CA2827931A1 - Method and system for aerodynamic enhancement of intermodal transportation - Google Patents
Method and system for aerodynamic enhancement of intermodal transportation Download PDFInfo
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Abstract
Intermodal transport has become a dominant method of shipping goods globally and whether on a ship, railcar, or truck reduction of drag improves fuel consumption and reduces costs. With intermodal rolling stocks variety of railcar designs and loading capabilities the resulting varying gap lengths mean many loads are effectively aerodynamically separate and aerodynamic drag increases significantly. This is exacerbated by the fact that intermodal trains are often operated at high speeds to remain competitive with highway trucks. The resulting high speeds and poor aerodynamics of intermodal trains result in high train resistance and fuel consumption.
Embodiments of the invention provide means of reducing the drag area of trains incorporating intermodal containers and beneficially are simple to implement once containers are loaded, easy to remove when containers are to be unloaded, and adaptable to single and dual container stacking configurations as well as other variations of container loading.
Embodiments of the invention provide means of reducing the drag area of trains incorporating intermodal containers and beneficially are simple to implement once containers are loaded, easy to remove when containers are to be unloaded, and adaptable to single and dual container stacking configurations as well as other variations of container loading.
Description
METHOD AND SYSTEM FOR AERODYNAMW,ENHA C ' TRANSPORTATION
FIELD OF THE INVENTION
[001] The present invention relates to intermodal railcars and more particularly to reducing power consumption for transporting intermodal containers.
BACKGROUND OF THE INVENTION
FIELD OF THE INVENTION
[001] The present invention relates to intermodal railcars and more particularly to reducing power consumption for transporting intermodal containers.
BACKGROUND OF THE INVENTION
[002] International trade is the exchange of capital, goods, and services across international borders or territories. In most countries, such trade represents a significant share of gross domestic product (GDP). While international trade has been present throughout much of history (see Silk Road, Amber Road), it's economic, social, and political importance has been on the rise in recent centuries.
[003] Industrialization, advanced transportation, globalization, multinational corporations, and outsourcing are all having a major impact on the international trade system. Increasing international trade is crucial to the continuance of globalization. Without international trade, nations would be limited to the goods and services produced within their own borders. Tables 1 and 2 below list the top 10 exporters and importers Country Exports (US$ Country Imports (US$
Billion) Billion) European Union $2,131 European Union $2,344 China $1,898 United States $2,314 United States $1,511 China $1,743 Germany $1,408 Germany $1,339 Japan $801 Japan $795 France $578 France $685 Netherlands $577 United Kingdom $655 South Korea $557 Italy $541 Italy $522 South Korea $525 Russia $499 Netherlands $514 Table 1: Top 10 Exporters in 2011 Table 2:
Top 10 Importers in 2011 [0041 Globally international trade totaled approximately $18,800 billion in 2011. These imports and exports are today transported globally from manufacturer to consumer using a system, which although primarily developed in the 1950s has its origins in coal mining in England in the late 18th century. This system which led to greatly reduced transport costs, and supported the vast increase in international trade during the latter half of the twentieth century, is based upon containerization (containerization) employing a system of freight transport based on a range of steel intermodal containers (also known as "shipping containers", "ISO containers"
etc.). These containers are built to standardised dimensions, and can be loaded and unloaded, stacked, transported efficiently over long distances, and transferred from one mode of transport to another, container ships, rail and semi-trailer trucks, without being opened. Table 3 below lists the top 10 container ports globally for 2010 showing that over 175 million container operations were handled by these ports which based upon their geographic locations, primarily China, represent exports and accordingly there are a similar number of container operations at other ports globally representing imports to consumer nations.
Port Country Container Traffic (000s) Shanghai China 29,069 Singapore Singapore 28,431 Hong Kong China 23,699 Shenzhen China 22,510 Busan South Korea 14,194 Ningbo-Zhous an China 13,144 Guangzhou China 12,550 Qingdao China 12,012 Dubai United Arab Emirates 11,600 Rotterdam Netherlands 11,140 Table 3: Top 10 Container Ports in 2010 [005] However, containerization does have some drawbacks in that it increases the fuel costs and reduces the capacity of the transport as the container itself, in addition to its contents, must be transported and stackable standardised containers are usually heavier than packaging with less stringent requirements. For certain bulk products this makes containerization unattractive.
However, for most goods the increased fuel costs and decreased transport efficiencies are, as of 2011, more than offset by the savings in handling costs. On railways the maximum weight of the container is far from the railcar's maximum weight capacity, and the ratio of goods to railcar is much lower than in a break-bulk situation. In some areas, mostly the USA, Canada and India, containers can be carried double stacked by rail, but this is usually not possible in other rail systems.
[006] Train resistance is the summation of the frictional and other forces that a train must overcome in order to move and is typically described by a general equation such as that given in Equation (1) wherein A is the bearing resistance, B is the flange resistance, and C is the aerodynamic resistance (see for example Hay in "Railroad Engineering", 2"
Edition, Wiley and Sons, 1982). The first term varies linearly with the weight, W, of the railcar or train, the second term varies linearly with train speed, V, and the third term varies exponentially with train speed.
This exponential relationship between aerodynamic resistance and train speed means that aerodynamic resistance significantly impacts train resistance and, consequently, fuel consumption. Equation (2) below describes the fuel consumption for a railway train according to Paul et al in "Application of CFD to Rail Car and Locomotive Aerodynamics"
(The Aerodynamics of Heavy Vehicles II: Trucks, Buses, and Trains, pp. 259-297, 2009) as a function of the train's weight, speed, and aerodynamic drag.
R=AxW+BxV+CxV2 (1) FC = K(0.0015W +0.00256SV 2 CõW ) (2) [007] In Equation (2) FC represents the fuel consumption in gallons/minute, K is the fuel consumed per distance of traveled per unit of tractive resistance (K = 0.2038, Paul), W the train's total weight in pounds, Sd the drag area in square feet, V is the train's speed in miles per hour, and Cd is a factor representing the incline of the railway which varies between 0 for a level route to approximately 0.0007 for an incline. In terms of drag area then A.
Kumar et al in "Aerodynamic Analysis of Intermodal Freight Trains Using Machine Vision" (9th World Congress on Railway Research, 2011) estimated that for a train consisting of 3 locomotives and 90 railcars was approximately 1,200ft' for tank cars and increased to approximately 4,000 ft2 for a double-stacked intermodal containers. However, typical trains are not uniformly constructed as considered by Kumar as subsets of the railcars are grouped together based upon their destination to simplify railroad operations are hubs wherein hump shunting or other methods are employed to construct trains for other destinations from the trains arriving at that location.
[008] Considering North American intermodal rolling stock then this consists of flat cars, spine cars, and well cars having a variety of designs and loading capabilities, which result in varying gap lengths between loads on adjacent railcars or platforms/wells. If the gap between loads exceeds approximately 6 feet (1.8 m) in length, then the loads are aerodynamically separate and the aerodynamic drag increases significantly due to the change in the boundary layer, see Hay. In addition to equipment variety, intermodal freight trains are among the fastest trains operated by North American freight railroads. Intermodal trains are often operated at speeds of up to 70 miles-per-hour (mph) (112 km/h), to remain competitive with highway trucks that have traditionally offered more reliable and flexible service. The resulting high speeds and poor aerodynamics of intermodal trains result in high train resistance and fuel consumption.
[009] Accordingly it would be beneficially to provide a means of reducing the drag area of trains incorporating intermodal containers on railcars thereby improving their fuel consumption.
It would be further beneficial for the means to be simple to implement once containers are loaded, easy to remove when containers are to be unloaded, and adaptable to single and dual container stacking configurations as well as other variations of container loading.
[0010] Other aspects and features of the present invention will become apparent to those ordinarily skilled in the art upon review of the following description of specific embodiments of the invention in conjunction with the accompanying figures.
Billion) Billion) European Union $2,131 European Union $2,344 China $1,898 United States $2,314 United States $1,511 China $1,743 Germany $1,408 Germany $1,339 Japan $801 Japan $795 France $578 France $685 Netherlands $577 United Kingdom $655 South Korea $557 Italy $541 Italy $522 South Korea $525 Russia $499 Netherlands $514 Table 1: Top 10 Exporters in 2011 Table 2:
Top 10 Importers in 2011 [0041 Globally international trade totaled approximately $18,800 billion in 2011. These imports and exports are today transported globally from manufacturer to consumer using a system, which although primarily developed in the 1950s has its origins in coal mining in England in the late 18th century. This system which led to greatly reduced transport costs, and supported the vast increase in international trade during the latter half of the twentieth century, is based upon containerization (containerization) employing a system of freight transport based on a range of steel intermodal containers (also known as "shipping containers", "ISO containers"
etc.). These containers are built to standardised dimensions, and can be loaded and unloaded, stacked, transported efficiently over long distances, and transferred from one mode of transport to another, container ships, rail and semi-trailer trucks, without being opened. Table 3 below lists the top 10 container ports globally for 2010 showing that over 175 million container operations were handled by these ports which based upon their geographic locations, primarily China, represent exports and accordingly there are a similar number of container operations at other ports globally representing imports to consumer nations.
