Apparatus and method for intermodal conversion of transport vehicles; rail-to-highway and highway-to-rail

Abstract

This invention is an apparatus and method for reversible intermodal conversion of transport tractors and trailers, highway-to-rail. Trailer add-ons are wheel mount shims and an axle housing draft sill pin receptacle. No add-ons are required for tractors. Highway-to-rail conversion involves securing a rail interface apparatus, consisting of rail carriage assemblies, bogies, and end coupler draft sills beneath each vehicle to align and bear loads-to-rails, and to provide draft load transfer. Staging is on paved grade slightly above rail level. Vehicle conversion is made without loading/unloading mechanized infrastructure, add-on weight, wheel removal, or powered actuators. Full use of inherent vehicle suspension and anti-roll devices is afforded. Draft sills, pneumatic brake lines, and knuckle couplers are employed for train configurations. Draft may be afforded by either a locomotive or a rail converted highway tractor.

Description

An apparatus and method for inter-modal conversion of transport vehicles; rail-to-highway and highway-to-rail.

CROSS REFERENCE TO RELATED APPLICATIONS

U.S. Patent Documents
4385857	May 1983	Willetts	410/53
4452147	June 1984	Jwuc	105/4.2
4547107	October 1985	Krause	410/58
4597337	July 1986	Willetts	105/4.1
4665834	May 1987	van Iperen	105/4.1
4669391	June 1987	Wicks, et al.	105/4.3
4685399	August 1987	Baker	105/4.1
4766818	August 1988	Wicks, et al.	105/4.3
4838744	June 1989	Bakka, et al.	410/53
4841872	June 1989	Wicks, et al.	104/4.3
4907514	March 1990	Wicks, et al.	105/4.3
4922832	May 1990	Lienard, et al.	105/4.2
5040466	August 1991	Wicks, et al.	105/4.3
5537931	July 1996	Donkin	105/159
5826517	October 1998	Larson, et al.	105/4.3
5890433	April 1999	Wicks	105/4.2
6050197	April 2000	Wicks	105/4.2
6123029	September 2000	Mobley	105/4.1
6199485	March 2001	Pyle	105/72.2
6263801	July 2001	Eckelberry	105/215.2
6736071	May 2004	Engle	105/238.1

Statement Regarding Federally Sponsored Research or Development

Not Applicable

Description of Attached Appendix

Not Applicable

BACKGROUND OF THE INVENTION

This invention relates generally to the field of vehicle rail adapters and more specifically to an apparatus and method for intermodal conversion of transport vehicles; rail-to-highway and highway-to-rail. Rail modes have proven to be the most efficient means of freight transport because friction losses are minimal, grades are usually 3% or less, and transport is commonly uninterrupted on two way rail lines. However, rail transport in the U.S. is declining because it relies on a cumbersome infrastructure of depots or marshalling yards which impose lost time in train makeup, and cost and time penalties for materials handling.

Highway freight transport has increasingly supplanted the rail mode, offering inherent flexibility of roads and highways which directly link points of origin and destination. This flexibility is especially important for “just in time inventory”, where goods in inventory are in transit to their destination. Depot transfers and warehousing are minimal. However, highway transport is now seeing drawbacks by virtue of its popularity. Roads are more congested with semi tractor-trailers, accidents are frequent, and fuel demand is driving up costs.

The efficiency of rail transport, combined with the flexibility of highway transport, can be realized by rapid, uncomplicated, and inexpensive conversion of highway vehicles to operate on both rails or roadways.

Background-Prior Technology

Technology to directly adapt highway vehicles to rails has realized limited routine use in railway maintenance vehicles. These adapters are rail wheel bogies rigidly attached to the vehicle chassis; extended for rail travel and retracted for highway travel. A variant of this approach uses a suspension link between the vehicle chassis and a rail bogie equipped sub-frame. Some innovations use conventional railtrucks (rail car carriage assemblies) as conversion components. Another technology for rail transport of highway vehicles is the specially designed rail car which carries freight trailers “piggy back”. This method of conversion, highway-to-rail and rail-to-highway, requires a locally fixed mechanized handling infrastructure to on-load and off-load vehicles.

Background-Deficiency of Prior Technology

Railtruck based adapters offer a means for conversion, but in so using, ramps or lifts to accommodate mating of vehicles to adapters are required. Rigidly attached highway vehicle rail adapters are limited to short runs at low speed operation because there is no shock absorbing suspension, and they require an added hydraulic system for actuation. A bogie equipped sub-frame variant of this approach provides suspension, but adds significant weight. Further, most adapters do not offer sufficient draft load transfer capabilities necessary for multi-vehicle train configurations.

