Improved intermodel transportation system

Abstract

To provide a system for improved intermodal freight transportation.SOLUTION: Improved carriages and support trusses are provided that beneficially move a load-bearing structure to interconnected support trusses forming a top-end spine of a train with freight containers equipped with wheels hanging underneath. Upon entering a terminal, a floor adjacent to rails may be configured to gradually rise until the container's wheels support a weight of the container. Connections of the container to the train may be configured to release the container from the train when properly aligned with a container exchange station and the container's wheels may be configured to pivot, allowing the container to be removed to a side of the train and replaced with another container. This may allow the container to be replaced without having to lift the container or remove any of freight vehicle components.SELECTED DRAWING: Figure 6B

Description

[Technical field]

[0001] Related Applications This application claims priority to U.S. Provisional Application No. 62 / 896,366, filed September 5, 2019, the contents of which are incorporated by reference in their entirety herein.

[0002] The present invention relates to improvements in intermodal freight transportation and components thereof. [Background technology]

[0003] The movement of cargo, whether finished goods or raw materials, from production sites to markets is essential to modern economies. Intermodal freight transportation involves the transportation of cargo in intermodal containers or vehicles using multiple modes of transportation (e.g., rail, ship, and truck), typically used to transport finished goods or raw materials. Although trucking is the least energy-efficient form of ground freight transportation, it is typically used more frequently than rail transportation, which is relatively more efficient, safer, and facilitates the transportation of larger quantities of goods. Despite trucking rates being higher than rail rates, the majority of high-value finished goods are moved by truck because shippers' number one concern is speed and predictability of delivery times, allowing them to control inventory costs, contain prices, and remain competitive. The operational characteristics of traditional rail facilities make it very difficult for rail to compete with trucks when measured by these criteria.

[0004] Unfortunately, our reliance on trucking results in higher greenhouse gas (GHG) emissions because trucking produces three to four times more air pollution per ton-mile than intermodal rail service. Trucking also imposes other costs on society. For example, reliance on trucking increases congestion on our highways, resulting in the purchase and consumption of billions of additional gallons of fuel, as well as billions of man-hours wasted in traffic congestion. Large trucks also account for more than 90% of the highway pavement damage caused by vehicles, despite accounting for less than 10% of highway vehicle miles traveled. Accidents involving large trucks kill seven to eight times as many people each year as rail, and injure about 25 times as many people.

[0005] A modal shift to rail freight transportation, where the energy efficiency of steel wheels on steel rails is fully realized and other external costs are mitigated, would be beneficial to industry and society. However, there are technical / design obstacles to this goal that are largely unaddressed. Thus, inherent limitations in the design and operation of traditional rail equipment need to be addressed to facilitate the desired modal shift.

[0006] Traditional trains are assembled by coupling a series of freight cars together, which are then parked and disassembled at yards where they are grouped together into blocks with similar destinations as they move through the network. These yard activities are equipment, labor, and energy intensive, and are the site of many employee injuries. The cars are then held until enough blocks are assembled to dispatch the train, which typically takes a day. Depending on the route of the shipment, it may pass through several such yards and be transferred from one railroad to another, causing further delays. Then the "last step", i.e., final delivery or collection at the scattered locations, remains a challenge for the railroads due to the significant commitment of labor and equipment involved. As a result, the cars are again held until enough are assembled to justify dispatching a local train. These operational characteristics hinder rail transportation's ability to compete with truck transportation for high-value freight, where speed and predictable delivery times are key components of customer satisfaction, and as a result, the car-handling services mentioned above (i.e., loading of freight onto or within freight cars) represent a diminishing share of railroad revenues.

[0007] Railroad intermodal, in which railroad fuel and labor efficiencies are used for the long-distance portion of the trip while trucks collect the load and make final delivery, has partially addressed the service and efficiency problems and grown to become the largest single source of freight railroad revenue in the United States. Railroads have improved the efficiency of their intermodal service by using unit trains to avoid marshalling yards and by double-stacking welded cars to increase load density. However, the size of these unit trains and the volume of containers they carry have led to the expansion and decline of intermodal terminals, limiting the markets served by efficient intermodal freight transportation to only the largest urban areas. The resulting concentration of truck traffic and noise and air pollution have made them politically unpopular, while the need for large amounts of land has forced them to locate in relatively remote areas and increased drayage transportation costs. Furthermore, the average dwell time of a container at these large intermodal terminals can exceed 40 hours. So while they have sought to overcome the frictions and inefficiencies inherent in traditional rail operations, they have made adjustments that have introduced other inefficiencies and limited the market for their service. They have doubled down on what shippers perceive as a key competitive advantage in the marketplace: moving large, heavy items with less energy and effort as shippers move toward smaller, more frequent shipments. As a result, containers may be shipped by truck instead of rail simply because rail transport may take too long. For example, containers may often be shipped by road from Chicago to Pittsburgh, more than 450 miles away, because rail transport would take significantly longer. Ground transportation costs combined with lift costs to get containers onto trucks and / or rail cars at both ends of the move limit the breakeven distance for intermodal service to more than 500 miles, even though more than 80% of freight tonnage moves less than 500 miles.

[0008] To shift a meaningful share of freight from highways to rail, the operating characteristics of intermodal service must be improved to enable rail to provide competitive service to truckloads over shorter distances and with smaller loads. Summary of the Invention

[0009] Various embodiments of the present disclosure may include a system for improved intermodal freight transportation. The system described herein may include a structural redesign of a conventional freight car, which may include a carriage and support truss that beneficially transfers the load structure to interconnected support trusses that form the upper end spine of the train, with the freight containers suspended below. These support trusses, when coupled together, may provide the train with linear integrity. In various embodiments, the freight containers may be equipped with wheels. Upon entering the terminal, the floor between the rails adjacent to the rails may be configured to gradually rise until the container's wheels support the weight of the container. The container's connection with the train may be configured to release the container from the train when properly aligned with a container exchange station (CES), and the container's wheels may be configured to pivot, allowing the container to be removed to the side of the train and replaced with another container. This may allow the container to be replaced without the need to lift the container or remove any of the train's freight car components. The systems described herein address the various shortcomings discussed above and may provide additional or alternative advantages over conventional intermodal transportation systems. In various embodiments, the systems described herein address these shortcomings without requiring any modifications to existing infrastructure such as, for example, railroad tracks and / or railroad switches.

[0010] In various embodiments, the improved intermodal freight transportation system may include support trusses configured to transfer container loads to the carriages and connect the trains longitudinally with couplers. The trusses and couplers together form an articulating spine at the top of the train that eliminates sagging motion. In various embodiments, connecting pins may be welded vertically to one or both ends of the support trusses and slide into slotted cylinders in the couplers, allowing the support trusses to pivot but hold them vertical. In various embodiments, the support trusses may be tapered (at one or both ends) to the connecting pins, allowing the support trusses to pivot at the couplers during cornering. In various embodiments, the individual support trusses may house electrical and / or control wiring. For example, the wiring may be placed within hollow tubes in the trusses. In some embodiments, inserting the connecting pins from above into the slotted cylinders of the couplers completes the electrical and / or control wiring circuits between the trusses. In some embodiments, additional provisions may be included to increase the load capacity of the trusses. For example, a cable may be attached to an adjacent support truss (e.g., via hooks at both ends of the cable) and a jack located on top of the connecting pin may be configured to place the cable in tension to reduce deflection of the support truss and increase its load capacity.

[0011] In various embodiments, the support truss may include a mechanical hook attached to the support truss and configured to quickly grip and release the container to facilitate efficient loading and unloading. In various embodiments, the length of the support truss and the spacing of the mechanical hook may allow two containers to be accommodated between the carriages. The mechanical hook may include a tapered end to easily thread the support loop over the top of the container and extend to form a tight connection that minimizes vertical movement. In various embodiments, the position of the hook and / or support loop may be preset to evenly distribute the load. In various embodiments, connecting the mechanical hook to the container through the support loop may form an axis between the container and the support truss. In various embodiments, the mechanical hook may be configured to pivot and be supported by the bottom chord of the support truss. In some embodiments, a safety latch may be provided to prevent the container from being pushed off the hook.

[0012] In various embodiments, improved cargo containers may be provided for use with the support truss. In various embodiments, roll-up doors at both ends of the individual containers may be operable from the inside and / or outside to allow two containers on a flatbed to be loaded and unloaded similar to a semi-trailer. In some embodiments, the carriage and ground transport truck may include shrouds to keep out the rain when traveling. In various embodiments, standardized locations and sizes of container wheels may allow containers to be stacked in storage and / or on ships. The wheelsets of the individual containers may have a steering mechanism with retractable tow bars at each end. In some embodiments, the steering mechanism may also allow both tow bars to move laterally when retracted, allowing the container to be pushed into and out of position under the truss during loading and unloading.

[0013] In various embodiments, the improved intermodal freight transportation system includes an improved container exchange system for use with the support trusses described herein. As a train with the improved design described herein enters the terminal, the floor level adjacent to and between the tracks may gradually rise until the container wheels support them. In various embodiments, the train may be stopped when a container scheduled for offloading is positioned on the correct CES. Once properly aligned, the arriving container is decoupled from the train and the container wheels are rotated by the pivoting floor plate of the CES, which also serves to bridge the rail groove along the guideway of the container wheels. Once the container is properly aligned and decoupled from the train, it may be moved to the side while the departing container may be simultaneously moved from an adjacent waiting station to a position below the truss. The pivoting floor plate then pivots back to its original position, the container hook connection and the bottom chord connection are made, and the train may depart or move forward to exchange the next series of containers.

[0014] These and other objects, functions, and features 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 hereof and in which like reference characters designate corresponding parts in the various drawings. It is to be expressly understood, however, that the drawings are for illustration and description purposes only and are not intended as a definition of the limits of the invention. As used in this specification and claims, the singular forms "a," "an," and "the" include plural referents unless the context clearly dictates otherwise. [Brief description of the drawings]

[0015] The drawings are provided for illustrative purposes only and merely depict typical or exemplary embodiments. These drawings are provided to facilitate the reader's understanding and should not be considered as limiting the breadth, scope, or applicability of the present disclosure. For ease of clarity, these drawings are not necessarily drawn to scale.

