trusses 100 to a single bracket can complete the circuit between the two support trusses.

[0054] In various embodiments, the support truss 100 may taper to the connection pin 110, thereby enabling the support truss 100 to pivot at the coupler connection during cornering. Figure 1CA top view of a block diagram of one end of a support truss 100 is shown, wherein the support truss 100 tapers to a connecting pin 110. In some embodiments, the support truss 100 may include one or more welded steel plates 120 to reinforce the tapered ends of the truss. In various embodiments, the support truss 100 may include tapered roller bearings 130 at one or both ends of the truss. In various embodiments, the tapered roller bearings 130 may be configured to engage with a support plate of a connector. For example, the tapered roller bearings 130 may be configured to rest on a support plate 720 of a connector and provide uniform support when the truss pivots. In some embodiments, the welded steel plate 120 may include a recessed portion 140 that may enable the tapered roller bearings 130 to rotate without interference. As described herein with respect to Fig. 7A , 7B As further described in Figures 7C, the connecting pin 110 can be locked into the slotted vertical cylinder of the connector when inserted from above.

[0055] In some embodiments, an assembled train including one or more components described herein may include one or more power sources mounted on the support truss 100. For example, the train may include a generator, a pneumatic engine, one or more batteries, and / or other power sources mounted on the support truss 100 in any number of ways. In some embodiments, these power generators or battery packs may be mounted on a wheeled platform having an overhead frame attached to the support truss 100. In some embodiments, a bracket adjacent to the power generator or battery pack may be connected to the generator or battery pack using the same connection as would be connected to a cargo container, as described herein. In the foregoing embodiments, the power generator or battery pack may be similarly connected to an adjacent power generator or battery pack and / or adjacent container to connect each container / power unit on the train. In some embodiments, the power generator or battery pack may be similarly configured to be unloaded or disconnected from the train using a CES as described herein with respect to a cargo container attached to the support truss 100. For example, the power generator or battery pack may be similarly rolled off the train via the pivoting floor of the CES. In various embodiments, the power source may generate or supply power for motion. In some embodiments, the power source may be "on demand" and may be engaged or disengaged as needed by the train to improve efficiency. In some embodiments, the power source may store energy generated from braking. The power that has been generated and / or stored may be distributed to a temporary power grid that serves the entire train.

[0056] In some embodiments, additional equipment may be included to increase the load-bearing capacity of the truss. For example, Figure 2 A block diagram showing an example jack according to an embodiment of the present invention, the jack being configured to increase Figure 1A , 1Band 1C. In some embodiments, the jack 210 can be placed on top of the connecting pin 110 and / or the connector that connects the individual support trusses 100 via the connecting pin 110. For example, the connecting pin 110 may include a hollow pin, and a small pillar below the base of the jack 210 may be configured to fit within the hollow pin. In some embodiments, the cable 220 can be attached to adjacent support trusses 100. For example, the cable 220 can include a hook at either end for attaching to an adjacent truss 100. In some embodiments, the cable 220 can include a steel cable. Figure 2 As depicted in FIG. 1 , the jacks 210 can be configured to place the cables 220 in a tensioned state before the truss 100 is loaded with weight. In other words, the cables 220 can be lifted by the jacks 210 to remove slack. This configuration of the jacks 210 and cables 220 can reduce deflection in the support truss 100 and increase its load-bearing capacity. As this configuration increases in height above the support truss 100, it can be considered to avoid exceeding the load specifications of the route with low clearance.

[0057] In various embodiments, the connection assemblies attached to the support trusses 100 can be configured to quickly grab and release containers to facilitate efficient loading and unloading. Figure 3A A side view of a block diagram of a container 300 attached to a support truss 100 at connection points 310 is shown in accordance with an embodiment of the present invention. In various embodiments, the container 300 can be attached to the support truss 100 at one or more connection points 310 via one or more connection assemblies. For example, each container 300 can be attached to the support truss 100 at a predetermined number of connection points 310. In some embodiments, each container 300 can be attached to the support truss 100 at a single connection point 310. In other embodiments, each container can be attached to the support truss 100 at two or more connection points 310. For example, as shown in FIG. Figure 3A As depicted in , each container 300 may be attached to the support truss 100 at two connection points 310 .

[0058] In various embodiments, the bottom of the container 300 can be connected to the swing arm of the pivot coupling assembly at location 320 of the container 300. For example, the bottom of the container 300 can be connected to the swing arm of the pivot coupling assembly at location 320 of the container 300, as described with respect to Fig. 8AD is further described. The connection at the bottom of the container 300 to the swing arm of the pivot connector assembly can form and be referred to herein as the bottom chord of the train, which swing arm is in turn connected to the bottom of another container 300. In various embodiments, the containers 300 attached to a single support truss 100 can be connected at the bottom chord of the train and cause the containers 300 to act in unison. For example, in various embodiments, each support truss 100 can be configured to support two containers 300. The two containers 300 can be rigidly (but detachably) connected at the centerline of the bottom plane of the container 300 (e.g., location 330 of the container 300). This connection can cause the containers 300 to move in unison and provide the combined structural rigidity of the containers 300 to the frame of the train. By resisting any bending or sagging in the truss, this connection will shift the load vector toward the hook closest to the bracket, thereby increasing the load-bearing capacity of the truss.

[0059] In various embodiments, the connection assembly attached to the support truss 100 can be configured to mechanically, magnetically, and / or otherwise attach and release the container to the support truss 100. For example, the connection assembly attached to the support truss 100 can be configured to grab and release the container 300 at a predetermined hole, ring, or thread of the container 300. In some embodiments, the connection assembly can include a mechanical hook and / or other support member or buckle from which the container 300 can be suspended from the support truss 100. For example, Figure 3B An end view of a block diagram of a container 300 attached to a support truss 100 via a mechanical hook 340 is shown in accordance with an embodiment of the present invention. The curved spiral design of the mechanical hook 340 may include a tapered end to easily pass through the support loop on top of the container 300 and spread out to form a tight connection, thereby minimizing vertical movement. In various embodiments, the support loop may be positioned along the centerline of the container 300 to ensure proper alignment with the support truss 100. To accommodate the limited amount of rotation, the top of the support loop may be equipped with one or more roller bearings.

[0060] In various embodiments, the connection of the mechanical hooks 340 can form the axle of the support truss 100 to which the hooks are mounted. In various embodiments, the positions of the hooks 340 can evenly distribute the load along the length of the support truss 100. In fact, as described above, each container 300 can be attached to the support truss 100 at a predetermined number of connection points 310. In order to simplify the structural design of the truss and / or container (e.g., by moving the hook / loop connection toward the end of the container 300), and / or based on one or more other factors, the positions of the predetermined number of hooks 340 can be predetermined to evenly distribute the load.

[0061] In various embodiments, the mechanical hook 340 (or other connecting component) can be configured to form a support member. For example, the mechanical hook 340 can be configured to engage and support a cargo container from above. In various embodiments, the mechanical hook 340 can be configured to pivot around and be supported by the bottom chord of the support truss 100. In some embodiments, the mechanical hook 340 can be attached to a rotating rod that, when rotated manually or electrically, positions the mechanical hook 340 in a predetermined hole, ring, or thread (e.g., the support loop 410 further described herein) of the container 300. In some embodiments, each hook can be rotated by a motor mounted on the support truss 100. For example, Figure 3C An end view of a block diagram of a mechanical hook 340 when the mechanical hook 340 is retracted and / or rotated away from the support loop 410 according to an embodiment of the present invention is shown. When retracted (i.e., rotated away from the suspended vertical position), the mechanical hook 340 can be configured to not interfere with the loading and unloading of the container 300. In other words, when rotating away from the support loop 410, the shape of the mechanical hook 340 can be configured to allow clearance between it and the top of the container 300. In various embodiments, a safety latch can be provided to prevent the container 300 from falling off the hook 340. In some embodiments, the control system can be configured to require the train to stand still in the dock before the safety latch can be released and the hook 340 is rotated. In some embodiments, the container connection can be automated and made or released in the dock, while the weight of the container is supported by its own wheels. In some embodiments, the hook 340 and the support loop can also include a wiring connection so that the train's power grid can supply power to the refrigerated container.