Port Country Container Traffic (000s) Shanghai China 29,069 Singapore Singapore 28,431 Hong Kong China 23,699 Shenzhen China 22,510 Busan South Korea 14,194 Ningbo-Zhous an China 13,144 Guangzhou China 12,550 Qingdao China 12,012 Dubai United Arab Emirates 11,600 Rotterdam Netherlands 11,140 Table 3: Top 10 Container Ports in 2010 [005] However, containerization does have some drawbacks in that it increases the fuel costs and reduces the capacity of the transport as the container itself, in addition to its contents, must be transported and stackable standardised containers are usually heavier than packaging with less stringent requirements. For certain bulk products this makes containerization unattractive.
However, for most goods the increased fuel costs and decreased transport efficiencies are, as of 2011, more than offset by the savings in handling costs. On railways the maximum weight of the container is far from the railcar's maximum weight capacity, and the ratio of goods to railcar is much lower than in a break-bulk situation. In some areas, mostly the USA, Canada and India, containers can be carried double stacked by rail, but this is usually not possible in other rail systems.
[006] Train resistance is the summation of the frictional and other forces that a train must overcome in order to move and is typically described by a general equation such as that given in Equation (1) wherein A is the bearing resistance, B is the flange resistance, and C is the aerodynamic resistance (see for example Hay in "Railroad Engineering", 2"
Edition, Wiley and Sons, 1982). The first term varies linearly with the weight, W, of the railcar or train, the second term varies linearly with train speed, V, and the third term varies exponentially with train speed.
This exponential relationship between aerodynamic resistance and train speed means that aerodynamic resistance significantly impacts train resistance and, consequently, fuel consumption. Equation (2) below describes the fuel consumption for a railway train according to Paul et al in "Application of CFD to Rail Car and Locomotive Aerodynamics"
(The Aerodynamics of Heavy Vehicles II: Trucks, Buses, and Trains, pp. 259-297, 2009) as a function of the train's weight, speed, and aerodynamic drag.
R=AxW+BxV+CxV2 (1) FC = K(0.0015W +0.00256SV 2 CõW ) (2) [007] In Equation (2) FC represents the fuel consumption in gallons/minute, K is the fuel consumed per distance of traveled per unit of tractive resistance (K = 0.2038, Paul), W the train's total weight in pounds, Sd the drag area in square feet, V is the train's speed in miles per hour, and Cd is a factor representing the incline of the railway which varies between 0 for a level route to approximately 0.0007 for an incline. In terms of drag area then A.
Kumar et al in "Aerodynamic Analysis of Intermodal Freight Trains Using Machine Vision" (9th World Congress on Railway Research, 2011) estimated that for a train consisting of 3 locomotives and 90 railcars was approximately 1,200ft' for tank cars and increased to approximately 4,000 ft2 for a double-stacked intermodal containers. However, typical trains are not uniformly constructed as considered by Kumar as subsets of the railcars are grouped together based upon their destination to simplify railroad operations are hubs wherein hump shunting or other methods are employed to construct trains for other destinations from the trains arriving at that location.
[008] Considering North American intermodal rolling stock then this consists of flat cars, spine cars, and well cars having a variety of designs and loading capabilities, which result in varying gap lengths between loads on adjacent railcars or platforms/wells. If the gap between loads exceeds approximately 6 feet (1.8 m) in length, then the loads are aerodynamically separate and the aerodynamic drag increases significantly due to the change in the boundary layer, see Hay. In addition to equipment variety, intermodal freight trains are among the fastest trains operated by North American freight railroads. Intermodal trains are often operated at speeds of up to 70 miles-per-hour (mph) (112 km/h), to remain competitive with highway trucks that have traditionally offered more reliable and flexible service. The resulting high speeds and poor aerodynamics of intermodal trains result in high train resistance and fuel consumption.
[009] Accordingly it would be beneficially to provide a means of reducing the drag area of trains incorporating intermodal containers on railcars thereby improving their fuel consumption.
It would be further beneficial for the means to be simple to implement once containers are loaded, easy to remove when containers are to be unloaded, and adaptable to single and dual container stacking configurations as well as other variations of container loading.
[0010] Other aspects and features of the present invention will become apparent to those ordinarily skilled in the art upon review of the following description of specific embodiments of the invention in conjunction with the accompanying figures.
SUMMARY OF THE INVENTION
[0011] It is an object of the present invention to mitigate limitations in the prior art relating to intermodal railcars and more particularly to reducing power consumption for transporting intermodal containers.
[0012] In accordance with an embodiment of the invention there is provided a method comprising providing a plurality of panels having a first open position wherein the plurality of panels are disposed in a stacked configuration in a direction along a minor axis of a railcar at a first predetermined position on the railcar and a closed position wherein the plurality of panels are disposed in adjacent relationship to each other along a major axis of the railcar at second predetermined positions on the railcar, each of the plurality of panels comprising a plurality of sub-panels allowing each panel to be set to at least different heights in dependence upon a loading of the railcar.
[0013] In accordance with an embodiment of the invention there is provided a method comprising providing a plurality of frames having a first open position wherein the plurality of frames are disposed in a stacked configuration in a direction along a minor axis of a railcar at a first predetermined position on the railcar and a closed position wherein the plurality of frames are disposed in adjacent relationship to each other along a major axis of the railcar at second predetermined positions on the railcar, each of the plurality of frames comprising a plurality of sub-frames allowing each frame to be set to at least different heights in dependence upon a loading of the railcar.
[0014] In accordance with an embodiment of the invention there is provided a method comprising providing a panel mounted in a predetermined position on a railcar having an open position and a closed position, the open position being where the space between the railcar and another railcar coupled to the railcar is accessible and the closed position being where the panel blocks a predetermined portion of the space between the railcar and the another railcar coupled to the railcar.
[0015] Other aspects and features of the present invention will become apparent to those ordinarily skilled in the art upon review of the following description of specific embodiments of the invention in conjunction with the accompanying figures.
[0011] It is an object of the present invention to mitigate limitations in the prior art relating to intermodal railcars and more particularly to reducing power consumption for transporting intermodal containers.
[0012] In accordance with an embodiment of the invention there is provided a method comprising providing a plurality of panels having a first open position wherein the plurality of panels are disposed in a stacked configuration in a direction along a minor axis of a railcar at a first predetermined position on the railcar and a closed position wherein the plurality of panels are disposed in adjacent relationship to each other along a major axis of the railcar at second predetermined positions on the railcar, each of the plurality of panels comprising a plurality of sub-panels allowing each panel to be set to at least different heights in dependence upon a loading of the railcar.
[0013] In accordance with an embodiment of the invention there is provided a method comprising providing a plurality of frames having a first open position wherein the plurality of frames are disposed in a stacked configuration in a direction along a minor axis of a railcar at a first predetermined position on the railcar and a closed position wherein the plurality of frames are disposed in adjacent relationship to each other along a major axis of the railcar at second predetermined positions on the railcar, each of the plurality of frames comprising a plurality of sub-frames allowing each frame to be set to at least different heights in dependence upon a loading of the railcar.
[0014] In accordance with an embodiment of the invention there is provided a method comprising providing a panel mounted in a predetermined position on a railcar having an open position and a closed position, the open position being where the space between the railcar and another railcar coupled to the railcar is accessible and the closed position being where the panel blocks a predetermined portion of the space between the railcar and the another railcar coupled to the railcar.
[0015] Other aspects and features of the present invention will become apparent to those ordinarily skilled in the art upon review of the following description of specific embodiments of the invention in conjunction with the accompanying figures.
BRIEF DESCRIPTION OF THE DRAWINGS
[0016] Embodiments of the present invention will now be described, by way of example only, with reference to the attached Figures, wherein:
[0017] Figure 1 depicts intermodal container handling, transportation and types according to the standards of the industry;
[0018] Figure 2 depicts container combinations according to the standards of the industry;
[0019] Figure 3 depicts railcar loading configurations according to the standards of the industry;
[0020] Figures 4A and 4B depict a deployable container encapsulation methodology according to an embodiment of the invention;
[0021] Figures 5A through 5D depict a deployable container encapsulation methodology according to an embodiment of the invention;
[0022] Figures 6A through 6C depict a deployable container encapsulation methodology according to an embodiment of the invention;
[0023] Figures 7A and 7B depict a deployable container encapsulation methodology according to an embodiment of the invention;
[0024] Figures 8A and 8B depict a deployable container encapsulation methodology according to an embodiment of the invention;
[0025] Figures 9A and 9B depict a deployable container encapsulation methodology according to an embodiment of the invention;
[0026] Figure 10 depicts a deployable container encapsulation methodology according to an embodiment of the invention;
[0027] Figure 11 depicts deployable container encapsulation methodologies according to embodiments of the invention; and [0028] Figure 12 depicts container encapsulation with vortex control devices and open access for railway workers.