[0016] [Figure 1A] FIG. 2 is a side view of a block diagram of an exemplary support truss in accordance with one embodiment of the present invention. [Figure 1B] FIG. 2 is a cross-sectional view of a block diagram of an exemplary support truss in accordance with one embodiment of the present invention. [Figure 1C] FIG. 2 is a top view of a block diagram of one end of an exemplary support truss in accordance with one embodiment of the present invention. [Diagram 2] FIG. 2 is a side view of a block diagram of an exemplary jack configured to increase the load capacity of the exemplary support truss illustrated in FIGS. 1A, 1B, and 1C, in accordance with one embodiment of the present invention. [Figure 3A] FIG. 2 is a side view of a block diagram of an exemplary container mounted on an exemplary support truss, according to one embodiment of the present invention. [Figure 3B] FIG. 2 is an end view of a block diagram of an exemplary container attached to an exemplary support truss via a mechanical hook, in accordance with one embodiment of the present invention. [Figure 3C] FIG. 2 is an end view of a block diagram of an exemplary mechanical hook used to attach a container to a support truss when the mechanical hook is retracted in accordance with one embodiment of the present invention. [Figure 4A] FIG. 2 is a side view of a block diagram of an exemplary cargo container mounted on a support truss, according to one embodiment of the present invention. [Figure 4B] FIG. 2 is an end view of a block diagram of an exemplary cargo container mounted on a support truss, according to one embodiment of the present invention. [Figure 5A] FIG. 2 is an end view of a block diagram of an exemplary container with wheels on guideways in the terminal floor, according to one embodiment of the present invention. [Figure 5B]FIG. 2 is a top view of a block diagram of an exemplary container exchange station, in accordance with one embodiment of the present invention. [Figure 5C] FIG. 2 is a top view of a block diagram of an exemplary container exchange station, in accordance with one embodiment of the present invention. [Figure 6A] FIG. 2 is an end view of a block diagram of an exemplary carriage and pivot coupler assembly, in accordance with one embodiment of the present invention. [Figure 6B] FIG. 2 is a side view of a block diagram of an exemplary carriage and pivot coupler assembly, in accordance with one embodiment of the present invention. [Figure 7A] FIG. 2 is an end view of a block diagram of an exemplary coupler, in accordance with one embodiment of the present invention. [Figure 7B] FIG. 2 is a side view of a block diagram illustrating a portion of the mounting of a pivoting coupler assembly of an exemplary coupler to a framework, in accordance with one embodiment of the present invention. [Figure 7C] FIG. 2 is a top view of a block diagram of an exemplary combiner, in accordance with one embodiment of the present invention. [Figure 8A] FIG. 1 illustrates an end view of a block diagram of an exemplary pivot coupler assembly and how it interfaces with three ring structures and pivot fasteners included on each carriage, according to one embodiment of the present invention. [Figure 8B] FIG. 2 is an end view of a block diagram of an exemplary carriage and pivot coupler assembly during cornering, in accordance with one embodiment of the present invention. [Figure 8C] FIG. 2 is a side view of a block diagram of an exemplary pivot coupler assembly, in accordance with one embodiment of the present invention. [Figure 8D] FIG. 1 illustrates a top view of a block diagram of an exemplary pivot coupler assembly and how it interfaces with three ring structures and pivot fasteners included on each carriage, according to one embodiment of the present invention. [Figure 9] FIG. 13 is a top view of a block diagram of an exemplary bottom chord connector, both extended when cornering and retracted on a straight track, according to one embodiment of the present invention. [Figure 10A] FIG. 2 is a top view of a block diagram of an exemplary carriage steering mechanism, in accordance with one embodiment of the present invention. [Figure 10B] FIG. 2 is a block diagram illustration of an exemplary carriage steering mechanism with parallel axles on a straight track, in accordance with one embodiment of the present invention; [Figure 10C] FIG. 2 is a block diagram illustration of an exemplary carriage steering mechanism with angled axles on a curved track, in accordance with one embodiment of the present invention; [Figure 10D] FIG. 2 is a side view of a block diagram of an exemplary carriage steering mechanism, in accordance with one embodiment of the present invention. [Figure 10E] FIG. 2 is a top view of a block diagram of an exemplary slotted bar of a carriage steering mechanism, in accordance with one embodiment of the present invention. [Figure 11] FIG. 2 is a side view of a block diagram of an exemplary controlled vehicle with ballast weights moving, in accordance with one embodiment of the present invention; [Figure 12A] FIG. 12 is a top view of a block diagram of an exemplary arched support beam of the exemplary control vehicle illustrated in FIG. 11 in accordance with one embodiment of the present invention. [Figure 12B] 12 is a front view of a block diagram of an exemplary arched support beam of the exemplary control vehicle shown in FIG. 11 in accordance with one embodiment of the present invention. FIG. [Figure 12C] 12 is a side view of a block diagram of an exemplary arched support beam of the exemplary control vehicle illustrated in FIG. 11 in accordance with one embodiment of the present invention. FIG. [Figure 12D] FIG. 12 is a top view of a block diagram of the exemplary arched support beam of the exemplary control car illustrated in FIG. 11 as the train goes around a curve in accordance with one embodiment of the present invention. [Figure 12E] FIG. 12 is a front view of a block diagram of the exemplary arched support beam of the exemplary control car illustrated in FIG. 11 as the train goes around a curve in accordance with one embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0017] The invention described herein relates to a system for improved intermodal freight transportation. This improved intermodal freight transportation system may be described in part as an assembly of a series of standardized interchangeable components that, when properly connected, form a train with enhanced capabilities. For example, in various embodiments, a train according to the invention described herein may include freight car components, which may include a carriage with an integral pivot coupler assembly (PCA), a support truss, and a control car with a freight container suspended below the truss at one or both ends. In various embodiments, the support truss may be configured to connect to the coupler at the top of the carriage. When connected through the coupler, the support truss may form an articulating spine that provides linear integrity to the train. In various implementations, the containers and power packs or generators suspended below the support truss may also be coupled to each other and to the bottom end of each adjacent carriage to form a second linear connection at the bottom of the train that works in conjunction with the pivot coupler assemblies of the carriages to enhance the stability and cornering characteristics of the train. In various implementations, each of these suspended components may be removable to allow them to be replaced with other parts at the terminal in an automated manner. Removal and replacement of these components may take only a small amount of time and does not require lifting. In various embodiments, a control car located at the front and / or rear of the train may be configured to sense changes in track curvature to control the train (i.e., the trusses supporting the containers and carriages, and the carriages configured to connect the trusses and containers via pivot coupler assemblies) when cornering / turning. It will be understood by those skilled in the art that the embodiments described herein may be practiced without these specific details or with equivalent arrangements. In various instances, well-known structures and devices are shown in block diagram form in order to avoid unnecessarily obscuring the embodiments.

[0018] Support truss FIG. 1A 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 can be configured to transfer container loads to carriages and connect trains longitudinally with couplers. In various implementations, the length of a train including the components described herein can be defined by the number of support trusses 100 that make up the train. The number of support trusses 100 can indicate the number of cargo containers that the train can transport. In various implementations, a train can always have at least one more carriage than support trusses to ensure that each support truss 100 is supported by at least two carriages. In various embodiments, each support truss 100 can house electrical (power) wiring and / or control wiring harnesses. For example, the support truss 100 may have one or more wiring harnesses (internal and / or externally mounted) housing power and / or electrical wiring to distribute power, energy, and / or electrical signals (e.g., diagnostic data, commands, and / or other signals) across the support truss 100 to each component along the entire length of the train. In some embodiments, the tubes of the lower chord of the support truss 100 may be configured to house the electrical and / or control wiring. For example, the wiring may be placed inside the hollow tubes of some or all of the trusses. In some implementations, all of the support trusses 100 of a train may house the electrical and / or control wiring to form a train-wide power grid and / or control system. In various embodiments, the support truss 100 may include a mechanism for gripping a container from above. In various embodiments, the support truss 100 may include a tubular space frame having a triangular cross-section. For example, FIG. 1B shows a cross-sectional view of the support truss 100 along line AA of FIG. 1A. The lightweight yet strong support truss 100 may be constructed utilizing established technology. In various embodiments, the length of the support truss 100 and the spacing between the container hooks may allow two containers to be accommodated between the carriages. For example, a single support truss 100 may be 50 feet long.In other embodiments, the containers may be constructed with different lengths so that one or more containers may be accommodated. The length of the carriage and / or truss may vary as well. In an exemplary implementation, the length of the support truss 100 and / or container may be optimized based on demand. Based on the length of the support truss 100 and / or container, various components described herein (such as the location of the container hooks, the configuration of the container exchange system, and / or other components of the intermodal freight transportation system) may be manufactured and / or modified accordingly.

[0019] 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 provided at each end on the support truss 100. The individual support trusses 100 may be connected longitudinally with a coupler. For example, as further described herein with respect to Figures 7A, 7B, and 7C, each individual support truss 100 may be connected to a coupler. In various embodiments, the connecting pin 110 may be welded vertically to each horizontal end (i.e., the front and back of the support truss 100) and may slide from above into a slotted vertical cylinder in the coupler. When fully engaged, power and control wiring circuits may be completed by inserting the connecting pin 110 into the coupler. In various embodiments, the pin coupler assembly may include a power circuit and / or circuit connection that provides immediate feedback to a manager regarding the quality of the connection between the support truss and the coupler. For example, the circuit may be completed when the pin is fully inserted and / or locked into place in the slotted vertical cylinder of the coupler, which may update the diagnostic display accordingly. In some embodiments, inserting a pin of a first support truss into the coupler may complete an electrical circuit between the first support truss and a second support truss connected to the coupler. In the aforementioned embodiment, completing the electrical circuit may provide a notification to an administrator device that the first support truss is connected to the second support truss through the coupler (or a carriage containing the coupler). In an exemplary embodiment, immediate diagnostics and a green illuminated display in the operator's cabin may be configured to confirm proper contact. The trusses and coupler together form an articulating spine at the top of the train that eliminates sagging motion. This articulating spine formed by connecting each individual support truss to the coupler (i.e., a first carriage connected to a first support truss and a second support truss, a second carriage connected to a second support truss and a third support truss, etc.) may be referred to herein as the upper chord of the train.Notably, in various embodiments, the individual support trusses 100 may not be directly connected to one another, but rather may be connected to a carriage coupler such that two individual support trusses 100 connect to a single carriage, thereby completing an electrical circuit between the two support trusses.

[0020] In various embodiments, the support truss 100 may be tapered toward the connecting pin 110, allowing the support truss 100 to pivot at the coupler connection during cornering. For example, FIG. 1C shows a top view of a block diagram of one end of the support truss 100, where the support truss 100 tapers toward the connecting pin 110. In some embodiments, the support truss 100 may include one or more welded steel plates 120 to reinforce the tapered end of the truss. In various embodiments, the support truss 100 may include a conical roller bearing 130 at one or both ends of the truss. In various embodiments, the conical roller bearing 130 may be configured to interface with a coupler support plate. For example, the conical roller bearing 130 may be configured to rest on the coupler support plate 720 and provide uniform support as the truss pivots. In some embodiments, the welded steel plate 120 may include a recess 140, which may allow the conical roller bearing 130 to rotate without interference. As described further herein with respect to Figures 7A, 7B, and 7C, the contact pin 110 can be locked into a slotted vertical cylinder of the coupler when inserted from above.

[0021] In some embodiments, an assembled train including one or more of the components described herein may include one or more power sources mounted on the support truss 100. For example, the train may include generators, gas-powered engines, one or more batteries, and / or other power sources mounted to the support truss 100 in any number of ways. In some embodiments, these generators or battery packs may be mounted on a wheeled platform with an overhead framework attached to the support truss 100. In some embodiments, a carriage adjacent to a generator or battery pack may connect to that generator or battery pack using the same connections that the carriage would connect to a cargo container, as described herein. In the aforementioned embodiment, the generator or battery pack may be similarly connected to an adjacent generator or battery pack, and / or an adjacent container, to connect each container / each power cell on the train. In some embodiments, the generator or battery pack may be similarly configured to be loaded or unloaded from the train using the CES, as described herein with respect to the cargo containers mounted to the support truss 100. For example, the generator or battery pack may be similarly detached from the train via a pivoting floor plate of the CES. In various embodiments, the power source may generate or provide power for propulsion. In some embodiments, the power source may be "on-demand" and may be engaged and disengaged as needed by the train for efficiency. In some embodiments, the power source may store energy generated from braking. The generated and / or stored power may be distributed to an ad-hoc power grid that serves the entire train.