[0062] Cargo Container

[0063] In various embodiments, an improved cargo container for use with a support truss 100 is provided herein. Figure 4A is a side view of a block diagram of a cargo container 300 attached to a support truss 100 according to an embodiment of the present invention. Figure 4B1 is an end view of a block diagram of a cargo container 300 attached to a support truss 100 according to an embodiment of the present invention. In various embodiments, the container 300 may include a support loop 410, a wheel 420, a guardrail 430, a wheel well 440, a skirt 450, a corner buffer 460, and / or one or more other components. In various embodiments, a rolling door at one or both ends of the container 300 may be operated from the inside and / or the outside. For example, the rolling doors at both ends of each container 300 may enable two containers on a flatbed truck to be loaded and unloaded similarly to a semi-trailer. In various embodiments, the external dimensions of the container 300 and its external components may be standardized / uniform. For example, the position and size of the wheels 420 of the container 300 are standardized. The uniform external dimensions may allow the container 300 to be stacked during storage and / or when on board. In an example embodiment, each container compartment may be 8'6" high, 8' feet wide, and 20' feet long, and each wheel 420 may have an 18 inch diameter. In various embodiments, the wheels 420 may extend below the axles and support beams of the carrier for proper dock handling while providing sufficient clearance above the rails and ties to allow for their full range of tilting motion.

[0064] The wheelset of a single container 300 may have a steering mechanism equipped with a retractable hook at each end. Regardless of which end is pulled, the front wheel can be configured to turn and the rear wheel will be fixed, so multiple containers can be connected together and pulled like a luggage cart at an airport to support efficient terminal operations. In some embodiments, when the two hooks are retracted, the steering mechanism can also allow lateral movement, so the container can be pushed into and out of the position below the truss when loading and unloading. When attached to a train with an improved design as described herein, all container wheels 420 can be locked to align with the rails to facilitate terminal operations. In various embodiments, the container suspended from the support truss 100 may include a dry van container, a bulk tanker, a flatbed, a passenger container, and / or one or more other types of containers. For example, various figures herein depict dry van containers, but it is easy to imagine one or more other types of containers integrated with rail vehicle components, as long as their external dimensions, four connection points, and / or pivoting wheelsets configured to engage with the pivoting floor described herein are incorporated into their design.

[0065] In some embodiments, guardrails 430 can conceal wheel wells 440 that align containers when stacked and / or accommodate support loops without sacrificing clearance. In some embodiments, wheel wells 440 and / or housings for support loops can be contained within the cargo hold. In various embodiments, slots 460 can be provided in a manner such as Figure 4A460 can be cut into the skirt 450 depicted in order to facilitate forklift handling, provided that forklift handling does not affect the steering mechanism. In some embodiments, the slot 460 can be configured to engage with a swivel hook mounted on a flatbed of a delivery truck or trailer. In various embodiments, the truck or trailer can be configured to secure the container via the slot 460 while traveling on a highway. These connections to the container via the slot 460 can include connections configured to secure the container to the truck or trailer in the event of an accident. In some embodiments, a truck bed or trailer configured to transport the containers described herein can also include a pivoting floor that is rotatable with the containers described herein and Figure 5B and Figure 5C This would allow for loading and unloading from the side or back of the truck. In some embodiments, a truck bed or trailer configured to transport the containers described herein may further include a hydraulic lift configured to raise and / or lower the container so that the skirt 450 of the container can rest on the truck bed rather than forcing the wheels of the container to support the container during transport. Figure 4B As depicted in , when used with a ramp equipped with raised access for wheels, the notches 470 shown in the skirt 450 in line with the wheels can improve clearance when the grade changes. In an example embodiment, a primary application for these specialized ramps for the container 300 may be roll-on-roll-off (RoRo) shipping activities (described further below). In various embodiments, the wheels of the cargo container may be configured to lock when a safe load limit is exceeded. For example, a predefined safe load limit may be established based on the maximum load that can be supported by the support truss 100, the pivoting floor of the CES, and / or other component capabilities. The wheels of the container may be configured to determine when the safe load limit is exceeded and cause the wheels to be locked, thereby inhibiting the container from moving on the wheels until the safe load limit is no longer exceeded.

[0066] Terminal Operations

[0067] In various embodiments, an improved container exchange system for such an improved intermodal system is provided herein. As previously mentioned, when a train having an improved design as described herein enters a terminal, the floor height near and between the rails may be gradually raised until the containers are supported by their wheels rather than the trusses 100. In various embodiments, the improved container exchange system may include: a floor configured to rise until the containers are supported by their wheels; a container exchange station (CES) as described herein; and / or one or more other components. For example, Figure 5Ais an end view of a block diagram of a container according to an embodiment of the present invention, wherein the wheels of the container are in rails on the dock floor. When a train enters a dock having the improved container exchange system described herein, the floor level 510 can be configured to gradually rise to meet the wheels of the container 300. For example, when Figure 5A When compared, Figure 4B Depict an end view of the train as if it were running on the tracks. Figure 4B As the train drawn in enters the terminal, the floor near and between the tracks may gradually rise until the wheels of the container support the container (e.g. Figure 5A ). It is noteworthy that in various embodiments, the single container does not include rail wheels that engage with the rails. For example, Figure 4B and Figure 5A The rail wheels 480 depicted in the figure include rail wheels of a carriage to which the support trusses 100 supporting the containers 300 are connected. In various embodiments, a smooth metal channel or rail (e.g., container wheel rail 530) can be provided adjacent to the rail gap 520 to help keep the containers properly aligned as the train moves through the terminal.

[0068] Figure 5B and Figure 5Cis a top view of a block diagram of a container exchange station (CES) according to an embodiment of the present invention. In various embodiments, the train can be stopped when the container scheduled for unloading is located on the correct CES. Control of the train within the terminal may be transferred to a line selection computer to ensure that the correct container is properly aligned with the appropriate CES. Once properly aligned, the arriving container can be disconnected from the train and the wheels of the container are rotated 90 degrees by the pivoting floor of the CES, which is also used to bridge the rail gap 520 along the container wheel guide 530. Container attachments should be easy to disconnect and connect because the weight of the container is supported by the wheels of the container. In some embodiments, the connection between the truss and the coupler / bracket supporting the truss, and / or the connection between the control car and its adjacent bracket can be configured so that they do not need to be disconnected when the container and / or power unit are exchanged at the terminal. In other words, it may not be necessary to disassemble the train as in the marshaling yard using traditional railway equipment to redirect the container load to various destinations within the network. In some embodiments, containers can be sorted by destination at the terminal between train arrivals without using any rail vehicle components in this activity. As used herein, the term "railway car" may refer to the components of the modified train described herein (i.e., the support truss 100, the bracket with the integrated pivot coupler assembly, and the control car) minus the components suspended from the support truss 100 (i.e., the cargo containers and / or the power source). In some embodiments, the terminal and each CES may use robotic arms and / or other components to fully automate the process of swapping containers and power units to improve terminal efficiency, minimize train dwell time, and reduce the potential for employee injury, while also allowing cargo to remain mobile and improving the system's investment in rail vehicle components. To illustrate the two positions of the pivoting floor, Figure 5B including a pivoting base plate 540 positioned (or rotated) into a position parallel to the rails, and Figure 5C The invention includes a pivoting floor 550 that is positioned (or rotated) in a position perpendicular to the rails. In other words, the pivoting floor 550 only includes the pivoting floor 540 that is pivoted 90 degrees. When the train moves down the track in the station, the pivoting floor can be rotated as shown in FIG. Figure 5B As the container is moved into and out of position below the support truss 100, the pivoting floor can be positioned as shown (i.e., the pivoting floor 540). Figure 5C 5. In some embodiments, all pivoting bases may be configured to move in unison.

