Railroad car

Abstract

The railcar comprises a frame configured to support a first container and a second container in an end-to-end configuration. The first track assembly is coupled to a first end of the frame such that the movement of the frame is detached from the first track assembly, and the second track assembly is coupled to a second end of the frame such that the movement of the frame is detached from the second track assembly. Thus, the torsion and bending of the railcar is such that the frame can bend and twist in order to maintain contact between the first and second track assemblies and the track, particularly when traveling along curves or gradients.

Description

Technical Field

[0001] (Reference to Related Applications) This application claims priority to U.S. Provisional Application No. 63 / 608,111, filed on December 8, 2023, and U.S. Provisional Application No. 63 / 510,756, filed on June 28, 2023, each of which is hereby incorporated by reference in its entirety.

Background Art

[0002] An intermodal container (also called, for example, a CONEX container or an ISO container) is a standardized transport container that can be used to transport cargo using various means of transportation such as ships, railways, trucks, etc. The size of the transport container is currently defined by the regulations of the International Standards Organization (ISO), and the standard size is defined to have a width of 8 feet and a height of 8 feet 6 inches. Most of the currently used transport containers are 20 feet or 40 feet in length, but the length of the container ranges from 8 feet to 53 feet. To minimize transportation costs, it is desirable to maximize the number of transport containers that can be loaded onto a railcar.

Summary of the Invention

[0003] The present disclosure provides a railcar that can arrange and support a plurality of transport containers (e.g., CONEX containers, intermodal containers, ISO containers, etc.) in an end-to-end configuration on a single railcar. Correspondingly, the railcar can have a length exceeding 66 feet (e.g., about 90 feet between truck centers). In some cases, the railcar can be configured as a well-style railcar so that additional containers can be stacked.

[0004] A railcar can be configured to have sufficient torsional and bending rigidity so that the tracks remain in contact with the tracks when loaded with transport containers. Thus, a railcar can be configured to support the loading of multiple containers while simultaneously allowing the vehicle to articulate to accommodate curves, gradients, etc., present in the railway. In one specific example, a railcar may have a main frame movably connected to each track (e.g., a front track and a rear track) so as to allow the movement of the tracks to be separated from the frame, thereby allowing the tracks to move even if the frame twists or bends, or vice versa. Furthermore, in some cases, the frame may consist of a first frame and a second frame, movably connected by a truss plate configured to allow the first frame to move relative to the second frame (e.g., to allow twisting or lateral movement in a direction perpendicular to the length of the railcar).

[0005] In addition to the frame being detached from the track, the frame can also be configured to support the container so that the container is detached from the frame's movement. For example, the frame may include pins configured to engage with the container's mounting points. These pins are movably coupled to the frame, allowing the frame to move relative to the pins.

[0006] According to one aspect of the present disclosure, a railcar may include a frame configured to support a first container and a second container. The first track assembly may be coupled to a first end of the frame such that the movement of the frame is detached from the first track assembly, and the second track assembly may be coupled to a second end of the frame such that the movement of the frame is detached from the second track assembly.

[0007] In some embodiments, each of the first and second track assemblies may include a load plate coupled to the frame. The load plate may be configured to allow movement between a first position in which the frame is in contact with the load plate and a second position in which the frame is spaced away from the load plate.

[0008] In some embodiments, the frame may comprise a first frame coupled to the first track assembly and a second frame coupled to the second track assembly. The first frame, by coupling to the second frame, may allow the first frame to move relative to the second frame. In some cases, the frame may comprise a support pin assembly configured to support the first and second containers relative to the frame in such a way that the influence of the first and second containers on the torsional or bending stiffness of the frame. The support pin assembly may comprise an elastic member that engages with the frame, allowing the frame to move relative to the support pin assembly.

[0009] In some embodiments, the frame may be a truss frame comprising an upper chord, a lower chord, and a plurality of cross members. The upper chord may be cantilevered relative to the lower chord. The upper chord may be configured to be fixedly connected to at least one of the first and second containers. In some cases, the frame may be configured as a welker frame, such that the lower chord supports the first and second containers in an end-to-end configuration, and the upper chord supports a third container in a stack configuration relative to at least one of the first and second containers.