[0022] In some embodiments, additional provisions may be included to increase the load capacity of the truss. For example, FIG. 2 shows a block diagram of an exemplary jack configured to increase the load capacity of the exemplary support truss illustrated in FIGS. 1A, 1B, and 1C, according to an embodiment of the present invention. In some embodiments, the jack 210 may be placed on top of the connecting pin 110 and / or on the coupler 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 bar under the base of the jack 210 may be configured to fit into the hollow pin. In some embodiments, a cable 220 may be attached to an adjacent support truss 100. For example, the cable 220 may include a hook on either end for attachment to an adjacent truss 100. In some embodiments, the cable 220 may include a steel cable. As illustrated in FIG. 2, the jack 210 may be configured to place the cable 220 in tension before the weight is placed on the truss 100. In other words, the cables 220 may be jacked up via the jacks 210 to remove the slack. This configuration of the jacks 210 and cables 220 may reduce the deflection in the support truss 100 and increase its load capacity. Because this configuration of increased height exceeds the support truss 100, it may be considered not to exceed load capacity on low clearance routes.

[0023] In various embodiments, the connection components attached to the support truss 100 may be configured to quickly grip and release the container to facilitate efficient loading and unloading. For example, FIG. 3A shows a side view of a block diagram of a container 300 attached to the support truss 100 at a connection point 310, according to one embodiment of the present invention. In various embodiments, the container 300 may be attached to the support truss 100 via one or more connection components at one or more connection points 310. For example, each container 300 may be attached to the support truss 100 at a predetermined number of connection points 310. In some embodiments, each container 300 may be attached to the support truss 100 at a single connection point 310. In other embodiments, each container may be attached to the support truss 100 at two or more connection points 310. For example, as shown in FIG. 3A, each container 300 may be attached to the support truss 100 at two connection points 310.

[0024] In various embodiments, the bottom of the container 300 may be connected to a swing arm of a pivot coupler assembly at location 320 of the container 300. For example, the bottom of the container 300 may be connected to a swing arm of a pivot coupler assembly at location 320 of the container 300, as described further with respect to FIGS. 8A-8D. The connection to the swing arm of the pivot coupler assembly at the bottom of the container 300 may then be connected to the bottom of another container 300 to form a bottom chord, referred to herein as the bottom chord of the train. In various embodiments, the containers 300 attached to a single support truss 100 may be connected at the bottom chord of the train to allow the containers 300 to act in unison. For example, in various embodiments, each support truss 100 may be configured to support two containers 300. The two containers 300 may be rigidly (but removably) connected at the centerline of the bottom of the containers 300 (e.g., location 330 of the container 300). This connection allows the containers 300 to move in unison and provide the combined structural stiffness of the containers 300 to the train framework. This connection resists bending or sagging of the truss, shifting the load vector toward the hook closest to the carriage and increasing the payload capacity of the truss.

[0025] In various embodiments, the connection components attached to the support truss 100 can be configured to mechanically, magnetically, and / or by other means to attach and release the container to the support truss 100. For example, the connection components attached to the support truss 100 can be configured to grip and release the container 300 at predetermined holes, loops, or threads in the container 300. In some embodiments, the connection components may comprise mechanical hooks and / or other support means or clasps that can suspend the container 300 from the support truss 100. For example, FIG. 3B shows an end view of a block diagram of a container 300 attached to the support truss 100 via a mechanical hook 340, according to one embodiment of the present invention. The curved spiral design of the mechanical hook 340 may include a tapered end for easily threading the support loop over the top of the container 300 and extend to form a tight connection that minimizes 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 upper portion of the support loop may be equipped with one or more roller bearings.

[0026] In various embodiments, the connection of the mechanical hook 340 may form the axis of the support truss 100 on which the hook is installed. In various embodiments, the placement of the hook 340 may distribute the load evenly along the length of the support truss 100. Indeed, as described above, each container 300 may be attached to the support truss 100 at a predetermined number of connection points 310. The location of the predetermined number of hooks 340 may be predetermined to simplify the structural design of the truss and / or container (e.g., by moving the hook / loop connections toward the ends of the container 300) to distribute the load evenly, and / or based on one or more other factors.

[0027] In various embodiments, the mechanical hook 340 (or other connection components) may be configured to form a support member. For example, the mechanical hook 340 may be configured to engage and support a cargo container from above. In various embodiments, the mechanical hook 340 may be configured to pivot about and be supported by the bottom chord of the support truss 100. In some embodiments, the mechanical hook 340 may be attached to a rotation bar that, when rotated manually or electrically, seats the mechanical hook 340 in a predetermined hole, loop, or screw (e.g., support loop 410, described further herein) of the container 300. In some embodiments, each hook may be rotated by an electric motor mounted to the support truss 100. For example, FIG. 3C illustrates an end view of a block diagram of the mechanical hook 340 when the mechanical hook 340 is retracted and / or rotated away from the support loop 410, according to one embodiment of the present invention. When retracted (i.e., rotated away from the suspended vertical position), the mechanical hook 340 may be configured to not impede the loading and unloading of the container 300. In other words, the shape of the mechanical hook 340 may be configured to allow a gap between the mechanical hook 340 and the top of the container 300 when rotated away from the support loop 410. In various embodiments, a safety latch may be provided to prevent the container 300 from being pushed off the hook 340. In some embodiments, the control system may be configured to require the train to be stationary in the terminal before the safety latch may be released and the hook 340 rotates. In some embodiments, the container hookup may be automated and may be made or released in the terminal while the weight of the container is supported by its own wheels. In some embodiments, the hook 340 and support loop may also include a hardwire connection so that the train's power grid can provide power to the refrigerated container.

[0028] Cargo Container In various embodiments, an improved cargo container for use with the support truss 100 is provided herein. FIG. 4A is a side view of a block diagram of a cargo container 300 mounted to the support truss 100, according to one embodiment of the present invention. FIG. 4B is an end view of a block diagram of a cargo container 300 mounted to the support truss 100, according to one embodiment of the present invention. In various embodiments, the container 300 may include support loops 410, wheels 420, parapets 430, wheel wells 440, aprons 450, corner bumpers 460, and / or one or more other components. In various embodiments, roll-up doors at one or both ends of the container 300 may be operable from the inside and / or outside. For example, roll-up doors at both ends of each container 300 may allow loading and unloading of the two containers on a flatbed truck, similar to a semi-trailer. In various embodiments, the exterior dimensions of the container 300 and its exterior components may be standardized / uniform. For example, the location and size of the wheels 420 of the containers 300 may be standardized. The standardized exterior dimensions may allow the containers 300 to be stacked during storage and / or on-board transport. In an exemplary embodiment, each container section may be 8 feet 6 inches high, 8 feet wide, and 20 feet long, and each wheel 420 may have an 18 inch diameter. In various embodiments, the wheels 420 extend below the carriage axles and may support beams for proper terminal operation, yet still provide sufficient clearance above the rails and sleepers to allow its full range of tilting motion.

[0029] The wheelsets of the individual containers 300 may have steering mechanisms with retractable tow bars at each end. The front wheels may be configured to steer whichever end is pulled, and the rear wheels are fixed, so that several containers can be linked together and pulled like a luggage cart at an airport, supporting efficient terminal operations. In some embodiments, the steering mechanism may also allow both tow bars to move laterally when retracted, allowing the containers to be pushed into and out of position under the truss for loading and unloading. All container wheels 420 are train mounted with the improved design described herein, but may be locked into alignment with the rails to facilitate terminal operations. In various embodiments, the containers suspended from the support truss 100 may include dry van containers, large tanker, flatbed, passenger containers, and / or one or more other types of containers. For example, while the various figures herein depict a dry van type container, it is easy to envision one or more other types of containers that integrate with components of a freight vehicle, so long as the container is designed with exterior dimensions, four connection points, and / or pivoting wheels configured to interface with the pivoting floor described herein.

[0030] In some embodiments, the parapet 430 can hide wheel wells 440 that align the container while stacking and / or storing the support loops without sacrificing clearance. In some embodiments, the wheel wells 440 and / or storage for the support loops may be included in the cargo bay. In various embodiments, slots 460 may be cut into the apron 450 as illustrated in FIG. 4A to facilitate handling by a forklift, provided that handling by a forklift does not affect the steering mechanism. In some embodiments, the slots 460 may be configured to interface with a rotating hook installed on the flatbed of a delivery truck or trailer. In various embodiments, the truck or trailer may be configured to secure the container through the slots 460 while traveling on the highway. These connections to the container through the slots 460 may 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 may include a pivoting floor panel the same as or similar to the pivoting floor panel of the CES described herein and shown in FIGS. 5B and 5C. This allows 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 container's apron 450 can be placed on the truck bed rather than forcing the container's wheels to support the container during transport. As shown in FIG. 4B, the notches 470 shown in the apron 450 along with the wheels may improve clearance with gradient changes when used with ramps equipped with elevated channels for the wheels. In an exemplary embodiment, the primary application of these dedicated ramps for use with containers 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 if a safe load limit is exceeded.For example, a predetermined safe load limit may be established based on the maximum load that can be supported by the capacity of the support truss 100, the pivoting floor of the CES, and / or other components. The wheels of the container may be configured to determine when the safe load limit has been exceeded and to lock the wheels, prohibiting the container from moving on the wheels until the safe load limit is no longer exceeded.

[0031] Terminal Operation In various embodiments, an improved container exchange system is provided herein for use with the improved intermodal transportation system. As previously discussed, when a train having the improved design described herein enters a terminal, the floor level adjacent to and between the rails may be gradually raised until the container is supported by the container wheels instead of the truss 100. In various embodiments, the improved container exchange system may include a floor configured to rise until the container is supported by the container wheels, a container exchange station (CES) as described herein, and / or one or more other components. For example, FIG. 5A is an end view of a block diagram of a container with the container wheels in guideways on the floor of the terminal according to one embodiment of the present invention. When the train enters a terminal having the improved container exchange system described herein, the floor level 510 may be configured to gradually rise to contact the wheels of the container 300. For example, in comparison to FIG. 5A, FIG. 4B illustrates an end view of the train as if the train were traveling on rails. As the train illustrated in FIG. 4B enters the terminal, the floor adjacent to and between the tracks may be gradually raised until the container wheels support the container (as shown in FIG. 5A). Of note, in various embodiments, the individual containers do not include rail wheels that interface with the rails. For example, the rail wheels 480 illustrated in FIGS. 4B and 5A comprise the rail wheels of the carriage to which the support truss 100 supporting the container 300 is connected. In various embodiments, smooth metal channels or guideways (such as container wheel guideways 530) adjacent the rail grooves 520 may be provided to help maintain proper alignment of the containers as the train moves through the terminal.

[0032] 5B and 5C are top views of a block diagram of a container exchange station (CES), according to one embodiment of the present invention. In various embodiments, the train may be stopped when a container scheduled for unloading is located on the correct CES. Control of the train while in the terminal may be transferred to a routing computer to ensure that the correct container is properly aligned with the appropriate CES. Once properly aligned, the arriving container may be decoupled from the train and the container's wheels are rotated 90 degrees by the pivoting floor of the CES, which also serves to bridge the rail groove 520 along the container wheel guideway 530. Since the weight of the container is supported by the container's wheels, the container's attachments should be easily disconnected and connected. In some embodiments, the connections between the trusses and the couplers / carriages that support them, and / or the connections between the control cars and the carriages adjacent to them, may be configured such that they do not need to be disconnected when containers and / or power cells are exchanged at the terminal. In other words, it may not be necessary to break down trains, as is done in traditional rail facilities at rail yards, to redirect container loads to various destinations within the network. In some implementations, sorting containers by destination may occur at the terminal during train arrival without employing any of the freight car components in the sorting activity. As used herein, the term "freight car" may refer to the improved train components described herein (i.e., the support truss 100, the carriages with integrated pivot coupler assemblies, and the control car) minus the components suspended from the support truss 100 (i.e., the cargo containers and / or power sources). In some implementations, the terminal and each CES fully automates the process of container and power cell exchange using robotic arms and / or other means to improve terminal efficiency, minimize train dwell times, and reduce the potential for employee injury while also allowing cargo to keep moving and improving utilization of the system's investment in freight car components.To illustrate the two positions of the pivoting floor, FIG. 5B includes a pivoting floor 540 positioned parallel to the rails (or rotated to be parallel), and FIG. 5C includes a pivoting floor 550 positioned perpendicular to the rails (or rotated to be perpendicular). In other words, the pivoting floor 550 is merely a pivoting floor 540 pivoted 90 degrees. When a train is moving down the track in the station, the pivoting floor may be positioned as illustrated in FIG. 5B (i.e., pivoting floor 540). When a container is moving to and from a position under the support truss 100, the pivoting floor may be positioned as illustrated in FIG. 5C (i.e., pivoting floor 550). In some embodiments, all the pivoting floors may be configured to move in unison.