[0069] When the containers are properly aligned and disconnected from the train, the robotic arm can be configured to push each arriving container to one side while moving the departing containers from the adjacent queue station to a position below the truss. The pivoting floor 550 can then be pivoted back to the original position of the plate (i.e., the position depicted in conjunction with the pivoting floor 540), the container hook and bottom chord connection is made, and the train leaves or moves forward to exchange the next series of containers. In some embodiments, the crew can be replaced and the generator with a full tank or charged battery can be swapped at the same time to minimize terminal delays and keep cargo moving. In some embodiments, crew changes can be arranged so that a shift on one train is followed by a return on another train, thus eliminating the cost of overnight stays and improving job satisfaction.

[0070] In various embodiments, CES units may be arranged in adjacent pairs with bay spaces between them. In some embodiments, the number installed at each terminal may vary with cargo volume. For example, a high-volume terminal may have a dozen or more pairs, each with several adjacent queuing stations, so that large segments of trains can be serviced before repositioning, and departing containers for multiple exchange operations can be pre-positioned between train arrivals. In various embodiments, the line selection software may group containers by destination to minimize the number of times a train should be repositioned at each stop.

[0071] At high-capacity terminals and terminals where multiple routes converge, it may be more efficient to split a train into two sections and replace one of them in a single step rather than swapping groups of containers. In this operation, containers beneath the trusses from which the train is to be split may be unloaded and a movable overhead crane may lift and support the trusses. Since each section may contain a control car, the train sections (e.g., a control car and zero or more trusses) may be moved independently and once separated, the departing section may be moved in from an adjacent siding and connected in a similar but opposite manner, creating a new train with all of the onboard containers destined for the same route. Containers destined for different routes served by the terminal may have been sorted to the correct side of this disconnection point at the terminal or prior to arrival.

[0072] In various embodiments, these larger terminals may also be equipped with automated train assembly stations so that train segments destined for different routes may be assembled from spare components located on site. Support trusses may be stored on overhead racks so that brackets may be stored in a more compressed manner and then lowered onto pre-positioned brackets as containers are collected for various routes. In some embodiments, the improved intermodal system may maintain an inventory of spare components that may flow back and forth throughout the system's collection of terminals. Train segments carrying containers destined for multiple routes may be completely disassembled and used to restore a working inventory of components to the terminal's train assembly station. Managing the location of these spare components and minimizing the number of empty containers moved may be carefully monitored by management with an eye toward maintaining the ability to respond quickly to seasonal demand fluctuations. In some embodiments, these more complex terminals may also accommodate maintenance facilities, as these terminals may be able to rotate individual components in and out of service for repairs, cleaning, and inspections.

[0073] Bracket and pivot connector assembly

[0074] In various embodiments, the carriage and its pivoting coupler assembly (PCA) described herein can form a single assembly that includes two separate but integrated subassemblies that interact in a manner that isolates the container from the rail bed shock and vibration while maintaining the center of gravity of the container between the rails, even when turning at high speeds. The PCA consists of a coupler at the top of the assembly that can slide from side to side when resting on a support ring (a component of the carriage structure). Side plates are at the front and rear of the coupler, extending below the sides of the support ring to pins just inside the support ring, which can attach a frame suspended from the coupler that can support a flywheel and extend to a swing arm just above the carriage axle. This frame can also be connected to pivot brackets mounted at the front and rear of the carriage between parallel rings to further secure the PCA to the carriage structure while allowing it to pivot about a pivot point in the bracket, which can include the center axis of the support ring.

[0075] In various embodiments, the improved intermodal bracket may be configured to house the drive mechanism and transfer loads from the support trusses and couplers at the top of the assembly down to the axles and rails. Fig. 6A is an end view of a block diagram of a bracket and pivot coupling assembly according to an embodiment of the present invention. Figure 6B is a side view of a block diagram of a portion of a bracket and pivot connector assembly according to an embodiment of the present invention. Figure 6B In order to illustrate a portion of the pivot coupling assembly, the bracket is depicted without at least the horizontal support 860 and the flywheel 660. For example, Fig. 6A and Figure 6B A three-ring design of a bracket with a pivot bracket and sufficient PCA is shown to understand how the three-ring structure of the bracket integrates with the PCA. Fig. 8A -D (described further herein), the PCA is shown with enough scaffold structure to understand how the PCA integrates with the three-ring structure of the scaffold.

[0076] In various embodiments, the carriage may include two or more parallel rings (e.g., parallel rings 610), one or more support rings (e.g., support ring 620), and / or one or more other components. These rings may include large steel rings that form the structural frame of the carriage. In various embodiments, the parallel rings 610 may be parallel to the rails, and the support rings 620 may be positioned perpendicular to the parallel rings 610 and centered between the parallel rings 610. In various embodiments, the parallel rings 610 may provide support for the support rings 620, which carry the coupler and the load attached to the coupler.

[0077] In various embodiments, the parallel rings 610 may rest on support beams 630 that are connected to and supported by the carriage axles. In various embodiments, the support beams 630 may be designed to have an inverted arch that is slightly larger than the radius of the parallel rings 610. In other words, the parallel rings 610 may rest on support beams 630 that are connected to the axles of the carriage, within an arched inverted housing that has a radius slightly larger than the rings. Figure 6B A cross-sectional view of support beams 630 is included, showing roller bearings 632 and opposing springs 634. In various embodiments, a series of roller bearings 632, Teflon sliders, and / or other similar low friction components (similar to roller bearings 640 described further herein)) can form an interface between parallel rings 610 and these arched beams 630, thereby allowing the beams to pivot under the rings as the wheels of the carriage roll over a slope in the rails while still providing uniform support. In some embodiments, opposing springs 634 can cushion the pivoting movement and pull the parallel rings 610 back to their resting position to maintain the vertical position of the support rings 620 when the carriage is not connected to a train. In some embodiments, the outer edges of the parallel rings 610 are enclosed within the support beams 630, while the inner edges remain partially open to attach the support rings 620 and accommodate their limited range of movement. In some embodiments, support beams 630 may also accommodate slight lateral movement in parallel rings 610 as track conditions may cause the intersection plane of support rings 620 and parallel rings 610 to deviate from 90 degrees, thereby pulling parallel rings 610 closer together.

[0078] In various embodiments, the two parallel rings 610 and the support ring 620 are connected at the points where the rings intersect each other, thereby forming a rigid frame along the vertical and horizontal axes. In various embodiments, these connections can pivot about the vertical axis to allow the rings to slightly deviate from the 90 degree angle at the points where the rings intersect. In other words, these connections can pivot about the vertical axis because track conditions may cause the parallel rings 610 to move in opposite directions from each other. In various embodiments, these pivot points can contain springs or other similar electrical or mechanical mechanisms that allow twisting and / or deflection to restore the intersecting rings to a vertical relationship after bending.

[0079] In the example embodiment, the carriage and truss assembly shown is approximately 9' wide, 8'6" long, and 15' high - well within loading gauges (i.e., the maximum height and width of a railroad car and its load to ensure they can safely pass through tunnels, under bridges, and away from trackside building structures). In this embodiment, the load can be tilted up to 22 to 23 degrees while lowering the coupler only 5 to 6 inches. If improved leverage is required to shift the coupler, the pivoting coupler assembly can be extended below the carriage axle, limiting the maximum tilt angle to 17 to 18 degrees. In various embodiments, the carriage axle can move within a horizontal slot in the support beam to accommodate the load described herein. Fig. 10A , 10B and the carriage steering mechanism described in 10C.

[0080] In various embodiments, the pivot coupling assembly may include a flywheel 660, a coupling 670, a frame that supports the flywheel and is connected to a structure 680 of the carriage, and a bottom chord connection 690. In various embodiments, the coupling 670 rests on top of the support ring 620 of the carriage and uses a series of roller bearings 640 or low friction sliders (similar to the bearing design described above with respect to roller bearings 632 that interface with the arched support beams 630 at the parallel rings 610). For example, the underside of the coupling 670 may be curved and equipped with roller bearings 640 or sliders that allow it to move from one side to the other on the support ring 620. For example, Fig. 7A An end view of a block diagram showing a connector, Figure 7B a side view of a block diagram showing a portion of the attachment of the coupler to the pivot coupler assembly frame, and Figure 7C A top view of a block diagram of a connector according to one or more embodiments of the present invention is shown. Figure 1A , 1B As described in FIG. 1C , connecting pins 110 welded to the support trusses 100 can be lowered into slotted cylinders of the coupler that allow the support trusses 100 to rotate without allowing the support trusses 100 to rotate about their horizontal axes.

