MODULAR AUTORACK

Abstract

A modular autorack system includes a flatcar, first and second fixed ends, a coupling apparatus coupled to the flatcar, and an autorack module. The first fixed end is coupled to the flatcar at a first end of the flatcar. The second fixed end is coupled to the flatcar at a second end of the flatcar, opposite the first end. The autorack module is configured to detachably engage the coupling apparatus. The autorack module includes a floor panel configured to transport at least one vehicle, a first open end, and a second open end. The second open end is opposite the first open end. The first fixed end is configured to cover the first open end and to prevent a vehicle from exiting the autorack module through the first open end when the autorack module is engaged to the coupling apparatus and positioned between the first and second fixed ends.

Description

RELATED APPLICATIONS

This application claims priority to U.S. Provisional Application Ser. No. 62/870,470 entitled “MODULAR AUTORACK,” filed Jul. 3, 2019, the entire content of which is incorporated herein by reference.

TECHNICAL FIELD OF THE INVENTION

This disclosure relates generally to railcars, and more particularly to a modular autorack.

BACKGROUND

Automobile manufacturers often transport vehicles via railroad lines on multi-deck railcars, such as autoracks. In general, larger vehicles (such as trucks and SUVs) are transported on bi-level autoracks and smaller vehicles (such as compact cars and sedans) are transported on tri-level autoracks.

SUMMARY

Automobile manufacturers often transport vehicles via railroad lines on multi-deck railcars, such as autoracks. Shipping by rail can significantly reduce the cost of shipping such vehicles over long distances as compared with shipping by tractor-trailer. Accordingly, rail lines typically try to maximize the number of vehicles that can be shipped on any given train. One factor that limits the number of vehicles that can be shipped on an individual autorack, however, is the height limit imposed on the autorack due to the presence of bridges, tunnels, and other obstructions over the railway tracks on which the autorack travels. Consequently, while bi-level autoracks are generally used to provide adequate clearance when shipping larger vehicles (such as trucks and SUVs), tri-level autoracks are typically preferred for shipping smaller vehicles (such as compact cars and sedans), as the additional deck enables a larger number of vehicles to be shipped on a single autorack.

The mix between the number of smaller vehicles and the number of larger vehicles to be transported by a rail line typically depends on a variety of continually changing factors. These may include customer demand, the vehicle types being built at factories around the country, and the vehicle types arriving to the country at ports of entry. Accordingly, maximizing the number of vehicles a given train is able to carry may require converting between bi-level and tri-level autoracks, to accommodate any given mix of vehicles the train is faced with transporting. However, converting from one configuration of decks to another is typically an expensive and time-consuming process. Furthermore, the use of circus loading, as described below, typically relies on the presence of strings of autoracks within a train, with each autorack within a string containing the same number of decks as the other autoracks. Accordingly, not only is it unlikely for a mix of smaller and larger vehicles to be transported in a single autorack, it is also unlikely for such a mix to be transported in strings of adjacent autoracks, which may reduce the efficiency of vehicle transportation by rail.

Circus loading typically involves loading a series of autoracks, lined up end-to-end, through the first end of the first autorack in the string. The process of circus loading vehicles into an autorack begins at a pre-trip site where the interiors of the racks are inspected and cleaned. Then, the autorack cars are moved to a loading ramp and separated into strings of around five autoracks each. The autoracks within each string must be carefully located, in order to keep the separation between adjacent autoracks approximately uniform. This is important because circus loading relies on the placement of bridge plates between decks of adjacent autoracks, such that vehicles may be driven into the open end of the first autorack in the string, across the bridge plates into the second autorack, and so on until the vehicle is located at the far end of the last autorack in the string. Other vehicles follow until one of the decks of every autorack in the string is filled with vehicles.

Circus loading is a highly inefficient process. First, ensuring that each autorack within the string of autoracks to be loaded is suitably spaced from its adjacent autorack(s) (to permit proper installation of the bridge plates) is a time-consuming process. Typically, a string of autoracks within a train is identified to be loaded, and the string is separated from the rest of the train at an unloading area. The handbrake on the last autorack in the string is applied and then the remaining autoracks are pulled away from the last autorack until the desired spacing between the last autorack and the adjoining rack is achieved. Then, the handbrake on the second-last autorack is applied and the remaining autoracks in the string are pulled away from the last two autoracks until the desired spacing between the second-last autorack and the third-last autorack is achieved. This process is repeated until all of the autoracks are properly spaced from one another and all have their handbrakes set. During this process, if one of the handbrakes is not set properly and any of the autoracks move relative to one another, the process may have to be redone in whole or in part, depending on where the slippage occurred.

Secondly, a large infrastructure is generally required to support the process of loading and unloading autoracks. For example, a large number of employees are typically needed to locate vehicles in a parking lot, drive the vehicles to the loading area, and then load these vehicles into the autoracks. These drivers must then be transported back to the parking lot to retrieve additional vehicles. Additional personnel are typically needed to manually position the bridge plates between adjacent autoracks.