[0033] Once the containers are properly aligned and decoupled from the train, the robotic arm may be configured to push each arriving container to the side while simultaneously moving the container departing from the adjacent waiting station into position under the truss. The pivoting floor plate 550 then pivots to its original position (i.e., the position shown in relation to the pivoting floor plate 540), the container hook connection and bottom chord connection are made, and the train may depart or move forward to swap the next set of containers. In some implementations, personnel changes and generator changes with full or charged batteries may occur simultaneously to minimize terminal delays and keep cargo moving. In some implementations, personnel changes can be arranged to go off shift on one train and return to shift on another, eliminating lodging costs and improving job satisfaction.

[0034] In various embodiments, the CES units may be arranged in adjacent pairs with carriage space between them. In some embodiments, the number installed at each terminal may vary depending on cargo volume. For example, a high volume terminal may have a dozen or more pairs, with each pair having several adjacent waiting stations so that large segments of the train can be serviced before the train is repositioned and all departing containers for several switching operations can be prepositioned between train arrivals. In various embodiments, the routing software may group containers by destination to minimize the number of times the train must be repositioned at each stop.

[0035] In high-volume terminals and terminals where multiple routes converge, it may be more efficient to split a train into two segments and replace one of the segments in a single step than to swap a group of containers. In this operation, containers under the truss where the train splits can be unloaded and a mobile overhead crane can lift and support the truss. Each segment may include a control car so that the train segments (e.g., control car and zero or more carriages) can move independently, and once separated, the outgoing segment can be moved from the adjacent side and connected in a similar but reverse manner to create a new train with all onboard containers having a destination along the same route. Containers destined for different routes served by the terminal may already be sorted to the correct side of this split point at the terminal or prior to arrival.

[0036] In various embodiments, these larger terminals may also include automated train assembly stations so that train segments destined for different routes can be assembled from spare components located on-site. Support trusses can be stored in overhead racks so that carriages can be stored in a more compact manner, and then containers can be unloaded onto pre-positioned carriages as they are assembled for the various routes. In some embodiments, the improved intermodal system may maintain an inventory of spare components that can be circulated throughout the system's collection of terminals. Train segments arriving in containers destined for multiple routes can be fully disassembled and used to restore a working inventory of components at the terminal's train assembly station. Managing the location of these spare components and minimizing the number of empty containers moved can be carefully monitored by management with an eye toward maintaining the ability to rapidly respond to seasonal demand fluctuations. In some embodiments, these more complex terminals may also house maintenance facilities, as individual components can be rotated for repair, cleaning, and inspection services.

[0037] Carriage and Pivot Coupler Assembly In various embodiments, the carriage and its pivot coupler assembly (PCA) described herein may form a single component including two separate but integrated subassemblies that interact in a manner that isolates the container from the shock and vibration of the rail floor while maintaining the container's center of gravity between the rails, even when cornering at high speed. The PCA is composed of a coupler at the top of the assembly, which may slide from side to side while resting on a support ring that is a structural component of the carriage. The front and rear of the coupler have side plates that extend under the sides of the support ring to pins located just inside the support ring, and the side plates may be fitted with a framework that may extend to a swing arm suspended from the coupler that may support a flywheel and located just above the carriage axle. The framework may also connect to pivot fasteners located at the front and rear of the carriage, between the carriage's parallel rings, to further secure the PCA to the carriage's structure while allowing the support ring to pivot about a pivot point of the fasteners that may comprise the central axis of the support ring.

[0038] In various embodiments, an improved intermodal carriage 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 carriage and pivot coupler assembly according to one embodiment of the present invention. FIG. 6B is a side view of a block diagram of a portion of a carriage and pivot coupler assembly according to one embodiment of the present invention. In FIG. 6B, the carriage is illustrated without at least the horizontal fastener 860 and the flywheel 660 to show a portion of the pivot coupler assembly. FIGS. 6A and 6B show the carriage pivot fastener and the three-ring structure design of the carriage with the PCA enough to understand how the carriage three-ring structure is integrated with the PCA. In FIGS. 8A-8D (described further herein), the PCA is shown with enough of the carriage structure to understand how the PCA is integrated with the carriage three-ring structure.

[0039] In various embodiments, the carriage may include two or more parallel rings (e.g., parallel ring 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 framework of the carriage. In various embodiments, the parallel rings 610 may be parallel to the rails, and the support ring 620 may be perpendicular to and centered between the parallel rings 610. In various embodiments, the parallel rings 610 may provide support to the coupler and the support ring 620, which carries the load attached to the coupler.

[0040] 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 with an inverted arch shape with a slightly larger radius than the parallel rings 610. In other words, the parallel rings 610 may rest on the support beams 630 connected by the carriage axles in an inverted arch shaped recess with a slightly larger radius than the rings. FIG. 6B includes a cutaway view of the support beams 630, revealing the roller bearings 632 and counter springs 634. In various embodiments, a series of roller bearings 632, Teflon glide, and / or other similar low friction components (similar to roller bearings 640 described further herein) may form an interface between the parallel rings 610 and these arched beams 630, allowing the beams to pivot under the rings as the carriage wheels roll in recesses on the rails while still providing uniform support. In some embodiments, opposing springs 634 can cushion the pivoting motion and pull the parallel rings 610 back to their resting positions to maintain the vertical position of the support ring 620 when the carriage is not coupled to the train. In some embodiments, the outer edges of the parallel ring 610 can be encapsulated within the support beams 630 while remaining partially open to allow the support ring 620 to mount and accommodate its limited range of movement. In some embodiments, the support beams 630 can also accommodate slight lateral movement within the parallel ring 610 as track conditions may cause the plane where the support ring 620 and the parallel ring 610 intersect to deviate by 90 degrees, drawing the parallel rings 610 closer together.

[0041] In various embodiments, the two parallel rings 610 and the support ring 620 are connected at the points where the rings cross each other to form a rigid frame along vertical and horizontal axes. In various embodiments, these connections may pivot about a vertical axis to allow the rings to deviate slightly from the 90 degree angle at the points where they cross. In other words, these connections may pivot about a 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 may include springs or other similar, electrical or mechanical mechanisms that allow twisting and / or flexing to return the crossed rings to a vertical relationship after bending.

[0042] In the exemplary embodiment, the carriage and truss assembly shown is approximately 9 feet wide, 8 feet 6 inches long, and 15 feet tall, within the loading gauge (i.e., the maximum height and width of rail cars and their loads to ensure they can safely pass under tunnels, bridges, and clear of wayside buildings and structures). In such an embodiment, the load can tilt up to 22-23 degrees while lowering the coupler by only 5-6 inches. If improved leverage is needed to move the coupler, a pivoting coupler assembly can be extended under the carriage axles to limit the maximum tilt angle to 17-18 degrees. In various embodiments, the carriage axles can move in horizontal slots in the support beams to accommodate the carriage steering mechanism described herein with respect to Figures 10A, 10B, and 10C.

[0043] In various embodiments, the pivot coupler assembly may include a flywheel 660, a coupler 670, a framework for supporting and connecting the flywheel to a carriage structure 680, and a bottom chord connection 690. In various embodiments, the coupler 670 rests on the carriage's support ring 620 and uses a series of roller bearings 640 or low friction glides (similar to the bearing design described above with respect to roller bearing 632 that forms the interface between the parallel ring 610 and the arched support beam 630). For example, the underside of the coupler 670 may be curved and may include roller bearings 640 or glides that allow the coupler 670 to move side to side on the support ring 620. For example, FIG. 7A shows an end view of a block diagram of a coupler according to one embodiment of the invention, FIG. 7B shows a side view of a block diagram of a portion of the coupler's attachment to the framework of the pivot coupler assembly according to one embodiment of the invention, and FIG. 7C shows a top view of a block diagram of a coupler according to one embodiment of the invention. As discussed above with respect to Figures 1A, 1B, and 1C, a connecting pin 110 welded to the support truss 100 may be lowered into a slotted cylinder of a coupler that allows the support truss 100 to pivot without allowing the support truss 100 to rotate about its horizontal axis.

[0044] As shown in Figures 7A, 7B, and 7C, the carriage and pivot coupler assembly (PCA) may include concave roller bearings 640 (described above with respect to Figures 6A and 6B), or similarly shaped glides, pins 710 that support the framework of the PCA, support plates 720, and / or one or more other components. In various embodiments, the convex shape of the upper arch of the support ring 620 that interfaces with the concave roller bearings 640 or glides allows the support ring 620 to tilt slightly from vertical as the parallel ring 610 and support ring 620 interface reacts to track conditions. In various embodiments, the degree of tilt allowed by the support ring 620 may be strictly limited by the coupler side plates 720 acting on the top of the ring and the central vertical shaft of the PCA framework passing through a slot in the bottom of the ring. The couplers and their attached trusses, acting in conjunction with springs and / or tension devices included in the bottom chord connections shown in FIG. 9, can continuously pull the support ring 620 back to a vertical position after any flexure caused by track conditions. FIG. 7A includes a cutaway view of the coupler and support ring 620 and shows an example location of the roller bearings 640. In various embodiments, the vertical wall 730 extending from the slotted vertical cylinder 740 is angled to provide the support plate 720 with enough space 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 slight conical shape to interface with a conical roller bearing that wraps around the bottom chord of the truss adjacent to the connection pin, as shown in FIG. 1A. In some embodiments, the coupler design may include a hinge point between two adjacent trusses to allow the train to deviate from a straight line when it encounters a grade change.

[0045] In various embodiments, the PCA framework may extend down from the coupler to just above the carriage axle 810, with the swing arm 820 attached to the adjacent container across the length of the carriage. For example, FIG. 8A shows an end view of a block diagram of an exemplary pivot coupler assembly and how the exemplary pivot coupler assembly interfaces with the three-ring structure and pivot fasteners included on each carriage, according to one embodiment of the present invention; FIG. 8B shows an end view of a block diagram of an exemplary carriage and pivot coupler assembly during cornering, according to one embodiment of the present invention (discussed further below in connection with FIG. 9); FIG. 8C shows a side view of a block diagram of an exemplary pivot coupler assembly, according to one embodiment of the present invention; and FIG. 8D shows a top view of a block diagram of an exemplary pivot coupler assembly, according to one embodiment of the present invention, and how the exemplary pivot coupler assembly interfaces with the three-ring structure and pivot fasteners included on each carriage. For simplicity, the carriage wheels and arched beams are not shown, and the carriage axle 810 is shown for reference. In various embodiments, this pivoting coupler assembly may also support a flywheel 660, configured to pivot about a central axis of the support ring 620. At the bottom of the coupler assembly (e.g., shown as positions 320 and 330 of container 300 in FIG. 3A ), when all adjacent containers are connected to each other and swing arms 820 are connected, the train has a second longitudinal connection at the bottom chord of the train that interfaces in conjunction with the truss and parallel ring / support beam interfaces to maintain the vertical position of the support ring 620 within a small tolerance.