Dedicated rail cars outfitted for highway freight trailer transfer are an expensive capital investment for single purpose use. Furthermore, this mode of rail transfer requires limited “on-time”, fixed terminal handling facilities to on-load and off-load freight trailers. Both expense and lack of routing flexibility make this option unattractive.

BRIEF SUMMARY OF THE INVENTION

Objects

The primary object of the invention is to provide an economical means to conduct reversible intermodal conversion of vehicles, without fixed mechanical infrastructure or add-on systems, from highway-to-rail from paved rail stages; such conversion affording both rail transport efficiencies and highway routing flexibility. Another object of the invention is to reduce transport fuel consumption by replacing pneumatic tire drag with solid wheels-on-rails and to afford close proximity inter-vehicle drafting to reduce air drag. Another object of the invention is to reduce fuel consumption at by eliminating highway braking, acceleration and periodic stops at engine idle. A further object of the invention is to improve overall delivery time at by avoiding traffic delays. Yet another object of the invention is to reduce accident liability exposure by avoiding highway encounters. Still yet another object of the invention is to enable highway-to-rail and rail-to-highway transition without a mechanized vehicle handling infrastructure or vehicle modifications.

Another object of the invention is to realize the economy of mass transit, yet retain the flexibility to select points of origin and destination. Another object of the invention is to maximize payload by avoiding highway weight restrictions. A further object of the invention is to avoid overland highway use fees by selecting rail transit. Yet another object of the invention is to reduce labor costs by increasing transport payload-to-manpower ratio by at least an order of magnitude. Still yet another object of the invention is to eliminate major cross-country transport vehicle wear, theft, and damage vulnerability.

Other objects and advantages of the present invention will become apparent from the following descriptions, taken in connection with the accompanying drawings, wherein, by way of illustration and example, an embodiment of the present invention is disclosed.

In accordance with a preferred embodiment of the invention, there is disclosed an apparatus for reversible intermodal conversion of highway transport trailers, including those designed for highway transit of maritime containerized cargo, highway-to-rail comprising: a rail car carriage assembly (railtruck) with a top mounted fifth wheel and an underside affixed draft sill; a rail gage solid wheel bogie assembly with cradles for said trailer axles; and a rear axle housing affixed draft sill pin receptacle. The rail car carriage assembly is also fitted with a standard height rail car knuckle coupler. The draft sill, height positioned under vehicle axles, is end fitted with draft and pneumatic couplers and a trailer axle housing receptacle mating pin. The rail car carriage assembly, draft sill with attachments, and rail compatible bogie assembly comprise the trailer rail interface apparatus for conversion of highway freight trailers to rail transport mode.

In accordance with a preferred embodiment of the invention, there is disclosed an inter-modal transition method for trailers from highway-to-rail using said apparatus for trailers as follows: A highway trailer with wheel outboard displacement shims and rear axle housing centerline pin receptacle is aligned coaxially with rail tracks on a slightly elevated stage by a highway tractor. The trailer is front-end jacked with the standard (intrinsic) trailer front dolly. The highway tractor is driven off the staging area and the rail interface apparatus is backed under the trailer by a rail motive power vehicle, or equivalent. Attachment is complete when the fifth wheel draft pin is secured and the rear axle pin and receptacle are engaged. The rail adapted trailer is next positioned off the staging area to bear axles on bogie cradles for rail operation. Reverse of the procedure delineated above is executed for transition from rail-to-highway mode of transit.

In accordance with a preferred embodiment of the invention, there is disclosed an apparatus for reversible intermodal conversion of highway transport tractors, highway-to-rail comprising: fore and aft rail compatible solid wheel bogies with tractor axle cradles; and a bogie interconnecting articulated draft sill, linked by pin and clevis. The articulated draft sill, height positioned under vehicle axles, is end fitted with draft and pneumatic couplers. The two bogies and articulated draft sill with attachments comprise the tractor rail interface apparatus for conversion of highway tractors to rail transport mode. Further, the tractor fore bogie with a draft sill adapter functions as a trailer rail interface apparatus for coupled tractor/trailer operation as a unit. The rail transition method for an adapted tractor/trailer unit is functionally identical to the tractor transition.