The loading and unloading processes also tend to require acres of land where the vehicles may temporarily be stored prior to loading and after unloading. Due to these requirements, available locations for loading and unloading tend to be geographically quite limited, typically requiring additional non-rail transport of the vehicles from the unloading site to the local dealerships where they are to be sold.

Several different methods have been proposed to reduce these inefficiencies; however, none has been broadly accepted. This is typically because the proposed methods generate additional problems and/or prove too costly or time-consuming to implement. For example, palletizing the vehicles was tried, but using a one-size-fits-all pallet decreases the number of vehicles that may be transported on a given railcar, while using different sized pallets for different vehicles proved logistically unfeasible, as pallets ended up not being where they were needed or were collecting in areas where they were not needed.

Another method that was tried, with limited success, was placing vehicles in containers. However, this method, too, faced problems relating to the wide range of different sized vehicles to be transported. For example, not only did the number of vehicles that could be placed on a given railcar suffer, but larger vehicles, such as smaller delivery trucks, were unable fit into standard containers. Additionally, the containers were limited to a single deck (i.e. there was no provision for bi-level or tri-level configurations), because the containers were placed on top of intermodal containers within well cars, where the height restriction of the railcars prevented any additional levels of vehicles or additional containers being stacked on top. While it may be possible to place such containers on different railcar types with lower profiles, stacking containers on top of one another takes up too much vertical height, such that tri-level configurations are likely not possible. Furthermore, transporting vehicles via containers is not compatible with the current process of circus loading vehicles into autoracks and would therefore likely require significant infrastructure changes to accommodate.

This disclosure contemplates a modular autorack that addresses one or more of the above issues. The system includes a flatcar and an autorack module configured to couple to the flatcar. The autorack module may be configured to move to the side of the flatcar for loading and unloading, or to uncouple completely from the flatcar. This configuration is compatible with current circus loading practices, such that companies do not need to overhaul their current infrastructure before using the modular autorack. However, it also permits a variety of non-circus loading techniques which offer numerous advantages, and which may gain popularity in the future, as automated systems are adopted for loading and unloading railcars. As an example, vehicle storage towers have been developed which greatly reduce the amount of land required to store large numbers of vehicles. Vehicles may be loaded directly from such towers into an autorack module and/or unloaded directly from the module into such towers. For example, in certain embodiments, an autorack module may be disconnected and positioned, via a crane, next to a given level in the tower for loading/unloading. As another example, in certain embodiments, vehicles may be loaded/unloaded directed into/out of an elevator used to position vehicles within a storage tower. Certain embodiments of the modular autorack are described below.

According to one embodiment, a modular autorack system includes a flatcar, a first fixed end, a second fixed end, a coupling apparatus, and an autorack module. The first fixed end is coupled to the flatcar at a first end of the flatcar. The second fixed end is coupled to the flatcar at a second end of the flatcar. The second end of the flatcar is opposite the first end of the flatcar. The coupling apparatus is coupled to the flatcar. The autorack module is configured to detachably engage the coupling apparatus. The autorack module includes a floor panel, a first open end, and a second open end. The second open end is opposite the first open end. The floor panel is configured to transport at least one vehicle. The first fixed end is configured to cover the first open end and to prevent a vehicle from exiting the autorack module through the first open end when the autorack module is engaged to the coupling apparatus and positioned between the first fixed end and the second fixed end.

According to another embodiment, an autorack module includes a floor panel, a first open end, a second open end, and a first coupling apparatus. The floor panel is configured to transport at least one vehicle. The second open end is opposite the first open end. The first coupling apparatus is coupled to the floor panel. The first coupling apparatus is configured to detachably engage a second coupling apparatus of a modular autorack. The modular autorack includes a flatcar, the second coupling apparatus coupled to the flatcar, a first fixed end, and a second fixed end. The first fixed end is coupled to the flatcar at a first end of the flatcar. The second fixed end is coupled to the flatcar at a second end of the flatcar. The second end of the flatcar is opposite the first end of the flatcar. The first fixed end is configured to cover the first open end of the autorack module and to prevent a vehicle from exiting the autorack module through the first open end when the first coupling apparatus is engaged to the second coupling apparatus and the autorack module is positioned between the first fixed end and the second fixed end.