[0046] In various embodiments, the PCA framework may be suspended from pins 710 (shown in FIGS. 7A and 7B ) that are connected to the coupler inside the support ring 620. The PCA framework supports a flywheel 660 and may extend downward with three vertical members, two vertical members at the front and rear of the carriage, and a central vertical member that fits through a slot in the bottom of the support ring 620, which is attached to a swing arm 820 (also shown as framework 680 configured to support a flywheel and connect to the carriage structure) of the pivot coupler assembly. In various embodiments, the PCA includes a flywheel drive shaft 850, a horizontal flywheel clamp 860 that extends to pivot points 650 of pivot clamps 840 at both the front and rear of the carriage, a vertical flywheel support 870 that is pinned to the underside of the coupler via pins 710 and extends down to a swing arm 820 at the bottom of the framework in three locations (two of which connect with pivot points 650 and a third that comes down from pin 710 to support the flywheel by the drive shaft, which in turn supports it through a slot in the bottom of support ring 620), and / or one or more other components.

[0047] In various embodiments, the flywheel 660 and its mass may be located at the center of the carriage so as to have a stabilizing effect on its motion. In various embodiments, the flywheel 660 may recover and store potential energy when braking and may serve to apply power within its carriage (e.g., engage / disengage the carriage's power as needed). In some embodiments, an electric motor may be coupled to the flywheel 660 through a gearbox and may use energy that the gearbox and / or motor draws from the train's power grid to spin the flywheel. In some embodiments, the gearbox may disengage when coasting and store energy in the flywheel 660 when braking.

[0048] In various embodiments, the rotation of the pivot coupler assembly must be damped to prevent the lower end from hitting the inside of the carriage wheels during cornering. This can be done, for example, by cables and spring devices 880 in the support ring 620 attached to both sides of the coupler and to the central vertical member of the PCA framework as they pass through slots in the support ring 620.

[0049] The interaction of the pivoting coupler assembly (PCA) with the carriage's unique three-ring structural design may provide one or more operational benefits. For example, this interaction may improve cargo suspension and ride characteristics. In various embodiments, the three-ring structural geometry with sliding interfaces between companion arches along all three axes that may affect the load may help isolate the cargo from rail bed shocks. When the carriage wheels roll over a recess, the carriage's support beam 630 only pivots under the parallel ring 610. Any vertical movement of one axis relative to the other is halved at the center of the support beam 630 that connects them, and halved again at the center of the support ring 620 below the coupler. The centrifugal force generated by the rotating flywheel 660 buffers and delays any reaction by the coupler, and the distance of the container hook 340 from the coupler and the ability of the container's support loop 410 to rotate on the hook 340 isolates the load. In reality, the various components of this train (e.g., control car, PCA, carriage) may function as part of a combined suspension system for the train. While the coupler and support truss should remain nearly stationary, the carriage ring interface allows the carriage wheels to move independently below the ring interface while providing smooth, uniform support. This configuration bears some similarity to a gyroscope with the flywheel 660 located in the center of the ring, providing several locations where vibration shocks at the carriage axles are mitigated as they move toward the cargo containers.

[0050] The pivot coupler assembly may also improve cornering. In various embodiments, the pivot point 650 in the PCA framework is close to the top so that the weight of the container remains vertical, centering the coupler and its load between the rails when on straight track. When cornering, centrifugal forces and momentum swing the container outward, pushing the swinging arms at the bottom of the PCA framework to the outside of the curve while pivoting the coupler in the opposite direction. For example, FIG. 8B shows an end view of a block diagram of an exemplary carriage and pivot coupler assembly during cornering, according to one embodiment of the present invention. When a train including both the support truss 100 and the carriage and pivot coupler assembly (PCA) described herein enters a curve, the mass of the container causes it to swing outward in the lower chord of the train. Because the bottom of the container is connected to the carriage via the swing arm 820 of the pivoting coupler assembly, a container swinging outward at the bottom chord of the train will cause the swing arm assembly to swing outward which will cause the coupler 670, which sits on the carriage's support ring 620 and uses a series of roller bearings 640 or low friction glides, to move towards the inside of the curve as shown in Figure 8B. This transfers more weight to the inside wheels, which move towards the inside of the curve where the linear integrity of the truss / coupler spine resists the tendency of the train to pitch outward if the truss / coupler spine does not stretch.

[0051] This same pivoting motion may provide some longitudinal flexibility at the bottom chord connection 690, where the container is attached to the swing arm 820 of the pivot coupler assembly, since the top chord cannot compress and so the bottom chord of the train is forced to stretch as it moves away from the center of the curve. This longitudinal flexibility may also allow the carriage to move slightly under the carriage load (e.g., containers) as the carriage accelerates or decelerates and when it encounters a bump in the track, since vertical movement at either end of the curved beam forces the parallel rings 610 that it supports to move both vertically and horizontally.

[0052] For example, FIG. 9 provides a top view of a block diagram of an exemplary bottom chord connector, both extended during cornering and retracted on a straight track, according to an embodiment of the present invention. The bottom chord connectors, located at both ends of the swing arm 820 of the pivot coupler assembly, are attached to the bottom of the adjacent container at their centerlines. The location of these connection points is shown in FIG. 3A (location 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, a slot 940, and / or one or more other components. In various embodiments, the bottom chord connector may be configured to extend so as to still exert lateral pressure on the swing arm 820 of the pivot coupler assembly during cornering. In some embodiments, the slots 940 may be configured to provide some lateral play to compensate for unevenly loaded containers and may work with the slotted pivot fasteners 840 shown in Figures 6A, 8A, and 8D installed between the front and rear parallel rings 610 of the carriage to provide a measure of flexibility or shock absorption before triggering a reaction in the coupler. When retracted, the container's freedom of lateral movement may be limited, but when extended during cornering, the hinge points 910 and expanded retraction may provide greater independence of movement. In various embodiments, the springs 930 may tend to pull the container back into alignment with the track centerline when not cornering. The amount of tension in these springs, and other springs deployed in the carriage design, may be adjustable to provide a ride adjustment mechanism in response to the different weights of heavily loaded and empty containers. In various embodiments, when the carriage encounters a dip 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. The springs 930 in the bottom chord connectors and the opposing springs in the parallel ring / support beam interface may accommodate this movement, but continuously pull the support ring back to vertical.In some embodiments, the opposing springs 930 in the bottom chord connectors may also act as shock absorbers to prevent the carriage from impacting the container when operating in poor track conditions.

[0053] In various embodiments, the carriage may also be equipped with a steering mechanism. For example, FIG. 10A shows a top view of a block diagram of an exemplary carriage steering mechanism, according to one embodiment of the present invention. In various embodiments, the carriage steering mechanism may include at least one slip point 1020, one or more pivot points 1030, one or more slotted bars 1040, one or more triangular plates 1050, one or more connecting rods 1060, and / or one or more other components. In various embodiments, a framework 1080 supporting the steering mechanism may be attached to a support beam 630. As shown in FIGS. 5A and 5B, 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 clearance is also provided between the carriage wheels and the support beam to allow this steering action. In some embodiments, suspension springs and / or shock absorbers may be provided between the carriage axles 810 and the support beam 630 to improve ride characteristics. In some embodiments, the carriage steering mechanism has each axle 810 have a direct mechanical link to the truss directly above it, allowing the axles and truss to always remain perpendicular to each other, with the result that the intersection of the two axles always approximates the center of the curve's radius.

[0054] In various embodiments, each coupler may be configured with internal gears to measure the degree to which the two trusses supporting it deviate from a straight line, providing an accurate measurement of the curvature of the track on which the carriage is operating at any given time. To illustrate, FIG. 10B shows an exemplary diagram of a carriage steering mechanism with parallel axles on a straight track, and FIG. 10C shows an exemplary diagram of a carriage steering mechanism with angled axles on a curved track. To further illustrate the carriage steering mechanism, FIG. 10D shows a side view of a block diagram of an exemplary carriage steering mechanism according to one embodiment of the present invention, and FIG. 10E shows a top view of an exemplary slotted bar block diagram of a carriage steering mechanism according to one embodiment of the present invention. A mechanical link from the coupler to the carriage steering mechanism may adjust the angle between the carriage axles 810 to match the angle sensed by the coupler and the degree of track curvature measured by the degree to which the adjacent trusses deviate from a straight line. In other words, the angle between the carriage axles 810 can be adjusted so that the intersection of the carriage axles is close to the center of the radius of the curve. This allows the carriage wheels 1010 to negotiate the curve and reduce friction between the wheels and the rails, which will extend the life of the equipment, reduce wear on the rails, and improve the energy efficiency of the train's operation. For example, a screw mechanism in the support framework 1080 can move the slip points 1020 left and right in their slots, causing the slotted bars 1040 to pivot the triangular plates 1050 about their pivot points 1030, causing the connecting rods 1060 to adjust the axle orientation.

[0055] In various embodiments, one or more alternative structures may be utilized in the carriage described herein (and illustrated, for example, in FIGS. 6A and 6B ) in addition to and / or instead of the three ring design including two parallel rings 610 and support ring 620 described herein. For example, alternative structures may be utilized (and are radically different), provided that the alternative structure includes a curved arch with a sliding interface on the support beam 630 and coupler, fixes the pivot point 650, and provides sufficient room for tilting movement of the pivoting coupler assembly and its integral flywheel 660.

[0056] In various embodiments, the carriage design may also include some flexibility at the pivot point 650 to cushion sudden lateral jerks to the coupler mechanism, for example, when one rail height suddenly drops relative to the other. Such a drop can cause the pivot point 650 to move downward and to the side, forcing the coupler first toward the dip and then away from the dip as the load moves. Mechanisms to counter this effect without affecting the cornering capabilities of the systems described herein are described herein with respect to Figures 6A, 8A, and 8D. For example, slots with opposing springs may be designed into the pivot fastener 840 that secures the pivot point 650 (horizontal slot of the pivot point 650) and vertical slots at both ends where the pivot fastener 840 attaches to the parallel ring 610. The length of these slots and the resistance of the springs can be made adjustable to accommodate track conditions and desired ride characteristics.

[0057] Drive mechanism In various embodiments, a flywheel (e.g., flywheel 660) at the center of each carriage may comprise an integral part of the drive mechanism and may be used to store potential and / or mechanical energy generated during braking. In various embodiments, generators or batteries mounted on a suspended platform mounted similar to a cargo container may power the train. Standard commercial generators, possibly modified to burn compressed natural gas (CNG) rather than diesel fuel, may collectively supply the electrical grid that serves the entire train. The length of the train, the train's cargo load, and the terrain traveled may determine the number of generators and / or power cells placed on each train, along with one or two spares to prevent mechanical failure. The drive mechanism control may ensure that each carriage is contributing equally to the train's propulsion or stopping efforts, regardless of the rotational speed of the individual flywheels, to minimize longitudinal stresses on the couplers and provide the freedom of movement necessary to optimize system performance. If a carriage's drive mechanism fails, it may transition into neutral and disengage to allow the train to continue moving.