In accordance with a preferred embodiment of the invention, there is disclosed an intermodal transition method for tractors from highway-to-rail using said apparatus for tractors as follows: A highway tractor is positioned coaxially with rails on a slightly elevated stage. The aft bogie is positioned to mate with the tractor fifth wheel by a rail motive power vehicle, or equivalent. Next, the forward bogie is positioned to mate with the aft bogie by a rail motive power vehicle, or equivalent. The draft sills of the fore and aft bogies are linked with a linch pin at the clevis hinge point. The tractor is driven off-pavement, on-tracks with all pneumatic tire wheels elevated by axle cradles for un-powered rail transit. Alternatively, the aft bogie axle cradles may be lowered for tractor drive wheel rail contact in a rail draft operation. Reverse of the procedure delineated above is executed for transition from rail-to-highway mode of transit.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings constitute a part of this specification and include exemplary embodiments to the invention, which may be embodied in various forms. It is to be understood that in some instances various aspects of the invention may be shown exaggerated or enlarged to facilitate an understanding of the invention.

FIG. 1 illustrates the side view of a highway freight trailer 14 adapted to rail transport with a trailer rail interface apparatus consisting of a conventional rail car carriage assembly (railtruck) with solid wheels 13, a rail bogie assembly with solid wheels 12, and an interconnecting draft sill identified by numeral 11.

FIG. 2 depicts a top view of a highway freight trailer rail interface apparatus consisting of a rail car carriage assembly identified by the numeral 21, a trailer interface fifth wheel identified by the numeral 22 affixed to the rail car carriage assembly upper surface, a rail compatible bogie assembly identified by the numeral 23 with a draft sill interface pin identified by the numeral 24, left and right-hand trailer axle cradles identified by the numeral 25, a draft sill with end couplers identified by the numeral 26, and pneumatic couplers 27.

FIG. 3 shows a trailer tandem axle assembly top view with wheel axial displacement/wheel mount shims identified by the numeral 31 and the draft sill pin receptacle identified by the numeral 32.

FIG. 4 illustrates an overall side view of a highway freight tractor (with hitched trailer) adapted to rail transport with a tractor rail interface apparatus consisting of: an articulated draft sill identified by numeral 41, solid rail wheels identified by the numeral 42, and gooseneck fixture, identified by the numeral 43, for hitching at the tractor fifth wheel.

FIG. 5 depicts a detailed side and top view of a highway freight tractor rail interface apparatus consisting of: two solid wheel bogie assemblies identified by the numeral 51 with draft sills 52 coupled by a linch pin 53 through a clevis 54, the fifth wheel/gooseneck hitch fixture identified by the numeral 55, vertically adjustable left and right-hand tractor axle cradles identified by the numeral 56, draft sill end couplers identified by the numeral 57, pneumatic couplers identified by the numeral 58, and linch pin positioning/locking lever (linkage detail omitted for clarity) identified by the numeral 59.

FIG. 6 is a view of an intercoupler adapter to accommodate hitching between standard rail car coupler 61 and rail interface coupler 63 elevations consisting of: a load transfer pin identified by the numeral 64 and a moment load transfer bushing identified by the numeral 62. (Both couplers are in a closed configuration.)

FIG. 7 shows a draft sill adapter for optional use of a tractor fore bogie with a trailer in a combined tractor/trailer rail transition. The adapter consists of a rail compatible bogie identified by the numeral 71, a draft sill identified by the numeral 73, as coupled with a fore bogie draft sill clevis identified by the numeral 72, a draft sill interface pin to engage with a trailer axle receptacle identified by the numeral 75, and trailer axle cradles identified by the numeral 74.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Detailed descriptions of the preferred embodiment are provided herein. It is to be understood, however, that the present invention may be embodied in various forms. Therefore, specific details disclosed herein are not to be interpreted as limiting, but rather as a basis for the claims and as a representative basis for teaching one skilled in the art to employ the present invention in virtually any appropriately detailed system, structure or manner.

In the illustrated and described embodiment of this invention, both apparatus and method for vehicle intermodal transition, highway-to-rail and rail-to-highway, are presented. The purpose of the invention is to afford the flexibility of selecting highways leading from origin and to destination, while providing the economy of rail operation for overland expanses of the route. This is accomplished by staging inter-modal transition at rail grade crossings or paved rail spurs without need for a fixed mechanized infrastructure, or powered actuators.