[0081] like Fig. 7A ,7B 7C, the bracket and pivot connector assembly (PCA) may include a recessed roller bearing 640 or a similarly shaped slider (as described above with respect to Fig. 6A and Figure 6B ), pins 710, support plates 720, and / or one or more other components of the frame supporting the PCA. In various embodiments, the convex shape of the top arch of the support ring 620 that engages with the recessed roller bearings 640 or sliders will allow the support ring 620 to tilt slightly from the vertical as the parallel ring 610 and support ring 620 interface react to track conditions. In various embodiments, the degree of tilt allowed in the support ring 620 can be strictly limited by the side plates 720 of the coupler acting on the top of the ring and the central vertical axis of the PCA frame passing through the narrow slot in the bottom of the ring. Fig. 9 The springs and / or tensioners in the bottom chord connector shown working together with the coupler and its attached truss can continuously pull the support ring 620 back to the vertical position after any bending caused by track conditions. Fig. 7A A cross-sectional view of the coupling and support ring 620 is included and shows an example location of the roller bearing 640. In various embodiments, the vertical wall 730 extending from the slotted vertical cylinder 740 is angled to provide sufficient space for the support plate 720 to accommodate the full range of expected truss pivoting. In some embodiments, the support plate 720 (on which the support truss 100 rests) has a slightly conical shape to engage with a conical bearing that will surround the bottom chord of the truss near the connecting pin, such as Figure 1A In some embodiments, the coupler design may include a hinge point between two adjacent trusses so they can deviate from a straight line when the train encounters a grade change.

[0082] In various embodiments, the PCA frame may extend from the coupler down to just above the carrier axle 810, with the swing arm 820 extending the length of the carrier and attaching to an adjacent container. Fig. 8A An end view of a block diagram showing an example pivot coupling assembly and how it engages with the three-ring structure and pivot bracket contained in each bracket, Figure 8B An end view of a block diagram showing an example bracket and pivot coupling assembly during a turn (as described below in conjunction with Fig. 9 further discussion); Figure 8C A block diagram side view of an example pivot coupling assembly is shown, and Fig.8DA block diagram top view of an example pivoting coupler assembly according to one or more embodiments of the present invention is shown and how it engages with the three-ring structure and pivot bracket included in each cradle. For simplicity, the cradle wheels and arched beams are not depicted and the cradle wheel axle 810 is shown for reference. In various embodiments, this pivoting coupler assembly may also support a flywheel 660 that is configured to pivot about the central axis of the support ring 620. When all adjacent containers are connected to each other and at the bottom of the coupler assembly (e.g., as described above), the cradle wheels and arched beams are not depicted and the cradle wheel axle 810 is shown for reference. Figure 3A When the container 300 in position 320 and position 330 is connected to the swing arm 820, the train has a second longitudinal connection at the bottom chord of the train, which works in conjunction with the truss and parallel ring / support beam interface to maintain the vertical position of the support ring 620 within a small tolerance.

[0083] In various embodiments, the PCA frame can be moved from pin 710 (at Fig. 7A and Figure 7B 620) which is connected to the coupler on the inside of the support ring 620. The PCA frame can support the flywheel 660 and extend downwardly through three vertical members (i.e., two vertical members at the front and rear of the bracket and a middle vertical member that fits through a slot in the bottom of the support ring 620) that are attached to the swing arm 820 of the pivoting coupler assembly (which is also depicted as being configured to support the flywheel and connected to the frame 680 of the bracket structure). In various embodiments, the PCA includes: a flywheel drive shaft 850; horizontal flywheel brackets 860 that extend to pivot points 650 in pivot brackets 840 at the front and rear of the bracket; vertical flywheel supports 870 that are fixed to the underside of the coupler by pins 710 and extend downwardly to the swing arm 820 at the bottom of the frame at three locations (two of which are connected to the pivot points 650 and the third location is down from the pins 710 to support the flywheel with its drive shaft passing through a slot at the bottom of the support ring 620), and / or one or more other components.

[0084] In various embodiments, the flywheel 660 and its mass can be located at the center of the carriage to have a stabilizing effect on its operation. In various embodiments, the flywheel 660 can collect and store potential energy when braking, and can play a role in applying power within its carriage (e.g., engaging / disengaging power to the carriage as needed). In some embodiments, the electric motor can be coupled to the flywheel 660 via a transmission, and the flywheel can be rotated using energy drawn from the train's electrical grid by the transmission and / or motor. In some embodiments, the transmission can be disengaged when coasting and store energy in the flywheel 660 when braking.

[0085] In various embodiments, the rotation of the pivoting coupler assembly must be dampened to prevent the lower end from hitting the inside of the carriage wheel when turning. This can be accomplished, for example, by cables and spring devices 880 within the support ring 620 that attach to both sides of the coupler and the center vertical member of the PCA frame as it passes through the slots in the support ring 620.

[0086] The interaction of the pivoting coupling assembly (PCA) and the unique three-ring structural design of the carriage can provide one or more operational advantages. For example, this interaction can improve the suspension and driving characteristics of the cargo. In various embodiments, the geometry of the three-ring structure and the sliding interface along all three axes that may affect the load between the accompanying bows can help isolate the cargo from the impact of the rail base. If the carriage wheels roll on the slope, the support beam 630 of the carriage pivots only below the parallel ring 610. Any vertical movement of one axle relative to the other axle will be halved at the center of the support beam 630 connecting them and halved again at the center of the support ring 620 below the coupler. The centrifugal force generated by the rotating flywheel 660 will buffer and delay any reaction of the coupler, and the distance between the container hook 340 and the coupler and the ability of the support loop 410 of the container to rotate on the hook 340 will further isolate the load. In fact, the various components of this train (e.g., control car, PCA, bracket) can act as part of the hybrid suspension system of the train. The couplers and support trusses should remain nearly stationary, while the annular interface of the carriage allows the carriage wheels to move independently beneath them while still providing smooth, even support. Somewhat similar to a gyroscope with a flywheel 660 located in the center of the ring, this configuration provides several positions where the effects of vibrations at the carriage wheel axle are gradually reduced as the carriage wheel axle moves toward the cargo container.

[0087] The pivoting coupler assembly can also improve cornering. In various embodiments, the pivot point 650 in the PCA frame is closer to the top so the weight of the container will keep it vertical, centered between the rails when on straight track. When turning, centrifugal force and momentum will cause the container to swing outward, pushing the swing arm at the bottom of the PCA frame to the outside of the curve while pivoting the coupler in the opposite direction. For example, Figure 8B An end view of a block diagram of an example carriage and pivoting coupler assembly during a turn is shown in accordance with an embodiment of the present invention. When a train including both the support truss 100 and the carriage and pivoting coupler assembly (PCA) described herein enters a curve, the mass of the container will cause the container to swing outward at the bottom chord of the train. Since the bottom of the container is connected to the carriage via the swing arm 820 of the pivoting coupler assembly, the outward swinging of the container at the bottom chord of the train will cause the swing arm assembly to swing outward, thereby moving the coupler 670 toward the inside of the curve, as shown in FIG. Figure 8B, the coupler rests on top of the bracket's support ring 620 and uses a series of roller bearings 640 or low friction sliders. This shifts more weight to the inside wheels and moves the linear integrity of the truss / coupler spine toward the inside of the curve where it cannot stretch, thereby resisting the train's tendency to tilt outward.