[0058] Some embodiments may use one or more electric motors configured to rotate a flywheel coupled to the drive wheels using variable speed transmissions. These transmissions absorb energy from the flywheel during acceleration or cruising, disengage when coasting, and store energy in the flywheel during braking. The amount of power consumed by the motors to maintain the rotational speed of the flywheel within a preset range may determine how many of the train's generators are operated and at what capacity. Although the flywheel drive shaft 850 is shown as being straight in FIGS. 8A and 8D, 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 the pivoting motion of the PCA framework supporting the flywheel 660. Although the flywheel drive shaft 850 is shown in FIGS. 8A-8D as extending beyond the support ring 620, in some embodiments it may terminate inside the support ring 620 to accommodate alternative arrangements of the motor and transmission that drive the train.

[0059] In various embodiments, as the train approaches the terminal, it may be possible to slow the rotational speed of the flywheel so that a braking process can be used to restore the flywheel to the upper limit of its operating range in anticipation of the effort that will later be required to accelerate the train from a standing start. The potential energy stored in the flywheel may also be used to operate the train while at the terminal so that the generator can be shut down or swapped out. If the stored energy is insufficient to complete all necessary terminal operations and to spin the flywheels of any carriages added to the train at the terminal, the train may be connected to the terminal's power source. This may reduce noise and / or maintain air quality around the terminal.

[0060] Control vehicle In various embodiments, the enhanced cornering characteristics described herein are at least partially driven by the fact that the coupled support trusses (the upper chords of the train) do not stretch after the pivot coupler assembly moves them towards the center of the curve. This function normally increases the average cornering speed of the train, so one or more of the leading carriages can be moved around the curve and an appropriate anchoring mass can be placed at the front end of the upper chord. Similarly, the rear of the train may be anchored to counter any whiplash effect as the trailing carriages move around the curve. In various embodiments, a control car may be located at the front and / or rear of the train to sense the change in track curvature and then provide this anchoring effect. For example, the control car and its ballast weights may help provide this anchoring mass by controlling the response of the leading containers entering the curve and / or by countering the whiplash effect as the trailing containers leave the curve. In some embodiments, the control car may also house the operator's cabin.

[0061] FIG. 11 illustrates an exemplary mechanism for providing the desired anchoring effect to the control car. For example, FIG. 11 illustrates a control car 1100, according to one embodiment of the present invention. In various embodiments, the control car 1100 may include an arched support beam 1110, a beam support plate 1120, a ballast weight 1130, and / or one or more other components. In various embodiments, the control car 1100 may not have a support truss, and therefore does not have a pin that inserts into a pin coupler assembly for connecting with an adjacent carriage. Therefore, a mechanism is required to connect the control car to the upper chord (i.e., the top structure) of the adjacent carriage.

[0062] In various embodiments, the control car 1100 may be connected to an adjacent carriage via at least an upper chord connection 1140, a lower chord connection 1150, and / or a rigid third connection 1160. In various embodiments, the upper chord connection 1140 may include a chain or similar flexible cable that attaches to the upper chord of the adjacent carriage with a pin coupler assembly, or some other coupling mechanism that connects the coupler of the adjacent carriage to the ballast weight of the control car 1100. In various embodiments, the lower chord connection 1150 may connect the control car 1100 to the adjacent carriage at its lower chord connector 940. In various embodiments, the lower chord connection 1150 may include a mechanism (e.g., hydraulic assist) that would push the swing arm 820 of the adjacent carriage to the outside of the curve to supplement the force exerted by the moving ballast weight 1130 in pivoting the coupler of that carriage toward the inside of the curve. This device may also allow the adjacent carriage's coupler 670 to begin moving just before the rear control car 1100 enters the curve in an effort to resist any anticipated whiplash. In various embodiments, in addition to the connections with the upper and lower chords, the rigid third connection 1160 may include additional connections between the control car 1100 and the adjacent carriage. In various embodiments, the rigid third connection 1160 may have a gear mechanism and / or other means to detect when 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 moving ballast weight 1130 from drawing the adjacent carriage closer to the control car, so that all of the force it exerts can be used to pivot the adjacent PCA and move its coupler 670.

[0063] In various embodiments, the control car 1100 may be configured to utilize a ballast weight 1130, which may be configured to roll side to side on an arched support beam 1110 (also illustrated in FIGS. 12A, 12B, and 12C, described further herein). In various embodiments, the arched support beam 1110 may be mounted to a pivoting support plate 1120 that slopes toward the rear of the control car 1100 and is mounted on a sloped surface. In various embodiments, the support plate 1120 may rotate by a mechanism in the rigid third connection 1160. The rigid third connection 1160 may be articulated and used to sense when the train enters a curve and then rotate the support plate 1120 to move the ballast weight 1130 toward the inside of the curve. For example, when the rigid third connection 1160 between the control car 1100 and the adjacent carriage detects that the train is entering a curve, a mechanical link pivots the support plate 1120 under the arched support beam 1110. Because the arched support beam 1110 is mounted on a slope, as the support plate 1120 pivots, one end of the support beam 1110 moves down toward the inside of the curve, while the other end moves up so that gravity quickly moves the ballast weight 1130 down toward the inside of the curve and to a lower position.

[0064] In various embodiments, the ballast weights 1130 may be sized to help initiate and maintain the rotation of the adjacent pivot coupler assemblies (PCAs) in the same way that centrifugal forces and momentum begin to swing the container under the adjacent truss toward the outside of the curve. In a preferred embodiment, because the bottom chord connectors (illustrated in FIG. 9) allow only limited lateral movement until extended, this movement of the leading coupler assembly helps to initiate a chain reaction that ripples down the length of the train as each carriage enters the curve. In various embodiments, the moved ballast weights 1130 may hold down the front of the train until the first few carriages have moved through the curve, after which the first few carriages hold down the trailing carriages.

[0065] In some embodiments, these same principles may be applied to the rear control car. In embodiments where a rear control car with ballast weights is utilized, the ballast weights on the rear control car may begin to move before reaching the curve in order to position themselves to resist whiplash at the rear of the train. As described above, a hydraulic assist attached to the bottom chord connection 1150 may assist the ballast weights in their efforts to move the adjacent coupler 670. Knowing the speed and length of the train may allow the on-board computing system to calculate when the rear control car is approaching the curve. Once the track is straight, gravity will return the adjacent container and coupler assembly to a vertical position at the same time that the arched support beams of the control cars (e.g., the arched support beams 1110 of the control car 1100) are returned to their normal position (e.g., perpendicular to the track). The combination of these two actions may return the rotating ballast weights to the top of the arch and back to the center between the rails.

[0066] FIG. 12A illustrates an exemplary top view, FIG. 12B illustrates an exemplary front view, and FIG. 12C illustrates an exemplary side view of an arched support beam 1110, according to an embodiment of the present invention. In various embodiments, segment A of the arched support beam 1110 may be designed to quickly move the ballast weight 1130 over the inside of the curve even before the attached coupler assembly begins to pivot. In some embodiments, any additional movement of the ballast weight 1130 on segment B reflects the extent to which the attached coupler assembly has pivoted. The exact shape of the arched support bean 1110, along with the tilt angle of the support plate 1120 on which the arched support bean 1110 rests, may allow gravity acting on the ballast weight to quickly move the ballast weight into a position that facilitates movement of the adjacent coupler, and upon entering the curve, may pin the top chord of the train on the inside of the curve, allowing increased cornering speed. For example, Figure 12D shows an exemplary top view of the arched support beam 1110 of the exemplary control car illustrated in Figure 11 as the train goes around a curve, and Figure 12E shows an exemplary front view of the arched support beam 1110 as the train goes around a curve, according to one embodiment of the present invention. On a curved track, the end portion of the support beam 1110 on the inside of the curve drops and moves to the rear, which causes gravity to move the ballast weight 1130 on the inside wheel. Because the support plate 1120 is tilted, as the support beam 1110 rotates, one side drops while the other side rises, forcing the ballast weight to the correct side.

[0067] In some embodiments, in addition to the upper and lower chord connections that may be involved in the rotation of adjacent coupler assemblies, a third rigid connection between the control car and adjacent carriages may help resist the tendency of the control car and carriages to be pulled together as the ballast weights move. Due to the complex relationship between the control car and adjacent carriages, in some embodiments the control car and adjacent carriages may be more permanently attached, and the leading loading unit may be a generator or battery pack so that the individual control cars can move under their own power. In some embodiments, cameras installed on the individual control cars may allow the operator to drive the train from either end and provide visibility when backing up.

[0068] In various embodiments, mechanical links may be used to connect and activate critical functions within the control car and the carriage, for example, mechanical links may be more robust, stable, easier to maintain, and less prone to failure.

[0069] The improved intermodal transportation system described herein may facilitate, for example, ocean-to-river and / or land-to-water transfers. Ocean-going ships and river barges may be designed to hook up and exchange containers on the calm waters of a port in a roll-on, roll-off fashion without the use of docks or cranes. The increased mobility of wheeled containers may facilitate container movement on both ships and barges within and between levels, so that containers can be reordered on-board between berths and departing containers can be positioned closer to the exit ramp to facilitate rapid transfer. The notches 470 shown in the apron 450 may improve clearance due to gradient changes (as discussed above) when used on ramps with elevated channels for the wheels. This feature may be particularly useful when transferring containers between river barges and land terminals, as tides and water levels can cause large variations in the relative height between containers.

[0070] System Benefits An embodiment of an improved intermodal transportation system may include a new class of rail equipment where, instead of coupling together traditional rail cars, trains are assembled from a series of standardized interchangeable components (e.g., carriages, trusses, control cars) that allow for automatic replacement of cargo containers and generators without lifting and disengaging any of the train's freight car components. Because the cargo containers are constructed to be easily separated from the train, the freight cars do not play any role in re-ordering the cargo to their destinations, so no marshalling yards are needed to unload or pick up cargo at intermediate points, allowing the equipment to continue to engage in line hauling operations. Re-ordering of cargo to its destinations may occur within automated terminals during train arrivals.

[0071] In some implementations, the various components described herein may be of entirely new design and may not be able to interact with or may need to fit existing railroad equipment (e.g., except for tracks and switches). In some embodiments, all components described herein may be designed for ease of maintenance, especially replacement of wear items. In some embodiments, the design of the components described herein may incorporate state-of-the-art control, safety, and diagnostic equipment, such as Positive Train Control, diagnostic sensors to monitor equipment performance and predict failures before they occur, measuring rail bed defects and reporting their location, and RFID tags on all components to continuously track their location, report their status, report availability, and for cargo containers, if they are loaded, what is loaded, where is the destination, and who owns them.

[0072] In conventional rail equipment, each conventional rail car and coupler must be strong enough to pull 100 or more loaded cars up a grade. In trains and train components (e.g., carriages, trusses, and / or other components) designed according to the embodiments described herein, power can be evenly distributed throughout the train, eliminating the linear stresses present in conventional equipment. The embodiments described herein may also enable improved tare weight / load ratios, better fuel economy, and / or lighter equipment designs that reduce wear and tear on rail infrastructure. The rigid articulating spine may eliminate coupling and sagging motions from the operation of the train. The conventional coupling procedure is essentially a 5 mph controlled crash, which is both loud and violent, and can damage sensitive cargo. However, in trains and train components according to the embodiments described herein, the rigid spine and distributed power may reduce the risk of derailment by reducing wheel / rail wear in curves and eliminating string lining and buff-force events from train operation.