[0010] In some embodiments, the frame may comprise a first frame section and a second frame section. Relative movement between the first and second frame sections can be enabled by coupling each frame section to a corresponding track assembly. In some cases, the first and second frame sections can be coupled to a corresponding truss plate to allow torsion or lateral shift of the first frame section relative to the second frame section. The truss plate may be coupled to truss pins having elastic members that dampen movement between the first and second frame sections. In some cases, each of the first and second track assemblies may comprise a coupler configured to connect to another railcar.

[0011] In other aspects of the present disclosure, the railcar may comprise a first track assembly, a second track assembly, and a frame extending between the first and second track assemblies. The frame may comprise a first frame section configured to support a first container and a second frame section configured to support a second container. The first and second frame sections are coupled to each other in an end-to-end configuration, so that movement of the first frame section is isolated from movement of the second frame section.

[0012] In some embodiments, the first track assembly may be coupled to the first frame section such that the movement of the first frame section is disconnected from the first track assembly, and the second track assembly may be coupled to the second frame section such that the movement of the first frame section is disconnected from the second track assembly.

[0013] In some embodiments, the first frame section may comprise a first truss plate, and the second frame section may comprise a second truss plate. Truss pins, inserted through the first and second truss plates, can restrict relative movement between the first and second frame sections parallel to the length of the frame defined along the direction between the first and second track assemblies, and allow movement perpendicular to the length, or twisting about the direction of the length. The truss pins may comprise elastic members that dampen movement between the first and second frame sections.

[0014] In some embodiments, each of the first and second frame sections can be configured as a wellker having a lower chord configured to support the first and second containers, respectively, and an upper chord configured to support a third container in a stack configuration with respect to at least one of the first and second containers.

[0015] In a further embodiment, the railcar may comprise a first track assembly, a second track assembly, and a frame extending between the first and second track assemblies. The frame may comprise a first frame section and a second frame section. The first frame section may have a first end and a second end. The first end may be coupled to the first track assembly such that the movement of the first frame section is decoupled from the first track assembly. The first frame section may comprise a first lower chord configured to support a first container and a first upper chord configured to support a second container in a stack configuration with respect to the first container. The second frame section may have a third end and a fourth end. The third end may be coupled to the second track assembly such that the movement of the second frame section is decoupled from the second track assembly, and the fourth end may be coupled to the second end of the first frame section such that the movement of the first frame section is decoupled from the second frame section. The second frame section may include a second lower chord configured to support a third container and a second upper chord configured to support a fourth container in a stacked configuration with respect to the third container.

[0016] In some embodiments, the railcar may further include a plurality of support pin assemblies configured to support the first, second, third, and fourth containers relative to the frame. Each of the support pin assemblies may include an elastic member that engages with the frame so as to allow the frame to move relative to the support pin assembly, thereby reducing the influence of the containers on the torsional or bending stiffness of the frame.

[0017] Other aspects and advantages of this disclosure will become apparent from the following description, which will refer to the accompanying drawings. These drawings are part of this specification and illustrate preferred configurations of this disclosure. However, since such configurations do not necessarily represent the entire scope of this disclosure, the scope of this disclosure should be interpreted by referring to the claims and this specification.

[0018] The features, aspects, and advantages of this disclosure will become apparent upon consideration of the following detailed description. Such a detailed description is referenced to the following drawings. [Brief explanation of the drawing]

[0019] [Figure 1] These are isometric views of railcars relating to each aspect of this disclosure. [Figure 2] Figure 1 is an isometric view of the railcar, showing that multiple containers are supported on the frame of the railcar. [Figure 3] Figure 1 is a side view of the railcar. [Figure 4] Figure 1 is a top view of the railcar. [Figure 5] This is a partial cross-sectional view taken along the VV line in Figure 4. [Figure 6] This is a partial cross-sectional view taken along the VI-VI line in Figure 4. [Figure 7] This is a detailed view taken along the line VII-VII in Figure 6. [Figure 8] Figure 1 shows a detailed view of the support pins of the railcar. [Figure 9] This is a detailed view of the support pins along the IX-IX line in Figure 6. [Figure 10] This is a partial cross-sectional view taken along the XX line in Figure 4. [Figure 11] This is a partial cross-sectional view of a support pin assembly installed on a cross member. [Figure 12] Figure 1 is an isometric view of the arrangement of the support pin assembly of the railcar. [Figure 13] It is a detailed view of the support pin assembly of the rail car in FIG. 1.