[0088] Since the top chord cannot be compressed, this same pivoting motion will force the bottom chord of the train to stretch as it moves away from the center of the curve, so a degree of longitudinal flexibility can be provided in the bottom chord connection 690 where the container is attached to the swing arm 820 of the pivot coupler assembly. This longitudinal flexibility can also allow the carriage to shift slightly under the carriage load (e.g., container) when the carriage accelerates or decelerates and when the carriage encounters bumps in the track, because the vertical movement at either end of the curved beam will force the parallel rings 610 supported by the beam to move vertically and horizontally.

[0089] For example, Fig. 9 A top view of a block diagram of an example bottom chord connector when extended in a turn and when retracted on a straight track according to an embodiment of the present invention is provided. Located at both ends of the swing arm 820 of the pivoting coupler assembly, the bottom chord connector is attached to the bottom of the adjacent container at its centerline. The location of these connection points is Figure 3A (position 320 of container 300). In various embodiments, the bottom chord connector may include a hinge point 910, a cable 920, one or more springs 930, an oval hole 940, and / or one or more other components. In various embodiments, the bottom chord connector may be configured to stretch during a turn but still apply lateral pressure to the swing arm 820 of the pivot connector assembly. In some embodiments, the oval hole 940 may be configured to provide some lateral play to compensate for uneven loading of containers and may be used with the front and rear of the bracket mounted between the parallel rings 610 and at Fig. 6A , Fig. 8A and Fig.8DThe slotted pivot bracket 840 shown in the figure works together to provide a measure of flexibility or shock absorption before causing the coupler to react. When retracted, the lateral freedom of movement of the container may be limited, but when extended during turning, the hinge point 910 and the extended shell can provide greater independence of movement. In various embodiments, when not turning, the spring 930 may tend to pull the container back to align with the centerline of the track. The tension of these springs and other springs deployed in the bracket design can be adjustable to provide a ride adjustment mechanism in response to the different weights of loaded and empty containers. In various embodiments, when the bracket encounters a depression in the track, the interaction of the parallel ring 610 and the curved support beam 630 may cause the support ring 620 to deviate slightly from the vertical direction. The spring 930 in the bottom chord connector and the opposing spring in the parallel ring / support beam interface can accommodate this movement, but continuously pull the support ring back to the vertical direction. In some embodiments, the opposing spring 930 in the bottom chord connector can also act as a shock absorber to prevent the bracket from hitting the container when running under harsh track conditions.

[0090] In various embodiments, the carriage may also be equipped with a steering mechanism. Fig. 10A A top view of a block diagram of an example carriage steering mechanism according to an embodiment of the present invention is shown. In various embodiments, the carriage steering mechanism can include at least one sliding point 1020, one or more pivot points 1030, one or more channel rods 1040, one or more triangular plates 1050, one or more connecting rods 1060, and / or one or more other components. In various embodiments, a frame 1080 supporting the steering mechanism can be attached to the support beam 630. As shown in FIG. Figure 5A and Figure 5B As shown in , the support beam 630 is designed with horizontal slots to accommodate the movement of the carriage axles caused by the steering mechanism. In various embodiments, sufficient space is also provided between the carriage wheels and the support beam to allow such steering action. In some embodiments, suspension springs and / or shock absorbers may also be provided between the carriage axles 810 and the support beam 630 to improve the ride characteristics. In some embodiments, the carriage steering mechanism may enable each axle 810 to have a direct mechanical connection to the truss directly above it, so that they always remain perpendicular to each other, resulting in the intersection of the two axles always being close to the center of the curve radius.

[0091] In various embodiments, each coupler may be configured with an internal gear to measure the degree to which the two trusses it supports deviate from a straight line, thereby providing an accurate measurement of the curvature of the track on which the carriage is traveling at any point in time. Fig. 10B An example view showing a carriage steering mechanism on a straight track with parallel axles, and Fig. 10CAn example view of a carriage steering mechanism on a curved track with an inclined wheel axle is shown. To further illustrate the carriage steering mechanism, Fig. 10D A side view of a block diagram showing an example carriage steering mechanism, and Fig.10E A top view of a block diagram of an example slotted bar of a carriage steering mechanism according to an embodiment of the present invention is shown. A mechanical linkage from a coupler to the carriage steering mechanism can adjust the angle between the carriage wheel axles 810 so that the angle sensed by the coupler matches the degree of track curvature measured by the degree to which adjacent trusses deviate from a straight line. In other words, the angle between the carriage wheel axles 810 can be adjusted so that the intersection of the carriage wheel axles will be close to the center of the curve radius. This may cause the carriage wheel 1010 to turn through the curve, thereby reducing friction between the wheel and the rail, which will extend equipment life, reduce wear on the rails, and improve the energy efficiency of train operation. For example, a spiral mechanism within the support frame 1080 can move the sliding point 1020 from one side to the other in its slot, causing the slotted bar 1040 to pivot the triangular plate 1050 around its pivot point 1030, thereby causing the linkage 1060 to adjust the orientation of the axle.

[0092] In various embodiments, in addition to and / or in lieu of the three-ring design including the two parallel rings 610 and the support ring 620 described herein (and for example in Fig. 6A and Figure 6B ), one or more alternative structures may be used in the bracket described herein. For example, an alternative structure (and completely different) may be used as long as it includes a curved bow with a sliding interface at the support beam 630 and the coupler, fixes the pivot point 650, and provides sufficient space for the tilting movement of the pivoting coupler assembly and its integrated flywheel 660.

[0093] In various embodiments, the bracket design may also include some flexibility at the pivot point 650 to cushion a sudden sideways jolt to the coupler mechanism if, for example, the height of one rail drops suddenly relative to the other. This drop may move the pivot point 650 downward and to the side, forcing the coupler to move first toward the ramp and then away as the load shifts. Fig. 6A , 8A 8D describe mechanisms to dampen this motion without affecting the cornering capabilities of the systems described herein. For example, slots with opposing springs can be designed into the pivot bracket 840 that secures the pivot point 650, a horizontal slot at the pivot point 650 and vertical slots at each end attached to the parallel rings 610. The length of these slots and the resistance of the springs can be adjusted to respond to track conditions and desired ride characteristics.

[0094] Driving mechanism

[0095] In various embodiments, a flywheel (e.g., flywheel 660) at the center of each carriage may include an integral part of the drive mechanism and may be used to store potential energy and / or mechanical energy generated during braking. In various embodiments, a generator or battery mounted on a suspended platform may power the train, which is attached in the same manner as a cargo container. Standard commercial generators that may be modified to burn compressed natural gas (CNG) instead of diesel fuel may collectively power the grid that serves the entire train. The length of the train, the weight of the train load, and the terrain to be driven may determine the number of generators and / or power units placed on each train, and be equipped with one or two backups to prevent mechanical failure. Control of the drive mechanism can ensure that each carriage contributes equally to the effort to propel or stop the train, regardless of the rotation speed of the individual flywheels, to minimize any longitudinal stress on the coupler and provide them with the required freedom of movement to optimize system performance. If the drive mechanism of the carriage fails, it may switch to neutral and disengage so that the train can keep moving.

[0096] Some embodiments may use one or more electric motors configured to rotate a flywheel that would be connected to the drive wheels using a variable speed transmission. These transmissions would draw energy from the flywheel during acceleration or cruising, disengage during coasting, and store energy in the flywheel during braking. The amount of electricity consumed by the motor to maintain the speed of the flywheel within its predetermined range may determine the number and capacity of generators in the train. Although the flywheel drive shaft 850 is Fig. 8A and Fig.8D 60, but in some embodiments, the flywheel drive shaft 850 may include a universal joint and overlapping sleeves between the center of the flywheel 660 and the support ring 620 to accommodate pivotal movement of the PCA frame supporting the flywheel 660. Although shown extending through and beyond Fig. 8A to the support ring 620 in D, but in some embodiments the flywheel drive shaft 850 may terminate inside the support ring 620 to accommodate alternative arrangements of the motor and transmission that will drive the train.