=
[0016] Embodiments of the present invention will now be described, by way of example only, with reference to the attached Figures, wherein:
[0017] Figure 1 depicts intermodal container handling, transportation and types according to the standards of the industry;
[0018] Figure 2 depicts container combinations according to the standards of the industry;
[0019] Figure 3 depicts railcar loading configurations according to the standards of the industry;
[0020] Figures 4A and 4B depict a deployable container encapsulation methodology according to an embodiment of the invention;
[0021] Figures 5A through 5D depict a deployable container encapsulation methodology according to an embodiment of the invention;
[0022] Figures 6A through 6C depict a deployable container encapsulation methodology according to an embodiment of the invention;
[0023] Figures 7A and 7B depict a deployable container encapsulation methodology according to an embodiment of the invention;
[0024] Figures 8A and 8B depict a deployable container encapsulation methodology according to an embodiment of the invention;
[0025] Figures 9A and 9B depict a deployable container encapsulation methodology according to an embodiment of the invention;
[0026] Figure 10 depicts a deployable container encapsulation methodology according to an embodiment of the invention;
[0027] Figure 11 depicts deployable container encapsulation methodologies according to embodiments of the invention; and [0028] Figure 12 depicts container encapsulation with vortex control devices and open access for railway workers.
=
DETAILED DESCRIPTION
[0029] The present invention is directed to intermodal railcars and more particularly to reducing power consumption for transporting intermodal containers.
[0030] The ensuing description provides exemplary embodiment(s) only, and is not intended to limit the scope, applicability or configuration of the disclosure. Rather, the ensuing description of the exemplary embodiment(s) will provide those skilled in the art with an enabling description for implementing an exemplary embodiment. It being understood that various changes may be made in the function and arrangement of elements without departing from the spirit and scope as set forth in the appended claims.
[0031] An "intermodal container" as used herein and throughout this disclosure, refers to an intermodal container (also known as container, freight container, ISO
container, shipping container, hi-cube container, box, conex box and sea can) that is a standardized reusable steel box used for the safe, efficient and secure storage and movement of materials and products within a global containerized intermodal freight transport system. Variations of the standard container exist for use with different cargoes including refrigerated container units for perishable goods, tanks in a frame for bulk liquids, open top units for top loading and collapsible versions.
Container types include collapsible ISO; flushfolding flat-rack containers for heavy and bulky semi-finished goods; gas bottle; generator; general purpose dry van for boxes, cartons, cases, sacks, bales, pallets, drums in standard, high or half height; high cube palletwide containers for europallet compatibility; insulated shipping container; refrigerated containers for perishable goods, open top for bulk minerals and heavy machinery; open side for loading oversize pallet;
platform or bolster for barrels and drums, crates, cable drums, out of gauge cargo, machinery, and processed timber; rolling floor for difficult to handle cargo; swapbody;
tank container for bulk liquids and dangerous goods; ventilated containers for organic products requiring ventilation; and garmentainers for shipping garments on hangers (GOH).
[0032] "Intermodal transport" (also referred to as intermodal freight transport) as used herein and throughout this disclosure, refers to the transportation of freight in an intermodal container or vehicle, using multiple modes of transportation (rail, ship, and truck), without any handling of the freight itself when changing modes. The method reduces cargo handling, and so improves security, reduces damages and losses, and allows freight to be transported faster.
[0033] A "flatcar" (also known as a flat car (US) flat wagon (non-US)) as used herein and throughout this disclosure, is an item of railroad / railway rolling stock that consists of an open, flat deck on four or six wheels or a pair of trucks (US) or bogies (UK). The deck of the car can be wood or steel, and the sides of the deck can include pockets for stakes or tie-down points to secure loads. Flatcars are used for loads that are too large or cumbersome to load in enclosed cars such as boxcars and used to transport intermodal containers or trailers as part of intermodal freight transport shipping.
[0034] A "well car" (also known as a double-stack car or stack car) as used herein and throughout this disclosure, is a type of railroad car specially designed to carry intermodal containers. The "well" is a depressed section which sits close to the rails between the wheel trucks of the car, allowing a container to be carried lower than on a traditional flatcar. This makes it possible to carry a stack of two containers per unit on railway lines, so called double-stack rail transport, wherever the loading gauge assures sufficient clearance.
The top container is typically held in place either by a bulkhead built into the car, or through the use of inter-box connectors.
[0035]
Figure 1 depicts intermodal container handling, transportation and types according to the standards of the industry. Accordingly, the industry exploits a range of containers addressing requirements of the products being shipped such as depicted by first to fourth containers 170A
through 170D respectively which address requirements for insulated containers, dry freight, refrigerated containers, and open top containers respectively. As described below in respect of Figure 2 first to fourth containers 170A through 170D respectively are available in one or more standard sizes allowing their handling by standard equipment such as first crane 110, loader 130, and second crane 150 respectively which are typically seen in loading /
unloading container ships, trucks, and railcars respectively. In respect of transportation these intermodal containers such as represented by first to fourth containers 170A through 170D
respectively are shipped globally via container ships 120, trains 140, and trucks 160.
[0029] The present invention is directed to intermodal railcars and more particularly to reducing power consumption for transporting intermodal containers.
[0030] The ensuing description provides exemplary embodiment(s) only, and is not intended to limit the scope, applicability or configuration of the disclosure. Rather, the ensuing description of the exemplary embodiment(s) will provide those skilled in the art with an enabling description for implementing an exemplary embodiment. It being understood that various changes may be made in the function and arrangement of elements without departing from the spirit and scope as set forth in the appended claims.
[0031] An "intermodal container" as used herein and throughout this disclosure, refers to an intermodal container (also known as container, freight container, ISO
container, shipping container, hi-cube container, box, conex box and sea can) that is a standardized reusable steel box used for the safe, efficient and secure storage and movement of materials and products within a global containerized intermodal freight transport system. Variations of the standard container exist for use with different cargoes including refrigerated container units for perishable goods, tanks in a frame for bulk liquids, open top units for top loading and collapsible versions.
Container types include collapsible ISO; flushfolding flat-rack containers for heavy and bulky semi-finished goods; gas bottle; generator; general purpose dry van for boxes, cartons, cases, sacks, bales, pallets, drums in standard, high or half height; high cube palletwide containers for europallet compatibility; insulated shipping container; refrigerated containers for perishable goods, open top for bulk minerals and heavy machinery; open side for loading oversize pallet;
platform or bolster for barrels and drums, crates, cable drums, out of gauge cargo, machinery, and processed timber; rolling floor for difficult to handle cargo; swapbody;
tank container for bulk liquids and dangerous goods; ventilated containers for organic products requiring ventilation; and garmentainers for shipping garments on hangers (GOH).
[0032] "Intermodal transport" (also referred to as intermodal freight transport) as used herein and throughout this disclosure, refers to the transportation of freight in an intermodal container or vehicle, using multiple modes of transportation (rail, ship, and truck), without any handling of the freight itself when changing modes. The method reduces cargo handling, and so improves security, reduces damages and losses, and allows freight to be transported faster.
[0033] A "flatcar" (also known as a flat car (US) flat wagon (non-US)) as used herein and throughout this disclosure, is an item of railroad / railway rolling stock that consists of an open, flat deck on four or six wheels or a pair of trucks (US) or bogies (UK). The deck of the car can be wood or steel, and the sides of the deck can include pockets for stakes or tie-down points to secure loads. Flatcars are used for loads that are too large or cumbersome to load in enclosed cars such as boxcars and used to transport intermodal containers or trailers as part of intermodal freight transport shipping.
[0034] A "well car" (also known as a double-stack car or stack car) as used herein and throughout this disclosure, is a type of railroad car specially designed to carry intermodal containers. The "well" is a depressed section which sits close to the rails between the wheel trucks of the car, allowing a container to be carried lower than on a traditional flatcar. This makes it possible to carry a stack of two containers per unit on railway lines, so called double-stack rail transport, wherever the loading gauge assures sufficient clearance.
The top container is typically held in place either by a bulkhead built into the car, or through the use of inter-box connectors.
[0035]
Figure 1 depicts intermodal container handling, transportation and types according to the standards of the industry. Accordingly, the industry exploits a range of containers addressing requirements of the products being shipped such as depicted by first to fourth containers 170A
through 170D respectively which address requirements for insulated containers, dry freight, refrigerated containers, and open top containers respectively. As described below in respect of Figure 2 first to fourth containers 170A through 170D respectively are available in one or more standard sizes allowing their handling by standard equipment such as first crane 110, loader 130, and second crane 150 respectively which are typically seen in loading /
unloading container ships, trucks, and railcars respectively. In respect of transportation these intermodal containers such as represented by first to fourth containers 170A through 170D
respectively are shipped globally via container ships 120, trains 140, and trucks 160.