Mode for Carrying Out the Invention

[0020] Before explaining any aspect of the present disclosure in detail, it should be understood that the scope of application of the present disclosure is not limited to the details of the configurations and arrangements of components described in the following description or shown in the following drawings. The present disclosure can have other configurations and can be implemented or executed in various ways. Also, it should be understood that the expressions and terms used herein are for the purpose of explanation and are not to be considered as limiting. The terms "including", "comprising", "having" and their variants as used in this specification mean including the items listed thereafter and their equivalents, as well as additional items. Unless specifically stated or limited, the terms "mounted", "connected", "supported", "coupled" and their variants are used in a broad sense and include both direct and indirect mounting, connection, support, and coupling. Further, "connected" and "coupled" are not limited to physical or mechanical connection or coupling.

[0021] The following descriptions are provided to enable those skilled in the art to implement and use each aspect of the disclosure. Various modifications to the illustrated configurations will be readily apparent to those skilled in the art, and the general principles present herein are applicable to other configurations and uses without departing from the aspects of the disclosure. Accordingly, each aspect of the disclosure is not limited to the illustrated configurations but is recognized in the broadest sense that is consistent with the principles and features disclosed herein. The following detailed descriptions should be read with reference to the drawings, where identical elements are given the same reference numerals across different drawings. Each drawing does not necessarily show the selected configuration to scale and does not limit the scope of the disclosure. Those skilled in the art should recognize that many useful alternatives exist to the non-limiting examples provided herein and are included within the scope of the disclosure.

[0022] As outlined above, railcars can be configured to support containers for transporting cargo over rail (i.e., tracks). Correspondingly, railcars typically have a rigid frame configured to support the load of the container. The frame is supported at each end of a track with wheels that engage with the track and roll along it. The track can be equipped with suspension to absorb vibrations and other small irregularities in the track surface (e.g., track joints, switches, etc.). Due to the rigidity of the frame, conventional railcars are typically limited to a length of about 50 feet to ensure that the wheels remain in contact with the track along curves and gradients. However, having such a length limitation also limits conventional flat railcars to carrying only one container (e.g., one CONEX container, two half-CONEX containers, or equivalent), or in the case of conventional Welkers, two stacked containers. As a result, conventional railcars typically cannot carry more than the equivalent of two containers.

[0023] The railcars according to this disclosure can improve the loading capacity of railcars. For example, in a flatcar configuration, the railcars according to this disclosure can carry more than one container per railcar, and in a wellcar configuration, more than two containers. The railcars can have a length (e.g., length between track centers) of more than approximately 66 feet (e.g., approximately 90 feet) so that multiple containers can be transported, for example, in an end-to-end configuration. Similarly, the railcars can be configured to have a predetermined torsional bending rigidity so that the wheels can remain in contact with the track in various track conditions (e.g., curves and gradients) when loaded. In this way, the number of railcars can be reduced in proportion to the number of containers being transported. For example, one railcar can carry containers equivalent to four or more CONEX containers.

[0024] Figures 1 to 3 show non-limiting examples of railcar 100 according to various aspects of the present disclosure. Railcar 100 is shown as a wellcar configured to carry the equivalent of four transport containers (e.g., CONEX containers), but the principles described herein can also be applied to other configurations of railcars, including, for example, flatcars. Correspondingly, railcars according to the present disclosure can be configured to carry different numbers of transport containers, for example, two, three, four, or more than four containers.

