Bimodal Container Chassis Sliding Running Gear
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Solution Overview
Problem
Bimodal trailers and semi-trailers face logistical challenges in transporting cargo efficiently across both highway and railway modes due to limitations in design, requiring costly and complex air-hydraulic systems for suspension adjustment, which are expensive and time-consuming to secure safely for rail operations.
Innovation Solution
A bimodal container chassis with a mainframe and running gear attachment that moves along the bottom edge to transition between over-the-road and over-the-rail positions, eliminating the need for air-lifting and securing, and allowing operational suitability in both modes while adhering to regulatory standards.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If air-hydraulic systems are used for suspension adjustment in bimodal trailers, then the ability to transition between highway and railway modes is improved, but the cost and device complexity increase significantly
Solution Approach 1:
The patent removes the complex air-hydraulic suspension system from the bimodal trailer design. Instead of using air-hydraulic mechanisms to lift and secure the suspension for rail operations, the invention uses a simpler mechanical running gear with spring suspension that can be passively positioned and secured through mechanical means, thereby reducing device complexity while maintaining bimodal capability
Solution Approach 2:
The patent employs conventional, inexpensive spring suspension and mechanical locking components rather than expensive air-hydraulic systems. The running gear uses standard spring suspension with mechanical locks that are simpler and more cost-effective, achieving the same functional goal of enabling rail operations without the high cost and complexity of pneumatic-hydraulic systems
2Adaptability or versatility
If air-hydraulic systems are used for suspension adjustment, then transition capability between modes is improved, but the time required for securing and operational preparation increases
Solution Approach 1:
By removing the air-hydraulic system, the patent eliminates the time-consuming processes of pneumatic actuation, pressure regulation, and sequential securing of multiple hydraulic components. The mechanical spring suspension system can be quickly locked and unlocked using simple mechanical latches, dramatically reducing the time required for mode transitions
Solution Approach 2:
The running gear with spring suspension is designed to be self-securing through gravity and mechanical latches that automatically engage when the trailer is positioned for rail operations. The system does not require external pneumatic power sources or complex control sequences, enabling rapid preparation for both highway and railway transit
3Adaptability or versatility
If air-lifting and securing mechanisms are installed, then rail operation capability is improved, but the weight of the chassis increases
Solution Approach 1:
The patent eliminates heavy air-hydraulic lifting mechanisms and replaces them with a lightweight mechanical running gear system. The spring suspension with mechanical locks uses significantly less material and structural mass, reducing the overall chassis weight while maintaining the ability to operate on railways
Solution Approach 2:
The running gear uses conventional spring suspension components and simple mechanical latches rather than heavy-duty air-hydraulic systems. These lighter, simpler components achieve the same functional outcome of enabling rail operations without adding excessive weight to the chassis
4Productivity
If standard container chassis with fixed suspension are used, then highway transport efficiency is improved, but the ability to perform rail operations is lost
Solution Approach 1:
The patent transforms the fixed suspension of standard chassis into a dynamic, reconfigurable running gear system. The spring suspension can be mechanically positioned and locked in different configurations - optimized for highway transport in one position and adapted for rail operations in another position. This dynamic adaptability allows the same chassis to efficiently perform both highway and railway transit
Solution Approach 2:
The running gear with spring suspension is designed to serve dual functions: it operates as a standard highway suspension system during road transit and can be mechanically repositioned and secured to function as a rail-compatible running gear. This multi-functionality eliminates the need for separate highway and rail chassis, improving productivity across both transport modes
Data Source
AI summary
A bimodal container chassis for supporting a container during roadway and railway transit includes a mainframe having first and second ends, a top edge and a bottom angled edge. The bottom angled edge is positioned at an angle from horizontal. A running gear attachment is connected to the mainframe and slidable along the bottom angled edge in first and second directions between an over-the-road position and an over-the-rail position. The first direction is upward and toward the first end and the second direction is downward and toward the second end such that the running gear attachment is disposed adjacent the second end when in the over-the-road position and disposed upward relative to the over-the-road position and toward the first end when in the over-the-rail position.