[0097] In various embodiments, as the train approaches the dock, the rotational speed of the flywheel may be allowed to slow so that a braking process can be used to restore the flywheel to the high end of the flywheel operating range in anticipation of the effort required to accelerate the train from a static start later on. The potential energy stored in the flywheel may also be used to maneuver the train at the dock so that the generator can be shut down or replaced. The train may also be connected to the dock's power source if the stored energy is insufficient to complete all necessary dock operations and speed up the rotation of the flywheel on any brackets added to the train at the dock. This may reduce noise and / or maintain air quality near the dock.

[0098] Control car

[0099] In various embodiments, the enhanced turning characteristics described herein are derived at least in part from the fact that the connected support trusses (top chords of the train) will not extend after the pivoting coupler assembly has moved them toward the center of the curve. For this feature that successfully increases the average turning speed of the train, one or more of the first few brackets can be moved around the curve so that enough anchor blocks are placed at the front end of the top chord. Similarly, when the last few brackets move through the curve, the rear of the train can also be anchored to offset any whip effect. In various embodiments, the control car can be located at the front and / or rear of the train to sense changes in track curvature and then provide this anchoring effect. For example, the control car and its counterweight can help provide this anchor block by controlling the response of the first few containers entering the curve and / or offsetting the whip effect when the last few containers leave the curve. In some embodiments, the control car can also accommodate the driver's cabin.

[0100] Fig.11 An example mechanism for providing the desired anchoring effect for the control car is described in FIG. Fig.11 A control car 1100 according to an embodiment of the present invention is described. In various embodiments, the control car 1100 may include an arched support beam 1110, a beam support plate 1120, a counterweight 1130, and / or one or more other components. In various embodiments, the control car 1100 may not have a support truss and therefore no pins to insert into the pin coupler assembly to connect with an adjacent bracket. Therefore, a mechanism is needed for connecting the control car to the top chord (i.e., top side structure) of the adjacent bracket.

[0101] In various embodiments, the control car 1100 may be connected to an adjacent carriage via at least a top chord connection 1140, a bottom chord connection 1150, and / or a rigid third connection 1160. In various embodiments, the top chord connection 1140 may include a chain or similar flexible cable attached to the top chord of the adjacent carriage at a pin coupler assembly or some other coupling mechanism to connect the coupler of the adjacent carriage to the counterweight of the control car 1100. In various embodiments, the bottom chord connection 1150 may connect the control car 1100 to the adjacent carriage at its bottom chord connector 940. In various embodiments, the bottom chord connection 1150 may include a mechanism (e.g., a hydraulic actuator assist) that pushes the swing arm 820 of the adjacent carriage toward the outside of the curve to supplement the force applied by the shifting counterweight 1130 in pivoting the coupler of that carriage toward the inside of the curve. This arrangement may also allow the rear control car 1100 to initiate displacement of the coupler 670 of the adjacent carriage just before entering the curve in an effort to resist any anticipated whiplash. In various embodiments, the rigid third connection 1160 may include an additional connection between the control car 1100 and the adjacent carriage in addition to the connection to the top and bottom chords. In various embodiments, the rigid third connection 1160 may have a gear mechanism and / or other components to detect that the train is entering a curve. This may be similar to the mechanism inside the coupler 670 that is configured to detect and measure the degree to which the adjacent truss 100 deviates from a straight line. In various embodiments, the rigid third connection 1160 may prevent the displacement counterweight 1130 from pulling the adjacent carriage closer to the control car so that all of the force it applies can be used to pivot the adjacent PCA and displace its coupler 670.

[0102] In various embodiments, the control car 1100 can be configured to utilize a counterweight 1130 that can be configured to roll from side to side on the arched support beam 1110 (also described further herein). Fig. 12A , 12Band 12C). In various embodiments, the arched support beam 1110 can be tilted toward the rear of the control car 1100 and mounted on a pivoting support plate 1120, which is mounted on an inclined surface. In various embodiments, the support plate 1120 can be rotated by a mechanism in the rigid third connection 1160. The rigid third connection 1160 can be hinged and used to sense when the train enters a curve, and then rotate the support plate 1120 to shift the counterweight 1130 toward the inside of the curve. For example, when the rigid third connection 1160 between the control car 1100 and the adjacent bracket detects that the train is entering a curve, the mechanical linkage will pivot the support plate 1120 below the arched support beam 1110. Since the arched support beam 1110 is mounted on an inclined surface when the support plate 1120 pivots, the support beam 1110 drops at one end toward the inside of the curve, while the other end rises, so gravity quickly moves the counterweight 1130 to a position at the bottom and toward the inside of the curve.

[0103] In various embodiments, the counterweight 1130 may be sized to help initiate and maintain rotation of adjacent pivot coupling assemblies (PCAs) as centrifugal force and momentum begin to swing containers beneath adjacent trusses toward the outside of a curve. Fig. 9 ) allows only limited lateral movement before being stretched, so this displacement of the lead coupler assembly helps to initiate a chain reaction that ripples across the length of the train as each carriage enters a curve. In various embodiments, the displaced counterweight 1130 can anchor the front of the train until the first few carriages have moved through the curve; thereafter, the first few carriages will anchor the following carriages.

[0104] In some embodiments, these same principles can be applied to the rear control car. In an embodiment using a rear control car with a counterweight, the counterweight of the rear control car can begin to shift before reaching the curve in order to position itself to resist the whip of the rear of the train. As mentioned above, the hydraulic transmission auxiliary attached to the bottom chord connection 1150 can strive to help the counterweight shift adjacent couplers 670. Knowing the speed and length of the train can enable the on-board computing system to calculate when the rear control car approaches the curve. When the track straightens, gravity will return the adjacent container and coupler assembly to the vertical position, while the arched support beam in the control car (e.g., the arched support beam 1110 of the control car 1100) returns to its normal position (e.g., perpendicular to the track). The combination of these two actions can return the rolling counterweight to the top of the arch and center it between the rails.

[0105] Fig. 12A An example top view illustrating an arched support beam 1110, Fig. 12Billustrates an example front view of an arched support beam 1110, and Fig. 12C An example side view of an arched support beam 1110 is illustrated in accordance with one or more embodiments of the present invention. In various embodiments, segment A of the arched support beam 1110 can be designed to quickly move the counterweight 1130 on the inside wheel of a curve even before the attached coupler assembly begins to pivot. In some embodiments, any additional movement of the counterweight 1130 on segment B will reflect the extent to which the attached coupler assembly has already pivoted. The precise geometry of the arched support beam 1110, along with the angle of inclination of the support plate 1120 against which it rests, can allow gravity acting on the counterweight to quickly move it to a position that causes adjacent couplers to shift and anchor the top chord of the train to the inside of the curve as the train enters the curve, which can allow for increased turning speeds. For example, Fig.12D Shows when the train goes around a curve Fig.11 An example top view of an arched support beam 1110 of an example control car depicted in FIG. 1 , and Fig.12E An example front view of an arched support beam 1110 is shown as a train travels around a curve in accordance with an embodiment of the present invention. On a curved track, the end of the support beam 1110 on the inside of the curve drops and moves to the rear, causing gravity to displace the counterweight 1130 on the inside wheel. Because the support plate 1120 is on an inclined plane, when the support beam 1110 rotates, one side drops and the other side rises, forcing the counterweight to the correct side.

[0106] In some embodiments, in addition to the top and bottom chord connections that may involve rotation of adjacent coupler assemblies, a third rigid connection between the control car and the adjacent carriage can help prevent the tendency of the control car and carriage to pull together when the counterweight is shifted. Due to the complex relationship between the control car and the adjacent carriage, in some embodiments, the control car and adjacent carriage can be more permanently attached, and the first load unit can be a generator or battery pack so that each control car can move under its own power source. In some embodiments, cameras mounted in each control car can allow the driver to steer the train from either end and provide visibility when reversing.

[0107] In various embodiments, mechanical linkages may be used to connect and activate key functions within the control car and the carriage. For example, mechanical linkages may be stronger and more stable, easier to maintain, and less prone to failure.