[0025] The railcar 100 comprises a frame 102 configured to support one or more transport containers. In the non-limiting example shown, the frame 102 is configured as a truss frame having upper chords 104, lower chords 106, and a number of cross members 108. The cross members 108 can be oriented vertically and extending between the upper chords 104 and lower chords 106 to form the walls of the frame 102, and / or oriented horizontally and extending between the opposite lower chords 106 to form the base of the well. In some cases, the cross members can be configured as plates (e.g., truss plates) for stabilizing torsional loads on the frame 102.

[0026] The upper chord members 104 can be configured to form an upper platform for accommodating containers above the walls of the well. Thus, as will be described in more detail below, containers can be placed through openings formed between the upper chord members 104 and supported within the well formed by the lower chord members 106 and the base formed between the walls, and additional containers can be stacked on top of these containers and / or supported by the platform formed by other containers and / or the upper chord members 104 (see, for example, Figure 2). Although the frame 102 is shown as a box-shaped frame with substantially straight upper chord members 104 and lower chord members 106, it should be understood that to accommodate increased loads, the chords can also be configured as arched chords. In other non-limiting examples, the frame can also be configured in other ways to support specific loads.

[0027] Frame 102 is supported at each of its first and second ends by track assemblies 110, such that frame 102 spans between a first track assembly and a second track assembly. Each track assembly 110 includes a deck 112 and a track 116, which includes wheels. As will be described in more detail below, the deck 112 is configured to movably engage with frame 102 so that frame 102 can move relative to track assembly 110. The track 116 is positioned between deck 112 and rail (not shown), and the wheels engaging with the rail allows railcar 100 to move along the rail. The track 116 may include a suspension. Furthermore, in some cases, track assembly 110 may further include a coupler 118 configured to connect with other railcars. The coupler may be fixed to deck 112. As shown in the figure, the platform formed by the upper chord 104 of the frame 102 can extend horizontally above the truck assembly 110, so that the upper platform storage area is longer than the lower well, providing additional container storage (e.g., in a stacked configuration). In some cases, the upper chord 104 can be cantilevered relative to the lower chord 106. In other words, the upper chord 104 can be configured to support the upper containers 122E-D in a cantilevered manner relative to the lower containers 122A-C. Correspondingly, the frame 102 may include cross members 108 or truss plates 113, 114 (e.g., shear plates) configured to distribute the load of the supported containers to the truck assembly 110.

[0028] As best illustrated in Figures 2 and 3, the railcar 100 defines a length 120 between track centers. The length 120 can be chosen, for example, to allow multiple containers to be placed end-to-end on the frame 102. For example, to transport multiple containers end-to-end, the length 120 can be approximately 90 feet or more. In the non-limiting examples shown, the frame 102 can support two 40-foot containers or four 20-foot containers in an end-to-end configuration (i.e., collectively extending along the length 120 of the railcar 100). More specifically, the railcar 100 can be configured as a wellcar, with three or more containers (e.g., containers 122A-C) supported within the frame 102 between track assemblies 110. Furthermore, two or more additional containers (e.g., containers 122D-E) can be placed in a stack configuration on a platform above the other containers (e.g., containers 122A-C).

[0029] In some cases, to minimize bending of the frame, the upper container can be fixedly connected to the upper chord of the frame. For example, the upper container can be fixedly connected to the upper chord 106 at one or more points along the length of the container (e.g., parallel to length 120). As a specific example, the upper container 122D-E can be connected to the upper chord 106 at approximately the midpoint of the length of the container 122D-E. In other non-limiting examples, the upper container 122D-E can be connected to the upper chord 106 at other locations, such as the end of the upper container 122D-E. In this way, the container can form a stress member of the frame 102 that reduces bending along the length 120 of the railcar 100. Furthermore, reducing the bending of the frame 102 can also reduce the load transmitted from the upper container to the lower container. Furthermore, the position in which the upper container 122D-E is connected to the upper chord member 106 can be selected such that it reduces the influence on the torsional rigidity of the frame 102 while the upper container 122D-E acts as a stress member to reduce bending.