[0073] These operational characteristics would enable an improved intermodal transportation system that overcomes many of the limitations of traditional rail facilities and dramatically improves the performance and competitiveness of rail intermodal service, expanding its reach to smaller markets, shorter trips, and smaller loads. This improved facility design could potentially shift a large amount of freight from highways to rail, reducing the social costs and environmental damage caused by trucking. Reduced truck volumes would reduce pavement damage caused by large trucks and extend the useful life of existing highways and bridges. Government budgets would also benefit from lower highway maintenance costs, as well as potential deferrals in the construction of additional lane miles needed to reduce congestion and maintain highway service levels critical to an efficient economy. According to a recent CBO report, federal, state, and local governments currently spend $177 billion annually on highway infrastructure, yet the American Society of Civil Engineers has rated America's infrastructure a "D," with 44 percent of its major roads in poor or mediocre condition. According to the US transportation research group TRIP, driving on roads that require repairs costs $128.9 billion per year in additional vehicle repair and operating costs ($605 per driver). The Federal Highway Administration estimates that each dollar spent on road, highway, and bridge improvements returns $5.20 in the form of reduced vehicle maintenance costs, reduced delays, reduced fuel consumption, improved safety, reduced road and bridge maintenance costs, and reduced emissions from improved traffic flow. These facts indicate that a meaningful shift of freight traffic to rail will have societal benefits that go far beyond reduced greenhouse gas emissions, improved air quality, and improved highway safety.

[0074] In various implementations, automated terminal operations may also represent advantages of the improved intermodal transportation systems described herein over conventional systems. Container exchange and train assembly stations, essential to the sorting process, can be located indoors to store equipment and reduce noise transmission. By using energy stored in flywheels and / or leveraging the terminal's power sources, generators can be shut down during terminal stays. Thus, improved intermodal terminals according to various embodiments described herein can be quieter neighbors, producing little air pollution and therefore less likely to generate political opposition.

[0075] Because spare containers and trusses can be stored vertically, the terminal's footprint may be smaller than a traditional intermodal terminal, beneficially allowing them to be located closer to population centers and reducing wear and tear costs. Some containers can be unloaded directly onto flatbed trucks waiting in adjacent sunken lanes, allowing the trucks to depart immediately for final delivery. Other containers can be left at the terminal and added later to a train heading in the right direction.

[0076] In various implementations, the routing software may group containers by destination as components of an intermodal system (e.g., trains, control cars, carriages, containers, inventory / goods, and / or other components) moving through the transportation infrastructure to minimize delays at downstream terminals. Departing containers and refueled generators may be placed at specific waiting stations (e.g., terminals, ocean ports, CESs) where trains may be stopped when arriving containers and generators are positioned at a particular CES. Multiple exchanges may occur simultaneously such that the number of CESs installed at each terminal may be a function of cargo volume.

[0077] In various implementations, enhanced capacity utilization may also represent an advantage of the improved intermodal transportation system described herein over conventional systems. A typical rail car, i.e., a rail car that is loaded and moving with baggage, generates revenue only about 10% of the time. By separating the cargo containers from the cargo cars and sorting them at an automated terminal between train arrivals, the embodiments described herein may advantageously eliminate the need for a marshalling yard, thereby allowing most equipment to continue in revenue-generating service much more of the time. This may advantageously lower the capital cost per unit of handling capacity. This same advantage may accrue to baggage handling operations, since operators typically load and unload containers or internal racks rather than handling the cargo inside.

[0078] Railroads often include a second propulsion source with each train to prevent stranding. Standard generators can be a fraction of the cost of a locomotive, provide more granular backup and power support, and with the component designs described herein, only minimal capital investment is required to take them offline for necessary maintenance, repairs, or inspections.

[0079] In various implementations, the improved intermodal transportation systems described herein may provide improved suspension compared to conventional systems. Various components described herein function as part of a suspension system to isolate containers from uneven rail floor shocks and protect cargo from damage. Any reaction by a particular container to a sudden movement by one of the wheels of the carriage housing the container may be reduced, delayed, and / or buffered by the flexibility built into the design. The elimination of sagging motion and binding in train operations further protects cargo from damage.

[0080] These improved suspension characteristics and improved cornering characteristics (discussed above) should enable the improved intermodal trains to operate at higher average speeds (perhaps no longer at passenger train speeds) and on relatively poor track conditions where conventional rail equipment may be forced to slow down. At the higher average speeds, transit times can be competitive with trucking, and equipment utilization metrics can be further improved, yielding more ton-miles per unit of capital investment. The relatively lighter equipment and smaller loads should minimize the additional maintenance burden imposed on the rail infrastructure.

[0081] Small mobile loading units can travel beyond the loading dock, allowing users to pursue productivity gains in manufacturing, packaging, and distribution activities. The baseline design specifies small less-than-truckload (LTL) sized containers, but many users (such as package delivery companies) are equipped with four internal wheeled racks to further expand the flexibility of shipping services. For example, the internal wheeled racks can be used to sort packages by destination along the way. In this scenario, a dedicated container exchange station can be provided to place the unloaded container on a turntable, open a roll-up door, pull out one or more of the container's internal racks, then rotate the container and insert a replacement rack with the same or similar destination before returning the container to the train. In some embodiments, the internal racks can also be designed to carry specific items (e.g., automobile transmissions or dashboards) to reduce packaging and crating costs. These containers or their racks can be rolled to the appropriate station at the assembly plant for final installation without further processing. Less packaging can also beneficially reduce solid waste streams, for example, resulting in environmental and / or cost benefits. This approach can also bring the efficiencies of intermodal shipping to rack-sized loads, as opposed to being limited to unit trains as conventional facilities do.

[0082] In some embodiments, the components of the improved intermodal transportation system described herein may provide users with the option of distributed warehousing to facilitate storage of containers or racks at the terminal. Inventory may be redirected between markets to meet anticipated regional demand fluctuations for goods, and this may be done without requiring shipping agents or customers to handle the product, thereby reducing handling labor costs and ensuring that the user's final delivery involves only localized hauling as needed, while only incurring rail transportation costs. In some cases, specialized industrial and distribution parks with on-site terminals have various architectural features described herein. For example, automated conveyor systems that may operate on overhead rails may transport containers between the terminal and user facilities 24 hours a day, seven days a week. In this case, large retailers may deliver loaded containers overnight from relatively distant, low-cost distribution centers to local stores, and use internal racking to deliver inventory directly to the sales floor for restocking.

[0083] In some implementations, the improved intermodal transportation systems described herein may provide more sustainable transportation compared to conventional systems. For example, steel wheels on steel rails are 6-10 times more energy efficient than truck tires on paved roads. Lighter equipment designs with improved tare / load ratios and carriage steering mechanisms should improve efficiency over conventional rail equipment. Flywheels may be utilized to store and reuse much of the energy normally lost through braking, and improved cornering characteristics may save energy by slowing trains as much as possible before curves and then not having to accelerate them to operating speeds.

[0084] The facilitating elimination of yard activities described herein could also reduce fuel consumption, as Class 1 railroads may use over 200 million gallons of diesel fuel annually for yard switching alone. The establishment of fueling stations at terminals to use CNG for both long-haul and drayage transportation of trips could further reduce air pollutants. Over time, advances in battery technology may allow trains and drayage trucks to be powered with batteries charged with renewable energy for non-polluting operation. In some cases, component designs may allow for an early transition to a hybrid configuration by replacing some of the generators with battery packs. This system may result in more stable pricing of transportation services, as it may be less susceptible to driver shortages or fuel price fluctuations. The expected arrival of autonomous trucks with platooning capabilities could reduce labor costs, but autonomous trucks are not likely to be as energy efficient as rail transportation or alleviate concerns about traffic congestion and pavement damage.

[0085] The embodiments described herein may beneficially provide improved delivery performance to the railroad industry. In some embodiments, the carriages and / or other components described herein may be fully compatible with existing infrastructure, but it may also be anticipated that the braking and acceleration of trains described herein may be more responsive than conventional equipment, thus allowing for shorter train slots. This may provide an opportunity for railroads to more fully utilize their existing asset base and expand the revenue generating potential of a route / path without being limited by or placing additional pressure on existing railyard capacity, and with only minimal additional wear on the infrastructure. As described herein, transferring loads between railroads using different gauges may be as simple as parking two trains alongside each other and rolling the containers.

[0086] The embodiments described herein also advantageously facilitate the coordination of drayage operations with long-haul transportation, and can use computerized routing systems within the service areas of individual terminals to match pick-ups and deliveries to optimize service and minimize costs. This provides a single point of contact for portal-to-portal shippers in what is currently perceived as a fairly chaotic marketplace that requires the use of 3PL companies to coordinate shipments. By utilizing embodiments with the distributed warehousing option, even small businesses may be able to compete in supply chains that often require efficient national distribution networks.

[0087] The improved suspension and ride characteristics of the various equipment embodiments described herein may be combined with the elimination of binding and sagging motions to reduce cargo damage. Theft may be eliminated (or at least reduced) since cargo may be moved into locked containers and / or stored in the controlled environment of indoor terminals and storage facilities when not on route. Breakage, attrition, and insurance costs should all be reduced because in some embodiments, our design anticipates that the system and its employees will generally be handling the containers and / or internal racks rather than the container contents. Embodiments may be able to offer services that compete with trucking but at a lower cost. Finally, shippers utilizing this clean technology will demonstrate a commitment to sustainability, an increasingly important measure of good corporate citizenship, whenever they achieve their business goals.

[0088] For the purpose of explanation, numerous specific details are shown to provide a thorough understanding of the description. It will be understood by those skilled in the art that the embodiments described herein can be practiced without these specific details or in an equivalent arrangement. Therefore, it should be understood that the present technology is not limited to the disclosed embodiments, but rather is intended to encompass modifications and equivalent configurations within the spirit and scope of the appended claims. For example, it should be understood that the present technology contemplates that, to the extent possible, one or more features of any embodiment can be combined with one or more features of any other embodiment.

[0089] In various instances, well-known structures and devices are shown in block diagram form to avoid unnecessarily obscuring the description. Block diagram elements (e.g., modules, blocks, structures, devices, etc.) may be variously combined, separated, removed, rearranged, and substituted in ways other than as explicitly described and illustrated herein.

[0090] References herein to "one embodiment," "an embodiment," "some embodiments," "various embodiments," "a particular embodiment," "another embodiment," "a set of embodiments," or the like, mean that a particular feature, design, structure, or characteristic described in connection with that embodiment is included in at least one embodiment of the present disclosure. The appearances of the phrases "in one embodiment" or "in an embodiment" in various places in this specification do not necessarily all refer to the same embodiment, nor are they separate or alternative embodiments mutually exclusive of other embodiments. Furthermore, various features are described, whether or not there is an explicit reference to an "embodiment," and the like, and these features may be variously combined or included in some embodiments, but may be variously omitted in other embodiments. Similarly, various features are described that may be preferences or requirements for some embodiments, but not in other embodiments.

[0091] The language used herein has been selected primarily for readability and didactic purposes, and may not have been selected to delineate or avoid the subject matter of the invention. Other embodiments, uses, and advantages of the invention will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. The specification is exemplary only, and thus it is intended that the scope of the invention be limited only by the appended claims. [Explanation of symbols]

[0092] 100 Support truss 110 connection pin 300 cargo containers 340 Mechanical Hook 420 wheels 510 Floor 540,550 Pivoting floor plate 740 Vertical Cylinder with Throttle 1100 Control vehicle

Claims

1. 1. A system for transporting intermodal cargo containers via trains, the system comprising: a support truss longitudinally connected by a coupler, the support truss including mechanical hooks for gripping one or more cargo containers and / or one or more power cells from above, the one or more power cells including generators and / or battery packs; a carriage including a pivot coupler assembly connected to one or two adjacent support trusses, the pivot coupler assembly including the coupler to which the support trusses are longitudinally connected; one or more control cars configured to control the pivot coupling assemblies of adjacent carriages when cornering; 1. A system comprising: a terminal comprising one or more container exchange stations, each of which comprises a pivoting floor configured to rotate when a cargo container is positioned on said container exchange station, such that said cargo container can be removed from said train via said rotated pivoting floor when a floor adjacent to and / or between said tracks is raised to contact wheels of said cargo container.