[0108] The improved intermodal system described herein can promote, for example, the transfer from the ocean to the river and / or the transfer from land to water. Ocean-going ships and inland barges can be designed to connect and exchange containers on the calm water in the port, without docking or using cranes, but in a roll-on-roll-off manner. The improved mobility of wheeled containers can promote the movement of containers on ships and barges, in each horizontal plane and between horizontal planes, so that containers can be sorted on board between docking stations, and the containers leaving can be placed near the exit ramp to promote rapid transfer. When used with a ramp equipped with a raised access for wheels, the notch 470 shown in the skirt 450 can improve the gap (as described above) when the slope changes. When transferring containers between inland barges and land-based terminals, this feature may be particularly useful because tidal effects and water levels may cause their height changes relative to each other to be very large.

[0109] System Advantages

[0110] Embodiments of the improved intermodal system may include a new class of railroad equipment in which, instead of coupling conventional railcars together, trains are assembled from a series of standardized interchangeable components (e.g., brackets, trusses, control cars) that allow cargo containers and generators to be exchanged in an automated manner without lifting and without having to detach any of the railcar components of the train. Since the cargo containers are configured to be easily detached from the train, the railcars play no role in sorting cargo by destination, and thus the marshaling yard does not need to unload or pick up cargo at intermediate locations, so this equipment can remain involved in long-distance transportation moves. Sorting cargo by destination can be performed within the automated terminal between train arrivals.

[0111] In some embodiments, the various components described herein may be of a completely new design and may not interact with or need to conform to any existing railway equipment (e.g., except for tracks and switches). In some embodiments, all components described herein may be designed for easy maintenance, especially replacement of wear items. In some embodiments, the designs of the components described herein may incorporate the latest modern control, safety, and diagnostic equipment (e.g., positive train control diagnostic sensors to monitor equipment performance and predict failures before they occur), measure rail bed defects and report their location, and attach RFID tags to all components to continuously track their location, report their condition and availability, and in the case of cargo containers, whether they are loaded, what is on board, where it is going, and who owns it.

[0112] In the case of traditional railway equipment, each traditional rail car and coupler must be strong enough to pull one hundred or more loaded cars uphill. In the train and train components (e.g., brackets, trusses and / or other components) designed according to the embodiments described herein, power can be evenly distributed throughout the train, thereby eliminating the linear stress present in traditional equipment. The embodiments described herein can also allow for a lighter equipment design with an improved tare / load ratio, better fuel economy and / or less rail infrastructure wear. A rigid articulated spine can eliminate the coupling and slack effects in train operation. The traditional coupling process is essentially a controlled collision at 5mph, which is loud and violent and may damage sensitive goods. But in the train and train components according to the embodiments described herein, a rigid spine and distributed power can reduce wheel / rail wear at a bend and reduce the risk of derailment by eliminating the release and buffer force events in train operation.

[0113] These operating characteristics allow for an improved intermodal system that overcomes many of the limitations of conventional rail equipment and significantly improves the performance and competitiveness of rail intermodal service, so it can extend its reach to smaller markets, shorter haul distances, and smaller loads. This improved equipment design may have the potential to shift large volumes of freight from highways to rail, thereby reducing the social costs and environmental damage caused by truck transportation. Any reduction in truck size will reduce pavement damage caused by heavy trucks, thereby extending the service life of existing highways and bridges.

[0114] In various embodiments, automated terminal operations may also represent an advantage of the improved intermodal systems described herein over conventional systems. Container exchange and train assembly stations integral to the sorting process may be placed indoors to protect the equipment and reduce noise transmission. Using energy stored in flywheels and / or tapping the terminal's power supply may allow generators to be shut down during terminal visits. Thus, an improved intermodal terminal according to various embodiments described herein may be a quiet neighborhood that produces little air pollution.

[0115] Because spare containers and trusses can be stored vertically, the terminal footprint may be smaller than traditional intermodal terminals, advantageously allowing them to be located closer to population centers to reduce short-haul transportation costs. Some containers can be unloaded directly onto flatbed trucks waiting on an adjacent sunken mixed lane so that the trucks depart almost immediately for final delivery. Other containers may remain in the terminal and be added to a train that is later bound in the right direction.

[0116] In various embodiments, the routing software can group containers by destination as components of the intermodal system (e.g., trains, control cars, carriages, containers, inventory / cargo, and / or other components) move through the transportation infrastructure in order to minimize downstream terminal delays. Departing containers and refueled generators can be placed at specific queue stations (e.g., terminals, seaports, CESs), where trains may stop when arriving containers and generators are located at a particular CES. Multiple exchanges may occur simultaneously, so the number of CESs installed at each terminal can be a function of cargo volume.

[0117] In various embodiments, enhanced equipment utilization may also represent an advantage of the improved intermodal system described herein over conventional systems. Typical railcars generate revenue only about 10% of the time, i.e., loading and moving. By separating cargo containers from railcars and sorting them in automated terminals between train arrivals, the embodiments described herein may advantageously eliminate the need for a marshaling yard, thereby enabling most equipment to remain in revenue-generating service for a greater portion of the time. This may advantageously reduce equipment capital costs per unit of carrying capacity. This advantage may also occur in short-haul operations, as drivers will typically load and unload containers or interior racks rather than handling cargo on the inside.

[0118] Railroads often carry a second locomotive on every train to prevent stranding. A standard generator may be a fraction of the cost of a locomotive, provide more sophisticated backup and power assistance, and due to the component design described herein, any required maintenance, repair, or inspection may only require taking it offline with minimal equipment investment.

[0119] In various embodiments, the improved intermodal systems described herein may provide improved suspensions compared to conventional systems. The various components described herein may act as part of a suspension system that isolates the container from the effects of an uneven rail bed and protects the cargo from damage. Any reaction of a particular container to a sudden movement of one wheel of the carriage carrying the container may be reduced, delayed, and / or cushioned by flexibility in the design. Eliminating slack and coupling in train operation will further protect the cargo from damage.

[0120] These improved suspension characteristics and enhanced turning characteristics (described above) should allow improved intermodal trains to operate at higher average speeds (perhaps even passenger train speeds) and potentially on relatively poor track conditions where conventional rail equipment might be forced to reduce speeds. At higher average speeds, transit times may become more competitive with trucking and equipment utilization metrics may be further improved, resulting in more ton-miles per unit of equipment investment. The relatively light equipment and smaller loads should minimize any additional maintenance burden imposed on the rail infrastructure.

[0121] Small mobile loading units can move through loading docks, allowing users to pursue productivity improvements in their manufacturing, packaging and distribution activities. The baseline design specifies small LTL (LTL) sized containers, but equipping many users (such as package delivery companies) with four internal wheeled racks will further expand the flexibility of transportation services. For example, internal wheeled racks can be used to sort packages by destination on the way. In this case, a dedicated container exchange station can be provided to place the unloaded container on a turntable, open its shutter door and pull out one or more internal racks, and then rotate the container to insert a replacement rack with the same or similar destination before returning the container to the train. In some embodiments, the internal rack can also be designed to carry specific items (for example, a car transmission or dashboard) to reduce packaging and boxing costs. Then, these containers or their racks can be rolled to the appropriate station of the assembly plant for final installation without further processing. Less packaging can also beneficially reduce solid waste streams, thereby providing, for example, environmental and / or cost advantages. This method can also improve the intermodal efficiency of shelf-sized loads, rather than being limited to unit trains like traditional equipment.

[0122] In some embodiments, the components of the improved intermodal system described herein can help store containers or shelves at the dock, thereby providing users with distributed warehousing options. Inventory can be redirected between markets to meet expected regional cargo demand fluctuations, and can do so without the need for shipping agents or customers to handle the products, thereby reducing processing labor and only incurring rail transportation costs, while ensuring that the user's final delivery only includes local short-distance transportation as needed. In some cases, dedicated industrial and distribution parks with on-site docks have various structural features described herein. For example, an automatic conveyor system that can run on overhead rails can transport containers between docks and user facilities around the clock. In this case, large retailers can deliver loaded containers to regional stores from a relatively remote, low-cost distribution center overnight, and use internal shelves to deliver inventory directly to the sales site for replenishment.