[0030] As outlined above, the railcar 100 is configured with predetermined torsional and bending stiffness or flexibility to accommodate curves and gradients of the railway, so that the track 116 remains engaged with the railway even when a container is loaded. Thus, in some cases, the frame 102 is movably coupled to the deck 112 or other locations on the track assembly 110, thereby allowing relative movement between the frame 102 and the track assembly 110. For example, referring further to Figure 5, the deck 112 may include a deck plate 124 and one or more load plates 126 configured to be coupled to the frame 102. In the illustrated non-limiting example, each track assembly 110 includes two load plates 126 so that the frame 102 is supported on both sides and at each end (e.g., the four corners of the frame 102, see Figure 4). In some cases, each load plate 126 may include an upper plate 128 and a lower plate 130 located on the opposite side of the deck plate 124.

[0031] To connect the frame 102 to the load plate 126, one or more fasteners 132 (e.g., pins or bolts) can be inserted into the respective holes in the frame 102 (e.g., the lower chord member 106) and the load plate 126. The fasteners 132 can have a length longer than the combined thickness of the load plate 126, the deck plate 124, and the lower chord member 106. Thus, the fasteners 132 can be configured as floating fasteners that allow some play in the connection between the frame 102 and the track assembly 110, so that the frame 102 and the track assembly 110 can move relative to each other.

[0032] For example, as shown in Figure 5, when the frame 102 is in a first position coupled to the track assembly 110, a gap 134 may be formed between the fastener 132 and the lower plate 130 of the load plate 126. This gap 134 may allow the frame 102 to move to a second position away from the track assembly 110. The movement of the frame 102 from the first position may be limited by the fastener 132 engaging with the lower plate 130. Furthermore, depending on the relative size of the fastener 132 and the size of the holes in the frame 102 and the track assembly 110, the frame 102 may move laterally or twist relative to the track assembly 110. In other non-limiting examples, it is understood that the fastener 132 does not have to be fixed to either the frame 102 or the track assembly 110, or the fastener may be fixed to either the frame 102 or the track assembly 110. In some cases, elastic members (e.g., springs, bushings, or bumpers) may be provided to provide some resistance to movement between the frame 102 and the track assembly 110, or to provide cushioning between them.

[0033] In some cases, the predetermined torsional and bending stiffness or flexibility of the railcar 100 can be provided by other or additional means. For example, referring to Figures 1, 4, 6, and 7, the frame 102 can be formed from a plurality of frame sections that are movably connected to one another in a truss plate so that they can twist and / or move laterally (e.g., perpendicular to the length 120) relative to one another. More specifically, in the non-limiting examples shown, the frame 102 may include a first frame section 140 and a second frame section 142. Each of the first frame section 140 and the second frame section 142 has a first end that is coupled to the corresponding track assembly 110 and a second end on the opposite side that is coupled to one another. In the non-limiting examples shown, the first frame section 140 and the second frame section 142 are joined approximately in the center of the railcar 100.

[0034] To connect the first frame section 140 to the second frame section 142, each of the first frame section 140 and the second frame section 142 includes truss plates 144 and 146. Truss plates 144 and 146, in conjunction with truss plate 114, can provide torsional rigidity to the frame 102. Specifically, truss plates 113 and 144 can provide torsional rigidity to the first frame section 140, and truss plates 114 and 146 can provide torsional rigidity to the second frame section 142. Furthermore, truss plates 113, 114, 144, and 146 can define the bulkheads of the railcar 100.

[0035] Truss plates 144 and 146 are provided with holes 148 configured to allow truss pins 150 to be inserted through and to be aligned with each other. The truss pins 150 are made smaller than the holes 148, allowing the first frame 140 and the second frame 142 to move relative to each other in a direction perpendicular to the length 120 or by rotating around the direction of the length 120 as an axis. In some cases, the truss pins 150 can prevent the first frame 140 and the second frame 142 from separating from each other by prohibiting or limiting movement in a direction parallel to the length 120. For example, in the non-limiting example shown, each truss pin 150 has a flange end that acts as a mechanical stopper to prevent the first frame 140 and the second frame 142 from separating from each other. In some cases, an elastic member 152, such as an elastic body, rubber, or spring member, can be incorporated to resist (e.g., dampen) movement between the first frame 140 and the second frame 142, or to provide cushioning between them.