The apparatus for intermodal rail transition consists of attaching highway vehicles to a rail interface apparatus. The rail interface apparatus for trailers, shown in FIGS. 1 through 3, provide for retention of highway pneumatic tire mounts in rail transit by accommodating track and paved grade crossing vertical clearance. Highway tractor transition-to-rail exhibited in FIGS. 4 and 5 provide for tandem axle tire drive wheel contact with rails for traction in a draft mode, and clearance for un-powered transit. Provision is made for multi-unit trains of rail adapted vehicles by load transfer via end coupler draft sills as part of the rail interface apparatus for both tractors and trailers. Components of the trailer rail interface apparatus attached to the draft sill are a forward rail car carriage and aft rail compatible bogie. Components of the tractor rail interface apparatus are rail compatible fore and aft bogies, linked by an articulated draft sill. Adapters shown in FIGS. 6 and 7 provide flexibility in applying varied configurations of vehicle rail adaptation and train make-up. Compressed air lines, couplers, and devices for both rail braking and activating trailer anti-roll devices are accommodated by all rail interface adapters.

The method of highway trailer transition to rail involves staging the trailer on pavement slightly elevated above rail caps, securing the rail interface apparatus under the trailer, and translating the mated unit off-the-stage to rail level to bear trailer loads on the interface apparatus. The method of highway tractor transition involves similar staging over a two bogie rail interface apparatus on pavement slightly above track cap elevation. Tractor translation off-pavement is conducted to bear loads on cradles, with drive wheel tires placed on tracks for traction applications and cradle vertical adjustment to clear tracks for un-powered transit. An adapter configuration option accommodates rail transition of a coupled tractor/trailer unit. Reversal of the above trailer and tractor transition methods returns vehicles to highway use.

While the invention has been described in connection with a preferred embodiment, it is not intended to limit the scope of the invention to the particular form set forth, but on the contrary, it is intended to cover such alternatives, modifications, and equivalents as may be included within the spirit and scope of the invention as defined by the appended claims.

Claims

1. A rail interface apparatus for intermodal conversion of transport trailers, including those designed for highway transit of maritime containerized cargo, rail-to-highway and highway-to-rail comprising: (a) a rail car carriage assembly with solid wheels, brakes, suspension, and mechanical draft coupler; (b) a rail compatible bogie assembly with solid wheels and draft sill mounting pin; (c) a draft sill with end-fitted mechanical draft and pneumatic couplers, trailer axle housing receptacle interface pin, and trailer tandem axle load bearing cradles; (d) said trailer tandem axle load bearing cradles are dimensioned to afford trailer tire vertical clearance above grade crossing pavement; (e) said rail car carriage assembly is fitted on the upper side with a highway tractor fifth wheel; (f) said rail car carriage assembly is fitted with a conventional rail car coupler for draft by a locomotive; (g) said rail car carriage assembly is pivot pinned on the underside with said draft sill; and (h) said rail compatible bogie is pivot pin attached to said draft sill at the end opposite said rail car carriage assembly.

2. A trailer mounted apparatus for said inter-modal conversion of transport trailers; rail-to-highway and highway-to-rail comprising: (a) a receptacle affixed to said trailer tandem forward axle housing to receive said draft sill interface pin; and (b) trailer wheel shims attached to said transport trailer axle wheel flanges to position and attach pneumatic tire mounted wheels outboard for horizontal clearance with said rail compatible bogie wheels.

3. A rail interface apparatus for intermodal conversion of transport tractors rail-to-highway and highway-to-rail comprising: (a) an articulated draft sill with end fitted mechanical draft and pneumatic couplers; (b) a draft sill gooseneck fitting with a tractor fifth wheel compatible pin fitted on the forward-most lower surface and a trailer interface fifth wheel on said fitting forward-most upper surface; (c) a forward and aft set of rail compatible solid wheel bogies with pivot pin attachment to said draft sill; (d) said draft sill consists of two elements, joined with a linch-pin, for mating said fore bogie draft sill clevis and said aft bogie draft sill; (e) said fore and aft bogies are fitted with tractor front and rear tandem axle load bearing cradles; (f) said tractor front axle load bearing cradles are dimensioned to afford vertical clearance of front tires above grade crossing pavement; and (g) said tractor rear tandem axle load bearing cradles are vertically adjustable to afford optimum pneumatic tire contact with rails for traction drive, or vertical clearance above tracks for un-powered rail transit.

4. An optional trailer rail interface apparatus configuration positions said tractor fore rail bogie beneath said trailer for axle load bearing and draft coupling to a rail converted tractor/trailer unit. Said option applies a draft adapter for draft sill extension and pin interface with said trailer axle housing pin receptacle.

5. A rail coupler adapter for interfacing conventional rail couplers with said draft sill end couplers comprising: (a) a riser pin which transfers draft load between conventional rail car/locomotive couplers at standard elevation and said rail interface apparatus draft sill end couplers at non-standard elevation; (b) said riser pin is vertically secured by a head and bottom end clip; (c) said riser pin is surrounded by a bushing positioned in the inter-coupler vertical space; and (d) said bushing functions as an eccentric moment load transfer element between said couplers.