[00361 Referring to Figure 2 there are depicted container combinations 210 and dimensions table 220 according to the standards of the industry. Dimensions table 220 depicts dimensions for 20 (twenty foot), 40' (forty foot), and 45' (forty-five foot) high cube containers which represent the dominant container dimensions within the industry. Minor variations exist in these dimensions exist between different shipping companies such that, for example, container lengths of nominal 40' length are 473.8, 473, 473.7, 473.4, 473.8, 474.0, 473.7, 473.3, 473.6, and 473.7 inches for containers from APM Maersk, MCS, Hapag-Lloyd, COSCO, APL, CSCL-China, NYK, Hanjin, and MOL shipping lines respectively. However, as evident from container combinations 210 a variety of containers including 5',63<', 10', 20', 30', and are available which are assembled in a range of combinations to provide standard groupings of 20', 30', and 40' lengths. Additionally, high-cube containers which have a height of 96", as opposed to 8'6", and lengths 48' and 53' (not depicted in Figure 2) are employed to match the truck container lengths allowed under North American road regulations.
[0037] Now referring to Figure 3 there are depicted first and second railcar loading configurations 310 and 320 according to the standards of the industry which may be employed in addition to those depicted supra in respect of Figure 2. First railcar loading configuration 310 comprises a first railcar 340 loaded with first and second 20' containers 340A
and 340B
respectively above which is loaded 48' container 330. Second railcar loading configuration 320 comprises a second railcar 370 with first and second 53' containers 350 and 360 respectively. It would also be evident that first and second railcars 340 and 370 are a standard length of 7683<"
between couplers. Accordingly, even with a 53' containers there is a gap of just over 13' between containers impacting drag and thereby fuel consumption. This gap increases to over 36' with 40' containers in adjacent railcars.
[0038] Now referring to Figures 4A and 4B there are depicted open and closed configurations for a deployable container encapsulation methodology according to an embodiment of the invention. As depicted in Figure 4A a first railcar 410A is loaded with first and second containers 420 and 430 respectively and is next to a second railcar 410B which is similarly loaded. At one end of the first railcar 410A there is depicted a first panel stack 440 with collapsed skin 460A whilst at the other end of the first railcar 410A there is a second panel stack 450. In this open configuration the first railcar 410A can be loaded with first and second containers 420 and 430 respectively or subsequently unloaded as the first and second panel stacks 440 and 450 respectively provide adequate clearance at the ends of the railcar 410A. In Figure 4B the first and second panel stacks 440 and 450 are expanded as depicted by first to fourth panels 440A and 440D respectively and fifth to seventh panels 450A
through 450C
respectively. Also expanded is collapsed skin 460A which is depicted by skin 460B.
[0039] Figures 5A through 5B depict a deployable container encapsulation methodology according to an embodiment of the invention in open and closed configurations for a deployable container encapsulation methodology according to an embodiment of the invention. As depicted in Figure 5A a first railcar 510A is loaded with first and second containers 520 and 530 respectively and is next to a second railcar 510B which is similarly loaded.
In the middle of the first railcar 510A there is depicted first and second panel stacks 540 and 550 respectively. At one end of first railcar 510A there is depicted a collapsed skin 560A whilst at the other end top cover support 580A supports collapsed upper cover 570A. In this open configuration the first railcar 510A can be loaded with first and second containers 520 and 530 respectively or subsequently unloaded as the first and second panel stacks 540 and 550 respectively provide adequate clearance at the ends of the railcar 510A for container lifting equipment to grab the container(s).
In Figure 5B the first and second panel stacks 540 and 550 are expanded as depicted by first to fourth panels 540A and 540D respectively and fifth to seventh panels 550A
through 550C
respectively. Also expanded is collapsed skin 560A which is depicted by skin 560B thereby closing the gap between adjacent railcars. Unlike the deployable container encapsulation methodology depicted in Figures 4A and 4B the upper cover 570B is deployed by expanding the collapsed upper cover 570A from one end of the railcar 510A to the other.
[0040] Now referring to Figures 5C and 5D there is depicted a variant of the deployable container encapsulation methodology as presented supra in respect of Figures 5A and 5B. As depicts in Figure 5C the deployable container encapsulation methodology is depicted partially deployed wherein first to fourth panels 540E through 540G and fifth to seventh panels 550D
through 550F are depicted having been expanded from a first and second half-height stacks. Also depicted are collapsed skin 560C, cover support 590, and top cover 570C.
Accordingly a single container 530 atop a railcar 510 may be loaded with the stacks open or if gripped from above w0Ohe stacks open or closed. Then as depicted in Figure 5D the cover 570D may be deployed.
Likewise skin 560D may be left expanded when containers 530 are loaded /
unloaded and collapsed when railcars are separated for shunting etc. Accordingly, the deployable container encapsulation methodology depicted in Figures 5C and 5D is similar to depicted within Figures 5A and 5B except that it is tailored to a single container 530 upon a railcar 510 rather than the pair of containers 520 and 530.
[0041] Figures 6A through 6C depict a deployable container encapsulation methodology according to an embodiment of the invention supporting single stacked and dual stacked containers respectively atop the railcar. Accordingly in Figure 6A the deployable container encapsulation methodology is depicted in a partially deployed state for a single container 530 atop a railcar 510. Accordingly, first and second panel stacks are depicted expanded as first to fourth panels 610A through 610D and fifth to seventh panels 620A through 620C
respectively.
Also depicted are collapsed cover 670, cover support 690, and collapsed skin 660 which would allow the single container 530 to be covered and the gap between railcars 510 closed.
[0042] Now referring to Figure 6B the deployable container encapsulation methodology is depicted with a second container 520 atop the single container 530.
Accordingly, in Figure 6C
the deployable container encapsulation methodology is depicted with first to seventh expansion panels 630A through 630G which have been deployed from first to fourth panels 610A through 610D and fifth to seventh panels 620A through 620C respectively. Also shown is deployed cover 695 in deployed position as well as deployed skin 665. Accordingly, the deployable container encapsulation methodology in Figures 6A and 6B provides for a solution adaptable to single and dual container assemblies upon a railcar.
[0043] Referring to Figures 7A and 7B there are depicted open and closed configurations respectively for a deployable container encapsulation methodology according to an embodiment of the invention. Accordingly, referring to Figure 7A there is depicted a container 530 atop a railcar 510. Disposed at four locations towards the corners of railcar 510 are four supports 705 whilst at one end of the railcar 510 there are disposed first to fourth slide frames 770A through 770D respectively and first fixed frame 710. At the other end of the railcar 510 are fifth to seventh slide frames 720A through 720C respectively and second fixed frame 710B. Omitted for clarity in Figure 7A are the collapsible cover elements overlying and attached to the first to fourth slide frames 770A through 770D respectively, fifth to seventh slide frames 720A through 720C respectively, and first and second fixed frames 710A and 710B
respectively. Optionally disposed between first fixed frame 710A to second fixed frame 710B via supports 705 at either end of the railcar 510 and on either side of the railcar 510 are first and second guide wires 785A
and 785B respectively.
[0044] However these are depicted in Figure 7B wherein the deployable container encapsulation methodology is depicted in the closed configuration. Accordingly first to fourth slide frames 770A through 770D respectively and fifth to seventh slide frames 720A through 720C respectively have been drawn together such that first to fourth panels 740A through 740D
respectively and fifth to seventh panels 750A through 750C respectively are disposed down the sides of the railcar 510 whilst first to fourth roof panels 780A through 78D
respectively and fifth to seventh roof panels 795A through 795C are disposed across the top thereby enclosing the container 530 placed upon the railcar 510. Also depicted in Figure 7B is end-panel 7100 which was omitted in Figure 7A for clarity. Also depicted is container-container shell 730 disposed from one railcar 510 to an adjacent railcar 510 which in closed configuration is stored at one end of each railcar 510 but in open configuration extends from one railcar 510 to the adjacent railcar 510.
[0045] It would be evident to one skilled in the art that as depicted in Figure 7B the deployable container encapsulation covers essentially the length of the railcar 510 such that when two railcar are adjacent on the train there is only a small gap between them such that they act essentially as a single aerodynamic element thereby reducing the drag of the train.
Optionally, the end-panel may be structured so as to reduce drag from any vortices generated.
[0046] Referring to Figures 8A and 8B there are depicted open and closed configurations respectively for a deployable container encapsulation methodology according to an embodiment of the invention with dual containers. Accordingly, referring to Figure 8A
there are depicted first and second containers 520 and 530 atop a railcar 510. Disposed at four locations towards the corners of railcar 510 are four supports 805 whilst at one end of the railcar 510 there are disposed first to fourth slide frames 870A through 870D respectively and first fixed frame 810. At the other end of the railcar 510 are fifth to seventh slide frames 820A through 820C respectively and second fixed frame 810B. Omitted for clarity in Figure 8A are the collapsible cover elements overlying and attached to the first to fourth slide frames 870A through 870D
respectively, fifth to seventh slide frames 820A through 820C respectively, and first and second fixed frames 810A
and 810B respectively. Optionally disposed between first fixed frame 810A to second fixed frame 810B via supports 805 at either end of the railcar 510 and on either side of the railcar 510 are first and second guide wires 885A and 885B respectively.