2. 1. A train for transporting intermodal cargo containers, the train comprising: a support truss including a support truss configured to support one or more cargo containers, the support truss including at least a first support truss and a second support truss longitudinally connected by a first coupler; a carriage comprising a pivot coupler assembly comprising the first coupler; a control car configured to control the pivot coupler assemblies of adjacent carriages when cornering.

3. The train of claim 2 , wherein the support trusses and the couplers form an articulating spine at the top of the train.

4. 3. The train of claim 2, wherein the first support truss is connected to the first coupler via a first connecting pin welded vertically to an aft end of the first support truss, the first connecting pin configured to be inserted into a first slotted vertical cylinder of the first coupler.

5. 5. The train of claim 4, wherein said first support truss tapers toward said first connecting pin at said aft end.

6. 5. The train of claim 4, wherein the second support truss is connected to the first coupler via a second connecting pin welded vertically to a front end of the second support truss, the second connecting pin configured to be inserted into a second slotted vertical cylinder of the first coupler.

7. 7. The train of claim 6, wherein inserting the first connecting pin into the first slotted vertical cylinder and inserting the second connecting pin into the second slotted vertical cylinder completes an electrical circuit between the first support truss and the second support truss.

8. 8. The train of claim 7, wherein completing the electrical circuit between the first support truss and the second support truss provides a notification to an operator device indicating that the first support truss is connected to the second support truss.

9. 8. The train of claim 7, wherein electrical power and / or electrical signals are transmitted from the first support truss to the second support truss via the completed electrical circuit.

10. 7. The train of claim 6, further comprising cables attached to the first support truss and the second support truss and a jack disposed on top of the first coupler, the jack configured to place the cables in tension.

11. 11. The train of claim 10, wherein the first and second connecting pins comprise hollow pins, and the jack comprises a rod beneath a base of the jack configured to fit within the hollow pins of the first and second connecting pins.

12. 3. The train of claim 2, wherein the pivot coupler assembly further comprises a flywheel configured to recover energy generated from braking.

13. 13. The train of claim 12, wherein the carriage further comprises a drive mechanism, the drive mechanism including an electric motor coupled to the flywheel and a variable transmission connecting the flywheel to one or more drive wheels of the carriage.

14. 14. The train of claim 13, wherein the variable transmission is configured to accelerate a rotational speed of the flywheel, and wherein accelerating the rotational speed of the flywheel decelerates the train.

15. 14. The train of claim 13, wherein the flywheel in the carriage is configured to use stored mechanical energy in the acceleration of the train and to maintain the operating speed of the train.

16. 13. The train of claim 12, wherein the train further includes one or more power cells attached to one or more of the support trusses, the one or more power cells including a generator and / or a battery pack.

17. 17. The train of claim 16, wherein the one or more power cells provide power to a train-wide grid, and the train-wide grid provides power to the carriages for travel.

18. 17. The train of claim 16, wherein one or more power supplies are configured to store potential energy generated from braking and collected by the flywheel.

19. 3. The train of claim 2, wherein the control car further includes a pivot beam support plate mounted on an incline, an arched support beam mounted on the pivot beam support plate, and a ballast weight configured to roll side to side on the arched support beam, the pivot beam support plate rotating as the train enters a curve, thereby moving the ballast weight toward the inside of the curve.

20. 3. The train of claim 2, wherein the control cars include a first control car located at the front of the train, the train further including a second control car located at the rear of the train.

21. A support truss including one or more mechanical hooks for releasably gripping one or more cargo containers or power cells from above, the one or more power cells including generators and / or battery packs.

22. 22. The support truss of claim 21, wherein the support truss includes at least one hollow chord that is a component of a train and is configured to house electrical and / or control wiring for the train.

23. 22. The support truss of claim 21, wherein the support truss is configured to grip at least one cargo container or power cell via one or more support loops disposed on a top surface of the cargo container or power cell.

24. 24. The support truss of claim 23, wherein one or more safety latches on the one or more mechanical hooks are configured to prevent the one or more support loops from being pushed off the one or more mechanical hooks.

25. 24. The support truss of claim 23, wherein the one or more mechanical hooks are attached to a rotation bar of the support truss, the one or more mechanical hooks configured to be threaded through the one or more support loops as the rotation bar rotates.

26. 24. The support truss of claim 23, wherein the one or more mechanical hooks include a tapered end configured to be threaded through the one or more support loops.

27. 22. The support truss of claim 21, wherein the support truss is configured to support at least a first container and a second container from above.

28. 28. The support truss of claim 27, wherein the first container and the second container are connected at a centerline of a bottom chord of the train.

29. 29. The support truss of claim 28, wherein the first container and the second container are connected at their bottom planar surfaces to a swing arm of a pivot coupler assembly, the pivot coupler assembly being integral with a carriage adjacent the first container and the second container, and the bottom planar surface of the first container, the swing arm, and the bottom planar surface of the second container forming the lower chord of the train.

30. 1. A container configured for transporting cargo via train, the container comprising: one or more support loops disposed on a top surface of the container and configured to receive one or more mechanical hooks of a support truss, wherein the container is removably attachable to the support truss via the one or more mechanical hooks and the one or more support loops; a pivot wheel on a bottom surface of the container configured to interface with a pivot floor of a container exchange station located at the terminal, the container being configured to move away from the train via the pivot wheel when the pivot floor rotates to a position perpendicular to the track on which the train is parked; a first connection at the front end of the container with a first carriage at the bottom surface of the container, the container being connected to the first carriage via a swing arm of a pivot coupler assembly of the first carriage; a second connection at the rear end of the container to a second carriage at the bottom surface of the container, the container being connected to the second carriage via a swing arm of a pivot coupling assembly of the second carriage.

31. 1. A carriage adapted for use as a replaceable component of a train, said carriage comprising: a set of two parallel rings positioned parallel to the track on which the train is parked; a support ring perpendicular to the parallel rings and centered between the parallel rings; a pivot coupler assembly including at least one coupler, the at least one coupler being positioned on the support ring and configured to move side to side on the support ring and configured to couple the carriage to a first support truss and a second support truss.

32. 32. The carriage of claim 31, wherein the first support truss and the second support truss are configured to support one or more containers suspended below the first support truss and the second support truss.

33. 32. The carriage of claim 31, wherein the coupler is configured to receive a first connecting pin of the first support truss and a second connecting pin of a second support truss.

34. 32. The carriage of claim 31, wherein the pivot coupler assembly includes a swing arm positioned below the support ring, the swing arm connected to a second container suspended from the first support truss and a first container suspended from the second support truss.

35. 32. The carriage of claim 31, wherein the pivot coupler assembly comprises a flywheel configured to recover energy generated from braking.

36. 32. The carriage of claim 31, wherein the parallel rings are configured to provide support to the support ring, the support ring supporting the first support truss and the second support truss as the train travels over rails.

37. 32. The carriage of claim 31 , wherein the support ring is configured to provide support to the first support truss and the second support truss during cornering as the coupler supporting the first support truss and the second support truss moves toward the inside of the curve.

38. 32. The carriage of claim 31, wherein the parallel rings and the support ring are connected to form a rigid frame for the carriage, and the parallel rings and the support ring are configured to pivot or bend slightly about a vertical axis where the parallel rings and the support ring meet, and about a central horizontal axis of the parallel rings.

39. 32. The carriage of claim 31, wherein the parallel rings rest on an arched support beam connected to an axle at the base of the carriage, and a plurality of roller bearings or low friction glides form an interface between the parallel rings and the arched support beam.

40. 32. The carriage of claim 31 , wherein a bottom surface of the coupler is curved to rest on the support ring, the bottom surface of the coupler including a plurality of roller bearings or low friction glides that form the interface between the coupler and the support ring, the plurality of roller bearings or the glides allowing the coupler to move side to side on the support ring.

41. 32. The carriage of claim 31, wherein the framework of the pivot coupler assembly is suspended from pins connected to the coupler inside the support ring.

42. 32. The carriage of claim 31, wherein the carriage further includes a support beam below each parallel ring, the support beam being connected to an axle and / or wheel of the carriage.

43. 32. The carriage of claim 31, further comprising pivot fasteners for fastening the pivot coupler assembly to the framework of the pivot coupler assembly to the front and rear of the parallel rings so as to always move the coupler in the opposite direction of any movement in the lower chord of the train.

44. 1. A control car for a train configured to control pivot coupler assemblies of adjacent carriages during cornering, the control car comprising: A pivot beam support plate installed on the slope; an arched support beam mounted on the pivot beam support plate; a ballast weight configured to roll side to side on the arched support beam; A control car, where when the train enters a curve, the pivot beam support plate rotates and the ballast weights move toward the inside of the curve.

45. 45. The control wheel of claim 44, wherein said arched support beam is angled toward a rear surface of said control wheel.

46. 45. The control wheel of claim 44, wherein the control wheel is connected to a pivot coupler assembly of an adjacent carriage via a connection between the control wheel and a lower chord of the adjacent carriage.

47. 47. The control car of claim 46, wherein a rigid third connection causes the beam support plate to bend and rotate when the train enters a curve and pulls the adjacent carriages toward the control car, resisting any tendency of the ballast weights to move.

48. 48. The control wheel of claim 47, wherein the control wheel is further connected to an adjacent carriage via a flexible member, the flexible member connecting the ballast weight to an upper chord of the adjacent carriage.

49. 45. The control car of claim 44, wherein the control car is located at the front of the train.

50. 45. The control car of claim 44, wherein the control car is located at the rear of the train.

51. 45. The control vehicle of claim 44, wherein the control vehicle includes a cabin for an operator.

52. 1. A system for transporting intermodal cargo containers via trains, the trains comprising a number of support trusses, a number of carriages, and one or more control cars, the system comprising: a plurality of support trusses connected longitudinally by couplers, the plurality of support trusses including mechanical hooks for gripping cargo containers from above; a plurality of carriages, each of which includes a pivot coupler assembly connected to two adjacent support trusses, the pivot coupler assembly including the couplers to which the support trusses are longitudinally connected, the number of carriages being one greater than the number of support trusses; and one or more control cars configured to control the pivot coupler assemblies of adjacent carriages when cornering.

53. 53. The system of claim 52, wherein the support truss and the coupler of the pivoting coupler assembly form an articulating spine at the top of the train.

54. 53. The system of claim 52, wherein each support truss includes at least one hollow chord configured to house electrical and / or control wiring.

55. 53. The system of claim 52, wherein each support truss accommodates two cargo containers and / or two power cells, the one or more power cells including a generator and / or a battery pack.

56. 53. The system of claim 52, further comprising a first container and a second container attached to a first support truss of said support trusses, said first container and said second container being connected at a centerline of a bottom chord of said train.

57. 53. The system of claim 52, wherein the control wheel comprises a ballast weight configured to roll side to side on an arched support beam.

58. 58. The system of claim 57, wherein the arched support beam is angled toward the rear of the control vehicle and mounted on a pivot beam support plate mounted on an inclined surface.

59. 60. The system of claim 58, wherein the beam support plate rotates as the train enters a curve, causing the ballast weights to move toward the inside of the curve.

Images