[0036] In some non-limiting examples, the container is supported on a frame, thereby isolating the frame's movement from the container. That is, the container is at least partially isolated from the bending and twisting of the frame as the frame moves along the track. In the case of a wellcar, the container can be supported so as to effectively "float" within the well. For example, referring further to Figures 8–12, the frame 102 may include a support pin assembly 154 configured to engage with and support the container on the frame 102. The support pin assembly 154 can be configured to provide compliance between the container and the frame 102. In this way, bending and twisting of the frame 102 are not transmitted to the container, and similarly, the stiffness of the container does not impede the frame 102's ability to bend and twist with respect to the rail (e.g., it does not impart stiffness to the frame 102). In other words, the pin assembly 154 reduces the contribution of torsional and bending stiffness from the container, thereby reducing the frame 102's twisting and bending relative to the container and allowing it to accommodate the curves and gradients of the track. Correspondingly, the pin assembly 154 can be arranged in various ways to accommodate one or more different types or sizes of containers. In some cases, multiple pin assemblies 154 can be arranged in a staggered or spaced arrangement so that the railcar 100 can accommodate containers of various types or sizes. Furthermore, the pin assemblies can therefore align the containers on the frame 102 of the railcar 100. In other non-limiting examples, separate alignment functions can also be used.

[0037] In the non-limiting illustrated example, the support pin assembly 154 may comprise one or more support pins 156 coupled to a support beam 158. The support beam 158 can be movably coupled to a frame 102. More specifically, the support beam 158 may be located within a cross member 108, an upper chord member 104, or a lower chord member 106 (e.g., frame 102) and may include an elastic member 160 (e.g., a spring, leaf spring, elastic body, rubber, or other compressible member) configured to engage with the cross member 108 (e.g., frame 102). The elastic member 160 can exert force on the cross member 108 and be preloaded to hold the support pin assembly 154 in a desired lateral position within the cross member 108. The elastic member 160 can be compressed and extended to accommodate lateral movement between the frame 102 and the support pin assembly 154.

[0038] To support the containers, the support pins 156 can extend through the frame 102. In some cases, the support pins 156 may include a pin portion 162 configured to engage with the load points of the containers and a flange 164 configured to transmit the load from the containers to the frame 102. Thus, the support pins 156, and by extension the support pin assemblies 154, can be positioned at various locations on the frame 102 to accommodate different types of loads and container sizes. For example, as shown in Figures 1, 2, 4, and 13, the support pin assemblies 154 are provided along the lower cross member 108 to engage with containers 122A-C, and additional support pin assemblies 154 are provided along the upper cross member 108 to engage with containers 122D-E.

[0039] While embodiments are described herein in order to provide a clear and concise specification, it should be understood that embodiments can be combined and separated in various ways without departing from the present invention. For example, it will be understood that all preferred features described herein are applicable to all aspects of the present invention described herein.

[0040] Although the present invention has been described in relation to specific embodiments and examples, it is intended that the invention is not necessarily limited in this way, and that a number of other embodiments, examples, uses, and modifications are included in the claims appended herein.

[0041] Various features and advantages of the present invention are described in the following claims.

Claims

1. A frame configured to support the first and second containers, A first track assembly, the first track assembly being coupled to a first end of the frame such that the movement of the frame is separated from the first track assembly, A second track assembly, the second track assembly being coupled to a second end of the frame such that the movement of the frame is separated from the second track assembly, A railcar, including one.

2. Each of the first and second track assemblies includes a load plate that is coupled to the frame, The load plate is configured to allow the frame to move between a first position in contact with the load plate and a second position in which the frame is spaced apart from the load plate. The railcar according to claim 1.

3. The frame comprises a first frame coupled to the first track assembly and a second frame coupled to the second track assembly. The first frame, by being coupled to the second frame, enables the first frame to move relative to the second frame. The railcar according to claim 1.