[0123] In some embodiments, the improved intermodal system described herein can provide more sustainable transportation compared to conventional systems. For example, steel wheels on rails are 6 to 10 times more energy efficient than truck tires on paved roads. Lighter equipment design and its improved tare / load ratio and carriage steering mechanism should produce efficiency gains over conventional railway equipment. Flywheels can be used to store and reuse most of the energy usually lost due to braking, and improved turning characteristics can save energy by not having to slow down the train too much before the curve and then accelerate them back to running speed.

[0124] Promoting the elimination of marshaling yard activities such as those described in this article could also reduce fuel consumption, as Class 1 railroads may use more than 200 million gallons of diesel fuel annually in yard conversions alone. Using CNG on both the long-haul and short-haul portions of a trip and having fueling stations at the dock would further reduce air pollutants. In time, advances in battery technology may allow trains and short-haul trucks to operate at zero emissions by powering them with batteries charged from renewable energy sources. In some cases, component design may allow for an early transition to a hybrid configuration by replacing some generators with battery packs. Because this system is less affected by driver shortages or fuel price fluctuations, it may result in more stable pricing for transportation services. The expected arrival of autonomous trucks with platooning capabilities may reduce labor costs, but autonomous trucks are unlikely to save energy or alleviate traffic congestion and pavement damage problems as much as rail transportation.

[0125] The embodiments described herein may beneficially provide the railroad industry with improved transportation performance. In some embodiments, the brackets and / or other components described herein may be fully compatible with existing infrastructure, but it is also expected that the braking and acceleration of the trains described herein may respond faster than conventional equipment, allowing for shorter train time slots. This may provide an opportunity for railroads to more fully utilize their existing asset base and expand the revenue-generating potential of routes / paths without being limited by or placing any additional pressure on their existing marshaling yard capacity, and with minimal additional wear and tear on their infrastructure. As described herein, transferring loads between railroads using different track gauges may be as simple as parking two trains side by side and turning the container over.

[0126] The embodiments described herein may also beneficially facilitate the coordination of short-haul operations with long-haul shipments and use a computerized routing system within the service area of ​​each terminal to match pickups and deliveries to minimize costs and optimize service. This provides shippers with a single point of contact, door-to-door, in what is currently considered a fairly chaotic market that requires the use of third-party logistics companies to coordinate shipments. By utilizing embodiments with distributed warehousing options, even small companies can compete in a supply chain that typically requires an efficient national distribution network.

[0127] The improved suspension and ride characteristics of the various equipment embodiments described herein can be combined with the elimination of hitches and slack to reduce cargo damage. Because cargo can be moved in locked containers and / or can be contained in the controlled environments of indoor docks and storage facilities when not in transit, theft can be eliminated (or at least reduced). Because in some embodiments our designs contemplate that the system and its employees will typically handle containers and / or interior racks rather than their contents, breakage, shrinkage, and insurance rates should be reduced. Embodiments may be able to provide services that are competitive with truck transportation but at a lower cost. Finally, those shippers who use this clean technology while meeting their business goals will demonstrate their commitment to sustainability, an increasingly important measure of good corporate citizenship.

[0128] For the purpose of explanation, numerous specific details are set forth to provide a thorough understanding of this specification. It will be appreciated by those skilled in the art that the embodiments described herein may be practiced without these specific details or with equivalent arrangements. Therefore, it will be appreciated that the present technology is not limited to the disclosed embodiments, but rather is intended to encompass modifications and equivalent arrangements within the spirit and scope of the appended claims. For example, it will be appreciated that the present technology contemplates that one or more features of any embodiment may be combined with one or more features of any other embodiment to the extent possible.

[0129] In various cases, well-known structures and devices are shown in block diagram form to avoid obscuring the specification. The components (e.g., modules, blocks, structures, devices, etc.) of the block diagrams can be combined, separated, removed, reordered, and replaced in a manner different from that explicitly described and depicted herein.

[0130] References in this specification to "one embodiment", "an embodiment", "some embodiments", "various embodiments", "certain embodiments", "other embodiments", "a series of embodiments", etc., indicate that a particular feature, design, structure, or characteristic described in conjunction with the embodiment is included in at least one embodiment of the present disclosure. For example, the phrases "in one embodiment" or "in an embodiment" appearing in various places in this specification do not necessarily all refer to the same embodiment, nor are they separate embodiments or alternative embodiments that are mutually exclusive of other embodiments. In addition, whether or not "an embodiment" or the like is explicitly mentioned, various features are described, which may be combined in various ways and included in some embodiments, but may also be omitted in various ways in other embodiments. Similarly, various features are described, which may be preferences or requirements for some embodiments, but not preferences or requirements for other embodiments.

[0131] The language used herein is primarily selected for readability and instructional purposes, and may not be selected to describe or limit the subject matter of the present invention. Other embodiments, uses and advantages of the present invention will be apparent to those skilled in the art by considering the specification and practice of the present invention disclosed herein. This specification should be considered as exemplary only, and the scope of the present invention is therefore expected to be limited only by the appended claims.

Claims

1. A train for transporting cargo containers, the train comprising: a support truss longitudinally connected at the coupler, wherein the support truss includes a connection assembly configured to removably grasp one or more cargo containers from above; as well as Cargo containers are suspended from the support trusses, wherein each container is removably attached to at least one of the support trusses.

2. The train of claim 1 wherein the support trusses and the couplers form an articulated spine at the top of the train.

3. The train of claim 1, wherein the connection assembly includes a mechanical hook configured to removably grasp one or more cargo containers from above.

4. The train of claim 3, wherein at least one of the cargo containers comprises one or more support loops on a top side of the cargo container, wherein the mechanical hook is configured to removably grasp the one or more support loops.

5. The train of claim 4, wherein one or more safety latches on the one or more mechanical hooks are configured to prevent the one or more support loops from falling off the one or more mechanical hooks.

6. The train of claim 4, wherein the one or more mechanical hooks are attached to a rotating rod of the support truss, wherein the one or more mechanical hooks are configured to pass through the one or more support loops when the rotating rod rotates.

7. The train of claim 4, wherein the one or more mechanical hooks include a tapered end configured to pass through the one or more support loops.

8. The train of claim 1, wherein the support truss includes at least one hollow chord configured to house electrical and / or control wiring for the train.

9. The train of claim 1, wherein the support trusses include at least one first support truss configured to accommodate at least two cargo containers.

10. The train of claim 9, wherein the at least two cargo containers include a first container and a second container, wherein the first container and the second container are connected at a centerline of a bottom plane of the first container and the second container.

11. The train of claim 1 , wherein the support trusses include at least one first support truss and a second support truss longitudinally connected at a first coupler, and wherein the cargo container includes at least one first container suspended from the first support truss and a second container suspended from the second support truss.

12. The train of claim 11, further comprising a bracket connected to the first support truss and the second support truss, wherein the bracket includes a first coupler, and wherein the first container and the second container are connected to the bracket.

13. The train of claim 12, wherein the first container and the second container are connected to a swing arm of the carriage.

14. The train of claim 13, wherein the bottom plane of the first container, the swing arm, and the bottom plane of the second container form the bottom chord of the train.

15. The train of claim 13, wherein the swing arm of the bracket is configured to allow at least one bottom surface of the first container and the second container to swing outward when the train enters a curve.

16. The train of claim 1, further comprising one or more power units attached to one or more of the support trusses, wherein the one or more power units include a generator and / or a battery pack.

17. The train of claim 16, wherein the one or more power units supply power to a train-wide power grid which supplies power to the carriage for movement.

18. The train of claim 1, wherein at least one of the cargo containers includes pivoting wheels on a bottom side of the cargo container, wherein the pivoting wheels are configured to engage a pivoting floor of a dock.

19. The train of claim 18, wherein the pivoting wheels are configured to engage a pivoting floor of the dock when the floor is raised to contact the pivoting wheels of the cargo container.

20. The train of claim 18, wherein the cargo container is configured to roll off the train via the pivoting wheels in a position perpendicular to a track on which the train rests when the pivoting floor is rotated.

Images