[0047] However these are depicted in Figure 8B wherein the deployable container encapsulation methodology is depicted in the closed configuration. Accordingly first to fourth slide frames 870A through 870D respectively and fifth to seventh slide frames 820A through 820C respectively have been drawn together such that first to fourth panels 840A through 840D
respectively and fifth to seventh panels 850A through 850C respectively are disposed down the sides of the railcar 510 whilst first to fourth roof panels 880A through 880D
respectively and fifth to seventh roof panels 895A through 895C are disposed across the top thereby enclosing the container 530 placed upon the railcar 510. Also depicted in Figure 8B is end-panel 8100 which was omitted in Figure 8A for clarity as well as container-container shell 8150 disposed from one railcar 510 to an adjacent railcar 510 which in closed configuration is stored at one end of each railcar 510 but in open configuration extends from one railcar 510 to the adjacent railcar 510.
[0048] It would be evident to one skilled in the art that as depicted in Figure 8B the deployable container encapsulation covers essentially the length of the railcar 510 such that when two railcar are adjacent on the train there is only a small gap between them such that they act essentially as a single aerodynamic element thereby reducing the drag of the train.
Optionally, the end-panel may be structured so as to reduce drag from any vortices generated.
[0049] It would be evident to one skilled in the art that the deployable container encapsulation methodologies described in Figures 7A and 7B for a single container on a railcar and that in Figures 8A and 8B for dual containers may be combined into a single design approach supporting both single and dual height container stacking upon railcars. Such a dual methodology exploits extending vertical sidebars for the slide frames and fixed frames together with extendible support members. Accordingly a lineman may after loading of a railcar with stacked containers extend the support members vertically to the upper position from a lower initial position. Now as the slide frames are moved along the railcar the sidebars extend vertically and the panels extend.
[0037] Now referring to Figure 3 there are depicted first and second railcar loading configurations 310 and 320 according to the standards of the industry which may be employed in addition to those depicted supra in respect of Figure 2. First railcar loading configuration 310 comprises a first railcar 340 loaded with first and second 20' containers 340A
and 340B
respectively above which is loaded 48' container 330. Second railcar loading configuration 320 comprises a second railcar 370 with first and second 53' containers 350 and 360 respectively. It would also be evident that first and second railcars 340 and 370 are a standard length of 7683<"
between couplers. Accordingly, even with a 53' containers there is a gap of just over 13' between containers impacting drag and thereby fuel consumption. This gap increases to over 36' with 40' containers in adjacent railcars.
[0038] Now referring to Figures 4A and 4B there are depicted open and closed configurations for a deployable container encapsulation methodology according to an embodiment of the invention. As depicted in Figure 4A a first railcar 410A is loaded with first and second containers 420 and 430 respectively and is next to a second railcar 410B which is similarly loaded. At one end of the first railcar 410A there is depicted a first panel stack 440 with collapsed skin 460A whilst at the other end of the first railcar 410A there is a second panel stack 450. In this open configuration the first railcar 410A can be loaded with first and second containers 420 and 430 respectively or subsequently unloaded as the first and second panel stacks 440 and 450 respectively provide adequate clearance at the ends of the railcar 410A. In Figure 4B the first and second panel stacks 440 and 450 are expanded as depicted by first to fourth panels 440A and 440D respectively and fifth to seventh panels 450A
through 450C
respectively. Also expanded is collapsed skin 460A which is depicted by skin 460B.
[0039] Figures 5A through 5B depict a deployable container encapsulation methodology according to an embodiment of the invention in open and closed configurations for a deployable container encapsulation methodology according to an embodiment of the invention. As depicted in Figure 5A a first railcar 510A is loaded with first and second containers 520 and 530 respectively and is next to a second railcar 510B which is similarly loaded.
In the middle of the first railcar 510A there is depicted first and second panel stacks 540 and 550 respectively. At one end of first railcar 510A there is depicted a collapsed skin 560A whilst at the other end top cover support 580A supports collapsed upper cover 570A. In this open configuration the first railcar 510A can be loaded with first and second containers 520 and 530 respectively or subsequently unloaded as the first and second panel stacks 540 and 550 respectively provide adequate clearance at the ends of the railcar 510A for container lifting equipment to grab the container(s).
In Figure 5B the first and second panel stacks 540 and 550 are expanded as depicted by first to fourth panels 540A and 540D respectively and fifth to seventh panels 550A
through 550C
respectively. Also expanded is collapsed skin 560A which is depicted by skin 560B thereby closing the gap between adjacent railcars. Unlike the deployable container encapsulation methodology depicted in Figures 4A and 4B the upper cover 570B is deployed by expanding the collapsed upper cover 570A from one end of the railcar 510A to the other.
[0040] Now referring to Figures 5C and 5D there is depicted a variant of the deployable container encapsulation methodology as presented supra in respect of Figures 5A and 5B. As depicts in Figure 5C the deployable container encapsulation methodology is depicted partially deployed wherein first to fourth panels 540E through 540G and fifth to seventh panels 550D
through 550F are depicted having been expanded from a first and second half-height stacks. Also depicted are collapsed skin 560C, cover support 590, and top cover 570C.
Accordingly a single container 530 atop a railcar 510 may be loaded with the stacks open or if gripped from above w0Ohe stacks open or closed. Then as depicted in Figure 5D the cover 570D may be deployed.
Likewise skin 560D may be left expanded when containers 530 are loaded /
unloaded and collapsed when railcars are separated for shunting etc. Accordingly, the deployable container encapsulation methodology depicted in Figures 5C and 5D is similar to depicted within Figures 5A and 5B except that it is tailored to a single container 530 upon a railcar 510 rather than the pair of containers 520 and 530.
[0041] Figures 6A through 6C depict a deployable container encapsulation methodology according to an embodiment of the invention supporting single stacked and dual stacked containers respectively atop the railcar. Accordingly in Figure 6A the deployable container encapsulation methodology is depicted in a partially deployed state for a single container 530 atop a railcar 510. Accordingly, first and second panel stacks are depicted expanded as first to fourth panels 610A through 610D and fifth to seventh panels 620A through 620C
respectively.
Also depicted are collapsed cover 670, cover support 690, and collapsed skin 660 which would allow the single container 530 to be covered and the gap between railcars 510 closed.
[0042] Now referring to Figure 6B the deployable container encapsulation methodology is depicted with a second container 520 atop the single container 530.
Accordingly, in Figure 6C
the deployable container encapsulation methodology is depicted with first to seventh expansion panels 630A through 630G which have been deployed from first to fourth panels 610A through 610D and fifth to seventh panels 620A through 620C respectively. Also shown is deployed cover 695 in deployed position as well as deployed skin 665. Accordingly, the deployable container encapsulation methodology in Figures 6A and 6B provides for a solution adaptable to single and dual container assemblies upon a railcar.
[0043] Referring to Figures 7A and 7B there are depicted open and closed configurations respectively for a deployable container encapsulation methodology according to an embodiment of the invention. Accordingly, referring to Figure 7A there is depicted a container 530 atop a railcar 510. Disposed at four locations towards the corners of railcar 510 are four supports 705 whilst at one end of the railcar 510 there are disposed first to fourth slide frames 770A through 770D respectively and first fixed frame 710. At the other end of the railcar 510 are fifth to seventh slide frames 720A through 720C respectively and second fixed frame 710B. Omitted for clarity in Figure 7A are the collapsible cover elements overlying and attached to the first to fourth slide frames 770A through 770D respectively, fifth to seventh slide frames 720A through 720C respectively, and first and second fixed frames 710A and 710B
respectively. Optionally disposed between first fixed frame 710A to second fixed frame 710B via supports 705 at either end of the railcar 510 and on either side of the railcar 510 are first and second guide wires 785A
and 785B respectively.
[0044] However these are depicted in Figure 7B wherein the deployable container encapsulation methodology is depicted in the closed configuration. Accordingly first to fourth slide frames 770A through 770D respectively and fifth to seventh slide frames 720A through 720C respectively have been drawn together such that first to fourth panels 740A through 740D
respectively and fifth to seventh panels 750A through 750C respectively are disposed down the sides of the railcar 510 whilst first to fourth roof panels 780A through 78D
respectively and fifth to seventh roof panels 795A through 795C are disposed across the top thereby enclosing the container 530 placed upon the railcar 510. Also depicted in Figure 7B is end-panel 7100 which was omitted in Figure 7A for clarity. Also depicted is container-container shell 730 disposed from one railcar 510 to an adjacent railcar 510 which in closed configuration is stored at one end of each railcar 510 but in open configuration extends from one railcar 510 to the adjacent railcar 510.
[0045] It would be evident to one skilled in the art that as depicted in Figure 7B the deployable container encapsulation covers essentially the length of the railcar 510 such that when two railcar are adjacent on the train there is only a small gap between them such that they act essentially as a single aerodynamic element thereby reducing the drag of the train.