4. The railcar according to claim 1, wherein the frame comprises a support pin assembly configured to support the first container and the second container with respect to the frame in such a way that the influence of the first container and the second container on the torsional rigidity or bending rigidity of the frame.

5. The railcar according to claim 4, wherein the support pin assembly comprises an elastic member that engages with the frame and allows the frame to move relative to the support pin assembly.

6. The railcar according to claim 1, wherein the frame is a truss frame comprising an upper chord, a lower chord, and a plurality of horizontal members.

7. The railcar according to claim 6, wherein the upper chord member is cantilevered with respect to the lower chord member.

8. The railcar according to claim 6, wherein the upper chord member is configured to be fixedly connected to at least one of the first container and the second container.

9. The railcar according to claim 6, wherein the frame is configured as a wellcar frame, the lower chord is configured to support the first container and the second container in an end-to-end configuration, and the upper chord is configured to support the third container in a stack configuration with respect to at least one of the first container and the second container.

10. The railcar according to claim 1, wherein the frame comprises a first frame section and a second frame section, and each frame section is coupled to a corresponding track assembly, thereby enabling relative movement between the first frame section and the second frame section.

11. The railcar according to claim 10, wherein the first frame section and the second frame section are coupled to a corresponding truss plate, thereby enabling twisting or lateral shifting of the first frame section relative to the second frame section.

12. The railcar according to claim 11, wherein the truss plate is coupled to a truss pin having an elastic member that dampens movement between the first frame section and the second frame section.

13. The railcar according to claim 1, wherein each of the first track assembly and the second track assembly is provided with a coupler configured to connect to another railcar.

14. The first track assembly and, The second track assembly and A frame extending between the first and second track assemblies, wherein the frame comprises a first frame section configured to support a first container and a second frame section configured to support a second container, and the first and second frame sections are connected to each other in an end-to-end configuration so that the movement of the first frame section is separated from the movement of the second frame section. A railcar, including one.

15. The first track assembly is coupled to the first frame section such that the movement of the first frame section is detached from the first track assembly. The second track assembly is coupled to the second frame section such that the movement of the first frame section is detached from the second track assembly. The railcar according to claim 14.

16. The first frame section comprises a first truss plate, The second frame section comprises a second truss plate, The truss pins are inserted through the first and second truss plates to restrict relative movement between the first and second frame sections parallel to the length of the frame defined along the direction between the first and second track assemblies, and to allow movement perpendicular to the length or twisting about the direction of the length. The railcar according to claim 14.

17. The railcar according to claim 16, wherein the truss pin comprises an elastic member that dampens movement between the first frame section and the second frame section.

18. The railcar according to claim 14, wherein each of the first frame section and the second frame section is configured as a wellcar having a lower chord member configured to support the first container and the second container, respectively, and an upper chord member configured to support a third container in a stack configuration with respect to at least one of the first container and the second container.

19. The first track assembly and, The second track assembly and A frame extending between the first track assembly and the second track assembly, wherein the frame is A first frame section having a first end and a second end, The first end is coupled to the first track assembly such that the movement of the first frame section is separated from the first track assembly. The first frame section comprises a first lower chord member configured to support a first container, and a first upper chord member configured to support a second container in a stack configuration with respect to the first container. The first frame section and, A second frame section having a third end and a fourth end, The third end is coupled to the second track assembly such that the movement of the second frame section is detached from the second track assembly. The fourth end is connected to the second end of the first frame section such that the movement of the first frame section is separated from the second frame section. The second frame section comprises a second lower chord member configured to support a third container, and a second upper chord member configured to support a fourth container in a stack configuration with respect to the third container. The second frame section, A railcar equipped with this feature.

20. The present invention further includes a plurality of support pin assemblies configured to support the first container, the second container, the third container, and the fourth container relative to the frame, Each of the support pin assemblies comprises an elastic member that engages with the frame, such that the frame moves relative to the support pin assembly and reduces the influence of the container on the torsional or bending stiffness of the frame. The railcar according to claim 19.

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