6. The method of intermodal transition of highway trailers from highway-to-rail using said rail interface apparatus and trailer securing apparatus as follows: (a) a highway trailer with said trailer wheel shims and said tandem forward axle housing pin receptacle is aligned with rails by a highway tractor on a paved stage exhibiting slight elevation above rail upper surfaces; (b) said highway trailer is front-end jacked with the standard (intrinsic) trailer front dolly; (c) said highway tractor is decoupled from the fifth wheel attachment pin and relocated off tracks; (d) said trailer rail interface apparatus is positioned on said rails, backed to a mating position under said highway trailer by a rail motive power vehicle or equivalent; (e) said rail interface apparatus is fifth wheel hitched to said trailer hitch pin, said trailer dolly is retracted and said rear axle receptacle/draft sill pin aligned; (f) said combination of trailer and rail interface apparatus is translated by a rail motive power vehicle from said elevated staging position, wherein said trailer descends to engage said draft sill pin/receptacle and bear rear tandem axles on said cradles; (g) said combination of trailer and rail interface apparatus is adapted as a unit for rail line transport, with said pneumatic tire mounted wheels elevated to clear grade crossing pavement; (h) coupling of multiple said rail compatible units constitutes a train of un-powered transport vehicles; and (i) reverse of the procedure delineated above is executed for transition from rail-to-highway mode of transit.

7. The method of intermodal transition of highway tractors from highway-to-rail using a tractor rail interface apparatus for conversion of highway tractors to rail operation as follows: (a) Said tractor is aligned with rails on an elevated paved staging area; (b) said rail interface apparatus for inter-modal conversion of transport tractors rail-to-highway and highway-to-rail is positioned on tracks with said fore bogie forward and said aft bogie behind said tractor; (c) said aft bogie draft sill gooseneck fitting is hitched to said tractor fifth wheel; (d) said fore bogie is positioned to linch pin couple said fore and aft draft sills; (e) once pinned by placing a bogie side bell crank lever to the locked position, the rail compatible mated unit is translated off the staging position where tractor axles bear on said bogie cradles; (f) said tractor rear tire pressure and said height adjustable axle cradles are set for optimum pneumatic tire contact with rails for traction use; (g) said height adjustment may alternatively be set for drive wheel tire vertical clearance above rails in an un-powered transit mode; (h) said rail transitioned tractor may form the lead unit in a train of multiple rail transitioned trailer units; and (i) reverse of the procedure delineated above is executed for transition from rail-to-highway mode of transit.

8. The method of intermodal transition of a highway tractor/trailer combination from highway-to-rail using a tractor fore bogie interface apparatus and draft adapter for conversion of highway tractors to rail operation as follows: (a) Said tractor is aligned with rails on an elevated paved staging area; (b) said rail interface apparatus for intermodal conversion of transport tractors rail-to-highway and highway-to-rail is positioned on tracks with said fore bogie forward and said aft bogie behind said tractor; (c) said aft bogie draft sill gooseneck fitting is hitched to said tractor fifth wheel; (d) said fore bogie is positioned to clevis pin couple said fore and aft draft sills; (e) once pinned, the rail compatible mated unit is translated off the staging position where tractor axles bear on said bogie cradles; (f) said tractor rear tire pressure and said height adjustable axle cradles are set for optimum pneumatic tire contact with rails for traction use; (g) said height adjustment may alternatively be set for drive wheel tire vertical clearance above rails in an un-powered transit mode; (h) next, said trailer is positioned on said staging area and a separate tractor fore bogie is placed beneath said trailer, the coupler positioned forward of the trailer front; (i) said draft adapter is translated forward from the aft end of said trailer to pin couple with said fore bogie draft sill clevis; (j) said combination of tractor/trailer and rail interface apparatus is translated by a rail motive power vehicle from said elevated staging position, wherein said tractor/trailer unit descends to engage said draft sill pin/receptacle and bear rear tandem axles on said cradles; (k) said combination of tractor/trailer and rail interface apparatus for each is adapted as a unit for rail line transport, with said trailer pneumatic tire mounted front wheels elevated to clear grade crossing pavement and said tractor rear tires bearing on rails for traction use; (l) alternatively, with said tractor drive wheels elevated above track level, coupling of multiple said rail compatible units constitutes a train of un-powered transport vehicles; and (m) reverse of the procedure delineated above is executed for transition from rail-to-highway mode of transit.