Optionally, the end-panel may be structured so as to reduce drag from any vortices generated.
[0046] Referring to Figures 8A and 8B there are depicted open and closed configurations respectively for a deployable container encapsulation methodology according to an embodiment of the invention with dual containers. Accordingly, referring to Figure 8A
there are depicted first and second containers 520 and 530 atop a railcar 510. Disposed at four locations towards the corners of railcar 510 are four supports 805 whilst at one end of the railcar 510 there are disposed first to fourth slide frames 870A through 870D respectively and first fixed frame 810. At the other end of the railcar 510 are fifth to seventh slide frames 820A through 820C respectively and second fixed frame 810B. Omitted for clarity in Figure 8A are the collapsible cover elements overlying and attached to the first to fourth slide frames 870A through 870D
respectively, fifth to seventh slide frames 820A through 820C respectively, and first and second fixed frames 810A
and 810B respectively. Optionally disposed between first fixed frame 810A to second fixed frame 810B via supports 805 at either end of the railcar 510 and on either side of the railcar 510 are first and second guide wires 885A and 885B respectively.
[0047] However these are depicted in Figure 8B wherein the deployable container encapsulation methodology is depicted in the closed configuration. Accordingly first to fourth slide frames 870A through 870D respectively and fifth to seventh slide frames 820A through 820C respectively have been drawn together such that first to fourth panels 840A through 840D
respectively and fifth to seventh panels 850A through 850C respectively are disposed down the sides of the railcar 510 whilst first to fourth roof panels 880A through 880D
respectively and fifth to seventh roof panels 895A through 895C are disposed across the top thereby enclosing the container 530 placed upon the railcar 510. Also depicted in Figure 8B is end-panel 8100 which was omitted in Figure 8A for clarity as well as container-container shell 8150 disposed from one railcar 510 to an adjacent railcar 510 which in closed configuration is stored at one end of each railcar 510 but in open configuration extends from one railcar 510 to the adjacent railcar 510.
[0048] It would be evident to one skilled in the art that as depicted in Figure 8B the deployable container encapsulation covers essentially the length of the railcar 510 such that when two railcar are adjacent on the train there is only a small gap between them such that they act essentially as a single aerodynamic element thereby reducing the drag of the train.
Optionally, the end-panel may be structured so as to reduce drag from any vortices generated.
[0049] It would be evident to one skilled in the art that the deployable container encapsulation methodologies described in Figures 7A and 7B for a single container on a railcar and that in Figures 8A and 8B for dual containers may be combined into a single design approach supporting both single and dual height container stacking upon railcars. Such a dual methodology exploits extending vertical sidebars for the slide frames and fixed frames together with extendible support members. Accordingly a lineman may after loading of a railcar with stacked containers extend the support members vertically to the upper position from a lower initial position. Now as the slide frames are moved along the railcar the sidebars extend vertically and the panels extend.
[0050] It would be evident to one skilled in the art that the movement of the sideframes with respect to the railcar may be controlled by a lineman or other personnel associated with the loading / unloading of the containers by exploiting a drive mechanism linked to the bottoms and /
or tops of the slide frames such that they are driven according to the loading / unloading operation. Further, given the different translation distances of the cable or other linkage to the bottoms and / or tops of the slide frames these may be driven by two different drive mechanisms or via common drive mechanism with differential drives to control the different upper / lower linkages. Such drive mechanisms may for example be electrical in control or manual.
Alternatively, the sidebars as well may be controlled in location such that the entire process of covering / uncovering a railcar with a container encapsulation solution according to embodiments of the invention may be automated or triggered by an action of a lineman or other individual associated with the activities.
[0051] Now referring to Figures 9A and 9B there are depicted open configurations respectively for a deployable container encapsulation methodology according to an embodiment of the invention with single and dual containers respectively. Accordingly, referring to Figure 9A
there is depicted a first container 530 atop a railcar 510. Disposed at four locations towards the corners of railcar 510 are four supports 940 whilst at one end of the railcar 510 there are disposed first to third slide frames 930A through 930C respectively. At the other end of the railcar 510 are fourth to sixth slide frames 920A through 920C respectively. Omitted for clarity in Figure 9A are the collapsible cover elements overlying and attached to the first to third slide frames 930A
through 930C respectively and fourth to sixth slide frames 920A through 920C
respectively.
Optionally disposed between fixings at either end and attached via supports 940 at either end of the railcar 510 and on either side of the railcar 510 are guide wires 950 respectively. Accordingly as a control mechanism moves the first to third slide frames 930A through 930C
respectively and fourth to sixth slide frames 920A through 920C respectively they are pulled up and directed such that the containers and railcar are enclosed with the panels and roof elements in a manner such as depicted above in respect of other embodiments of the invention.
[0052] Likewise, referring to Figure 9B there are depicted first and second containers 520 and 530 atop a railcar 510. There are similarly disposed at four locations towards the corners of railcar 510 four supports 980 whilst at one end of the railcar 510 there are disposed first to third -.14-slide frames 930A through 930C respectively. At the other end of the railcar 510 are fourth to sixth slide frames 920A through 920C respectively. Omitted for clarity in Figure 9B are the collapsible cover elements overlying and attached to the first to third slide frames 930A through 930C respectively and fourth to sixth slide frames 920A through 920C
respectively. Optionally disposed between fixings at either end and attached via supports 940 at either end of the railcar 510 and on either side of the railcar 510 are guide wires 950 respectively.
Accordingly, in this instance as a control mechanism moves the first to third slide frames 930A
through 930C
respectively and fourth to sixth slide frames 920A through 920C respectively they are again pulled up at their top end and extend by virtue of their lower ends being restrained to a rail or similar mechanism allowing their sliding and pivoting. Accordingly, as they extend and directed the containers and railcar are enclosed with the panels and roof elements in a manner such as depicted above in respect of other embodiments of the invention.
[0053] Referring to Figure 10 there are depicted cross-sections of such a dual height automatically deployable container encapsulation methodology according to the embodiments of the invention described supra in respect of Figures 9A and 9B.
[0054] Now referring to Figure 11 there are depicted first to fourth containers 1100A
through 1100D respectively according to embodiments of the invention for solid side dry bulk 3 and 4 hopper railcars 1110A and 1110B respectively which represent an example of other railcars other than flatbed and intermodal railcars forming part of trains that benefit from aerodynamic additions to reduce drag. Dry bulk 3 hopper railcar 1110A has at either end ladders 1122 allowing a railman to climb atop the dry bulk 3 hopper railcar 1110A to perform certain actions, inspections, etc. As depicted at one end of the dry bulk 3 hopper railcar 1110A is closed covering 1120 which be deployed as shown by open covering 1125 to close the gap between the containers such as dry bulk 3 hopper railcar 1110A. Second container 1100B
depicts dry bulk 3 hopper railcar 1110A with first and second pivotable panels 1130 and 1140 which are stowed away at either end of the dry bulk 3 railcars 1110A in closed configuration.
These are then pivoted into open configuration as depicted by third and fourth pivotable panels 1135 and 1145 respectively wherein they overlap thereby provided a structure with reduced drag.
[0055] Third container 1100C depicts dry bulk 4 hopper railcar 1110B with concertina panel 1150 stowed between the body of the dry bulk 4 hopper railcar 1110B and ladder 1152. This is then pivoted and expanded to form open panel 1155 between adjacent dry bulk 4 hopper railcars 1110B. Fourth container 1100D depicts dry bulk 4 hopper railcar 1110B with ladders 1162 at either end to which are attached first and second panels 1160 and 1170 which are deployed across the width of the dry bulk 4 hopper railcar 1110B in closed configuration. First and second panels 1160 and 1170 respectively may be pulled out and pivoted such that they fill the gap between adjacent dry bulk 4 hopper railcars 1110B with an overlap thereby reducing the drag of the train comprising such dry bulk 4 hopper railcars.
[0056] It would be evident to one skilled in the art that the embodiments of the invention described in respect of Figure 11 address the sides of the railcars to reduce drag. However, it would be evident that the structures depicted in respect of first to fourth containers 1100A
through 1100D may also be employed to close the roof gaps.
[0057] Now referring to Figure 12 there are depicted first to fourth images 1200A through 1200D depicting container encapsulation according to an embodiment of the invention with vortex control devices and open access for railway workers. As depicted in first image 1200A a tanker railcar 1210 has attached at either end pivoting panels 1220 which provide similar functionality to the panels described above in respect of embodiments of the invention in Figure 11 but in this case the pivoting panels 1220 pivot out from the side of the tanker railcar 1210 rather than sliding along the side or pivoting away within the footprint of the railcar. As depicted in second image 1200B the pivoting panel 1220 is depicted in closed deployed mode as closed panel 1230 wherein the panel covers a predetermined portion of the gap between the railcar and an adjacent railcar. However, closed panel 1230 in closed deployed mode does not cover an accessway 1270 that allows a railway worker to access the coupling between the railcar and an adjacent railcar such that during assembly, re-configuration or disassembly of a train comprising the railcars with such panels that there is no requirement to open and close panels in contrast to the embodiments of the invention described above in respect of Figure 11.
[0058] However, gaps between railcars and panels will not provide the same reduction in drag as continuous sidings of the train arising from some other embodiments of the invention through the generation of vortices. Accordingly, as depicted in third image 1200C a vortex plate 1240 may be disposed at the middle of the railcar 1210 disrupting the generation of any large vortex within this region of the space between adjacent railcars. Similarly, arrays of first and second fins 1250 and 1260 may be disposed on the exterior surfaces of the closed panel 1230 and tanker railcar 1210 respectively which are designed to reduce turbulence at the trailing and leading edges of the closed panel 1230 and tanker railcar 1210 respectively.
[0059] It would be evident to one skilled in the art that as depicted the embodiments of the invention provide reduced drag for the containers atop railcars supporting intermodal transportation. Variants of embodiments of the invention may be employed that encase the sides of the railcar below the deck of the railcar towards the railway tracks.
[0060] It would be evident to one skilled in the art that the materials employed for the slide frames, supports, and other structures within embodiments of the invention that support the covers, panels, etc forming the encapsulation may be implemented using, for example, one of a metal, a reinforced plastic, a plastics, a wood, and an alloy. For example steel provides a low cost material with desired characteristics. It would be evident to one skilled in the art that the materials employed for the side panels and top panels that provide the encapsulation may be implemented using, for example, fabrics such as those employing sources from animals, for example wool and silk; plants, such as cotton, flax, and jute for example;
mineral, such as asbestos and glass fibre for example; and synthetics, such as nylon, polyester, and acrylic for example. Optionally, the material or materials may also incorporate elastic elements such as those based upon saturated and unsaturated rubbers in addition to other elastomers and thermoplastic elastomers for example.
[0061] The foregoing disclosure of the exemplary embodiments of the present invention has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise forms disclosed. Many variations and modifications of the embodiments described herein will be apparent to one of ordinary skill in the art in light of the above disclosure. The scope of the invention is to be defined only by the claims appended hereto, and by their equivalents.
[0062] Further, in describing representative embodiments of the present invention, the specification may have presented the method and/or process of the present invention as a particular sequence of steps. However, to the extent that the method or process does not rely on the particular order of steps set forth herein, the method or process should not be limited to the particular sequence of steps described. As one of ordinary skill in the art would appreciate, other sequences of steps may be possible. Therefore, the particular order of the steps set forth in the specification should not be construed as limitations on the claims. In addition, the claims directed to the method and/or process of the present invention should not be limited to the performance of their steps in the order written, and one skilled in the art can readily appreciate that the sequences may be varied and still remain within the spirit and scope of the present invention.
or tops of the slide frames such that they are driven according to the loading / unloading operation. Further, given the different translation distances of the cable or other linkage to the bottoms and / or tops of the slide frames these may be driven by two different drive mechanisms or via common drive mechanism with differential drives to control the different upper / lower linkages. Such drive mechanisms may for example be electrical in control or manual.
Alternatively, the sidebars as well may be controlled in location such that the entire process of covering / uncovering a railcar with a container encapsulation solution according to embodiments of the invention may be automated or triggered by an action of a lineman or other individual associated with the activities.
[0051] Now referring to Figures 9A and 9B there are depicted open configurations respectively for a deployable container encapsulation methodology according to an embodiment of the invention with single and dual containers respectively. Accordingly, referring to Figure 9A
there is depicted a first container 530 atop a railcar 510. Disposed at four locations towards the corners of railcar 510 are four supports 940 whilst at one end of the railcar 510 there are disposed first to third slide frames 930A through 930C respectively. At the other end of the railcar 510 are fourth to sixth slide frames 920A through 920C respectively. Omitted for clarity in Figure 9A are the collapsible cover elements overlying and attached to the first to third slide frames 930A
through 930C respectively and fourth to sixth slide frames 920A through 920C
respectively.
Optionally disposed between fixings at either end and attached via supports 940 at either end of the railcar 510 and on either side of the railcar 510 are guide wires 950 respectively. Accordingly as a control mechanism moves the first to third slide frames 930A through 930C
respectively and fourth to sixth slide frames 920A through 920C respectively they are pulled up and directed such that the containers and railcar are enclosed with the panels and roof elements in a manner such as depicted above in respect of other embodiments of the invention.
[0052] Likewise, referring to Figure 9B there are depicted first and second containers 520 and 530 atop a railcar 510. There are similarly disposed at four locations towards the corners of railcar 510 four supports 980 whilst at one end of the railcar 510 there are disposed first to third -.14-slide frames 930A through 930C respectively. At the other end of the railcar 510 are fourth to sixth slide frames 920A through 920C respectively. Omitted for clarity in Figure 9B are the collapsible cover elements overlying and attached to the first to third slide frames 930A through 930C respectively and fourth to sixth slide frames 920A through 920C
respectively. Optionally disposed between fixings at either end and attached via supports 940 at either end of the railcar 510 and on either side of the railcar 510 are guide wires 950 respectively.
Accordingly, in this instance as a control mechanism moves the first to third slide frames 930A
through 930C
respectively and fourth to sixth slide frames 920A through 920C respectively they are again pulled up at their top end and extend by virtue of their lower ends being restrained to a rail or similar mechanism allowing their sliding and pivoting. Accordingly, as they extend and directed the containers and railcar are enclosed with the panels and roof elements in a manner such as depicted above in respect of other embodiments of the invention.
[0053] Referring to Figure 10 there are depicted cross-sections of such a dual height automatically deployable container encapsulation methodology according to the embodiments of the invention described supra in respect of Figures 9A and 9B.
[0054] Now referring to Figure 11 there are depicted first to fourth containers 1100A
through 1100D respectively according to embodiments of the invention for solid side dry bulk 3 and 4 hopper railcars 1110A and 1110B respectively which represent an example of other railcars other than flatbed and intermodal railcars forming part of trains that benefit from aerodynamic additions to reduce drag. Dry bulk 3 hopper railcar 1110A has at either end ladders 1122 allowing a railman to climb atop the dry bulk 3 hopper railcar 1110A to perform certain actions, inspections, etc. As depicted at one end of the dry bulk 3 hopper railcar 1110A is closed covering 1120 which be deployed as shown by open covering 1125 to close the gap between the containers such as dry bulk 3 hopper railcar 1110A. Second container 1100B
depicts dry bulk 3 hopper railcar 1110A with first and second pivotable panels 1130 and 1140 which are stowed away at either end of the dry bulk 3 railcars 1110A in closed configuration.
These are then pivoted into open configuration as depicted by third and fourth pivotable panels 1135 and 1145 respectively wherein they overlap thereby provided a structure with reduced drag.
[0055] Third container 1100C depicts dry bulk 4 hopper railcar 1110B with concertina panel 1150 stowed between the body of the dry bulk 4 hopper railcar 1110B and ladder 1152. This is then pivoted and expanded to form open panel 1155 between adjacent dry bulk 4 hopper railcars 1110B. Fourth container 1100D depicts dry bulk 4 hopper railcar 1110B with ladders 1162 at either end to which are attached first and second panels 1160 and 1170 which are deployed across the width of the dry bulk 4 hopper railcar 1110B in closed configuration. First and second panels 1160 and 1170 respectively may be pulled out and pivoted such that they fill the gap between adjacent dry bulk 4 hopper railcars 1110B with an overlap thereby reducing the drag of the train comprising such dry bulk 4 hopper railcars.
[0056] It would be evident to one skilled in the art that the embodiments of the invention described in respect of Figure 11 address the sides of the railcars to reduce drag. However, it would be evident that the structures depicted in respect of first to fourth containers 1100A
through 1100D may also be employed to close the roof gaps.
[0057] Now referring to Figure 12 there are depicted first to fourth images 1200A through 1200D depicting container encapsulation according to an embodiment of the invention with vortex control devices and open access for railway workers. As depicted in first image 1200A a tanker railcar 1210 has attached at either end pivoting panels 1220 which provide similar functionality to the panels described above in respect of embodiments of the invention in Figure 11 but in this case the pivoting panels 1220 pivot out from the side of the tanker railcar 1210 rather than sliding along the side or pivoting away within the footprint of the railcar. As depicted in second image 1200B the pivoting panel 1220 is depicted in closed deployed mode as closed panel 1230 wherein the panel covers a predetermined portion of the gap between the railcar and an adjacent railcar. However, closed panel 1230 in closed deployed mode does not cover an accessway 1270 that allows a railway worker to access the coupling between the railcar and an adjacent railcar such that during assembly, re-configuration or disassembly of a train comprising the railcars with such panels that there is no requirement to open and close panels in contrast to the embodiments of the invention described above in respect of Figure 11.
[0058] However, gaps between railcars and panels will not provide the same reduction in drag as continuous sidings of the train arising from some other embodiments of the invention through the generation of vortices. Accordingly, as depicted in third image 1200C a vortex plate 1240 may be disposed at the middle of the railcar 1210 disrupting the generation of any large vortex within this region of the space between adjacent railcars. Similarly, arrays of first and second fins 1250 and 1260 may be disposed on the exterior surfaces of the closed panel 1230 and tanker railcar 1210 respectively which are designed to reduce turbulence at the trailing and leading edges of the closed panel 1230 and tanker railcar 1210 respectively.
[0059] It would be evident to one skilled in the art that as depicted the embodiments of the invention provide reduced drag for the containers atop railcars supporting intermodal transportation. Variants of embodiments of the invention may be employed that encase the sides of the railcar below the deck of the railcar towards the railway tracks.
[0060] It would be evident to one skilled in the art that the materials employed for the slide frames, supports, and other structures within embodiments of the invention that support the covers, panels, etc forming the encapsulation may be implemented using, for example, one of a metal, a reinforced plastic, a plastics, a wood, and an alloy. For example steel provides a low cost material with desired characteristics. It would be evident to one skilled in the art that the materials employed for the side panels and top panels that provide the encapsulation may be implemented using, for example, fabrics such as those employing sources from animals, for example wool and silk; plants, such as cotton, flax, and jute for example;
mineral, such as asbestos and glass fibre for example; and synthetics, such as nylon, polyester, and acrylic for example. Optionally, the material or materials may also incorporate elastic elements such as those based upon saturated and unsaturated rubbers in addition to other elastomers and thermoplastic elastomers for example.
[0061] The foregoing disclosure of the exemplary embodiments of the present invention has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise forms disclosed. Many variations and modifications of the embodiments described herein will be apparent to one of ordinary skill in the art in light of the above disclosure. The scope of the invention is to be defined only by the claims appended hereto, and by their equivalents.
[0062] Further, in describing representative embodiments of the present invention, the specification may have presented the method and/or process of the present invention as a particular sequence of steps. However, to the extent that the method or process does not rely on the particular order of steps set forth herein, the method or process should not be limited to the particular sequence of steps described. As one of ordinary skill in the art would appreciate, other sequences of steps may be possible. Therefore, the particular order of the steps set forth in the specification should not be construed as limitations on the claims. In addition, the claims directed to the method and/or process of the present invention should not be limited to the performance of their steps in the order written, and one skilled in the art can readily appreciate that the sequences may be varied and still remain within the spirit and scope of the present invention.
Claims (12)
1. A method comprising:
providing a plurality of panels having a first open position wherein the plurality of panels are disposed in a stacked configuration in a direction along a minor axis of a railcar at a first predetermined position on the railcar and a closed position wherein the plurality of panels are disposed in adjacent relationship to each other along a major axis of the railcar at second predetermined positions on the railcar, each of the plurality of panels comprising a plurality of sub-panels allowing each panel to be set to at least different heights in dependence upon a loading of the railcar.
providing a plurality of panels having a first open position wherein the plurality of panels are disposed in a stacked configuration in a direction along a minor axis of a railcar at a first predetermined position on the railcar and a closed position wherein the plurality of panels are disposed in adjacent relationship to each other along a major axis of the railcar at second predetermined positions on the railcar, each of the plurality of panels comprising a plurality of sub-panels allowing each panel to be set to at least different heights in dependence upon a loading of the railcar.
2. The method according to claim 1 wherein;
each panel comprises a first panel on one side of the railcar and a second panel on another opposite side of the railcar.
each panel comprises a first panel on one side of the railcar and a second panel on another opposite side of the railcar.
3. The method according to claim 1 wherein;
each panel comprises a first panel on one side of the railcar, a second panel on another opposite side of the railcar, and a roof panel joining the first and second panels at the upper edge of the sub-panel that vertically adjusts position in dependence upon the loading of the railcar.
each panel comprises a first panel on one side of the railcar, a second panel on another opposite side of the railcar, and a roof panel joining the first and second panels at the upper edge of the sub-panel that vertically adjusts position in dependence upon the loading of the railcar.
4. The method according to claim 1 further comprising;
a cover disposable between a first stored position at a first end of the railcar and a second open position covering a predetermined portion of the area of the railcar and disposed at the top of the plurality of panels.
a cover disposable between a first stored position at a first end of the railcar and a second open position covering a predetermined portion of the area of the railcar and disposed at the top of the plurality of panels.
5. A method comprising:
providing a plurality of frames having a first open position wherein the plurality of frames are disposed in a stacked configuration in a direction along a minor axis of a railcar at a first predetermined position on the railcar and a closed position wherein the plurality of frames are disposed in adjacent relationship to each other along a major axis of the railcar at second predetermined positions on the railcar, each of the plurality of frames comprising a plurality of sub-frames allowing each frame to be set to at least different heights in dependence upon a loading of the railcar.
providing a plurality of frames having a first open position wherein the plurality of frames are disposed in a stacked configuration in a direction along a minor axis of a railcar at a first predetermined position on the railcar and a closed position wherein the plurality of frames are disposed in adjacent relationship to each other along a major axis of the railcar at second predetermined positions on the railcar, each of the plurality of frames comprising a plurality of sub-frames allowing each frame to be set to at least different heights in dependence upon a loading of the railcar.
6. The method according to claim 5 wherein, one frame of the plurality of frames does not move in the transitioning of the plurality of frames from the open position to second position.
7. The method according to claim 5 wherein, each frame comprises a first upright on a first side of the railcar, a second upright on a second opposite side of the railcar, and a crossbar connecting the upper ends of the first and second uprights.
8. The method according to claim 5 wherein, each frame is connected to at least one adjacent frame by a flexible membrane such that in the closed position the plurality of frames and their associated flexible membranes provide a cover for a predetermined portion of the upper surface of the railcar.
9. The method according to claim 5 wherein, in the first open position the plurality of frames are essentially parallel to a base of the railcar and in the second closed position the plurality of frames are essentially perpendicular to the base of the railcar.
10. A method comprising:
providing a panel mounted in a predetermined position on a railcar having an open position and a closed position, the open position being where the space between the railcar and another railcar coupled to the railcar is accessible and the closed position being where the panel blocks a predetermined portion of the space between the railcar and the another railcar coupled to the railcar.
providing a panel mounted in a predetermined position on a railcar having an open position and a closed position, the open position being where the space between the railcar and another railcar coupled to the railcar is accessible and the closed position being where the panel blocks a predetermined portion of the space between the railcar and the another railcar coupled to the railcar.
11. The method according to claim 10 wherein;
the panel comprises a solid frame mounted to at least a pivot on the railcar wherein the open position comprises the panel stored at least one of parallel to the side of the railcar and stored perpendicular to the side of the railcar and the closed position comprises the panel disposed parallel to the side of the railcar and extending from a first sidewall to a second sidewall, the first sidewall disposed on a side of the railcar and the second sidewall on the same side but on the another sidecar.
the panel comprises a solid frame mounted to at least a pivot on the railcar wherein the open position comprises the panel stored at least one of parallel to the side of the railcar and stored perpendicular to the side of the railcar and the closed position comprises the panel disposed parallel to the side of the railcar and extending from a first sidewall to a second sidewall, the first sidewall disposed on a side of the railcar and the second sidewall on the same side but on the another sidecar.
12. The method according to claim 10 further comprising:
a first mount permanently attached to the railcar;
an expandable covering forming a predetermined portion of the panel;
an attachment forming a first predetermined portion of a reversible coupling;
and a second mount permanently attached to the another railcar forming a second predetermined portion of the reversible coupling.
a first mount permanently attached to the railcar;
an expandable covering forming a predetermined portion of the panel;
an attachment forming a first predetermined portion of a reversible coupling;
and a second mount permanently attached to the another railcar forming a second predetermined portion of the reversible coupling.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US201261705717P | 2012-09-26 | 2012-09-26 | |
| US61/705,717 | 2012-09-26 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2827931A1 true CA2827931A1 (en) | 2014-03-26 |
Family
ID=50382825
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2827931 Abandoned CA2827931A1 (en) | 2012-09-26 | 2013-09-25 | Method and system for aerodynamic enhancement of intermodal transportation |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2827931A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10780899B1 (en) | 2019-05-23 | 2020-09-22 | Charles C. Yang | Foldable aerodynamic drag reducing plate assembly for a domestic or intermodal container |
| US10794410B1 (en) | 2019-05-23 | 2020-10-06 | Charles C. Yang | Foldable aerodynamic drag reducing plate assembly for an intermodal container |
-
2013
- 2013-09-25 CA CA 2827931 patent/CA2827931A1/en not_active Abandoned
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10780899B1 (en) | 2019-05-23 | 2020-09-22 | Charles C. Yang | Foldable aerodynamic drag reducing plate assembly for a domestic or intermodal container |
| US10794410B1 (en) | 2019-05-23 | 2020-10-06 | Charles C. Yang | Foldable aerodynamic drag reducing plate assembly for an intermodal container |
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| Date | Code | Title | Description |
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| FZDE | Dead |
Effective date: 20160926 |