According to a further embodiment, a method includes removing a first autorack module from a modular autorack. The modular autorack includes a flatcar, a first fixed end, a second fixed end, and a first coupling apparatus. The first fixed end is coupled to the flatcar at a first end of the flatcar. The second fixed end is coupled to the flatcar at a second end of the flatcar. The second end of the flatcar is opposite the first end of the flatcar. The first autorack module includes a floor panel and a second coupling apparatus. The floor panel is configured to transport at least one vehicle. The second coupling apparatus is coupled to the floor panel. The second coupling apparatus is configured to detachably engage the first coupling apparatus. The first fixed end is configured to cover a first open end of the autorack module and to prevent a vehicle from exiting the autorack module through the first open end when the first coupling apparatus is engaged to the second coupling apparatus and the first autorack module is positioned between the first fixed end and the second fixed end. Removing the first autorack module from the modular autorack includes disengaging the first coupling apparatus from the second coupling apparatus. The method also includes placing a second autorack module on the modular autorack. The first coupling apparatus is further configured to detachably engage a third coupling apparatus. The third coupling apparatus is coupled to the second autorack module. Placing the second autorack module on the modular autorack includes engaging the first coupling apparatus with the third coupling apparatus. Certain embodiments of the modular autorack provide one or more technical advantages.

For example, an embodiment enables autorack modules to be disconnected from a railcar prior to loading with vehicles, such that the cleaning, inspection, and/or deck height reconfiguration processes may be simplified. As another example, an embodiment enables the use of both circus loading and non-circus loading methods. As an additional example, an embodiment may provide greater flexibility for vehicle shipping, by enabling a variety of different sized vehicles to be positioned on adjacent flatcars or within the same flatcar. As another example, vehicles may be delivered much closer to the final customer, as vehicles may be unloaded from an autorack module at nearly any location, while the module remains part of the train. As a further example, an embodiment enables an autorack module to be easily replaced with a modular top of another design, thereby changing the railcar from an autorack into a railcar of another type. Certain embodiments may include none, some, or all of the above technical advantages. One or more other technical advantages may be readily apparent to one skilled in the art from the figures, descriptions, and claims included herein.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of the present disclosure, reference is now made to the following description, taken in conjunction with the accompanying drawings, in which:

FIG. 1 illustrates the modular autoracks of the present disclosure in a configuration compatible with the conventional circus loading process;

FIG. 2 illustrates the modular autoracks of the present disclosure in which the autorack module may move laterally with respect to the flatcar on which it is coupled, to accommodate non-circus loading;

FIGS. 3A through 3C present examples of uni-level, bi-level, and tri-level autorack modules;

FIGS. 4A and 4B illustrate the flatcar of the modular autorack with and without an autorack module coupled to it;

FIGS. 5A through 5D present an example coupling apparatus configured to couple an autorack module to a flatcar;

FIGS. 6A through 6D present an additional example of a coupling apparatus configured to couple an autorack module to a flatcar;

FIGS. 7A through 7C present an example illustrating a process by which vehicles may be unloaded from an autorack module;

FIG. 8 illustrates a module autorack configured to hold multiple autorack modules;

FIG. 9 presents an additional example illustrating a process by which vehicles may be unloaded from an autorack module and into a vehicle storage tower; and

FIG. 10 presents a flowchart illustrating an example method of operating the modular autorack of the present disclosure.

DETAILED DESCRIPTION

Embodiments of the present disclosure and its advantages are best understood by referring to FIGS. 1 through 10 of the drawings, like numerals being used for like and corresponding parts of the various drawings.

Automobile manufacturers often transport vehicles via railroad lines on multi-deck railcars, such as autoracks. In general, semi-trailers are transported on single level autoracks, larger vehicles (such as trucks and SUVs) are transported on bi-level autoracks, and smaller vehicles (such as compact cars and sedans) are transported on tri-level autoracks. The mix between the number of smaller vehicles and the number of larger vehicles to be transported by a rail line typically depends on a variety of continually changing factors. These may include customer demand, the vehicle types being built at factories around the country, and the vehicle types arriving to the country at ports of entry. Therefore, the number of decks in a given autorack is ideally configurable to adjust to accommodate a range of vehicle sizes. However, converting from one configuration of decks to another in a conventional autorack is typically an expensive and time-consuming process. Additionally, the use of the circus loading process to load and unload strings of autoracks typically relies on the presence of adjacent autoracks that include the same number of decks. Accordingly, a train composed of conventional autoracks is poorly suited for adjusting to maximize the number of vehicles that the train may transport, when presented with varying mixes of vehicle sizes.

In contrast to conventional autoracks, the modular autorack of the present disclosure is configured to easily accommodate any number of vehicle decks. In particular, in certain embodiments, the modular autorack is configured to couple to one or more autorack modules, where each module may include any number of vehicle decks. For example, initially, a first autorack module that includes two decks may be coupled to the modular autorack and used to transport larger vehicles, such as trucks and SUVs. If, however, it is desirable for the modular autorack to transport smaller vehicles, such as compact cars and sedans instead, this first autorack module may easily be uncoupled from the modular autorack, removed from the modular autorack, and replaced with a second autorack module that includes three decks. Additionally, to help ensure compatibility with existing rail line infrastructure, this disclosure contemplates that in certain embodiments, the autorack modules are compatible with both the conventional circus loading process as well as non-circus loading processes. The modular autorack and autorack modules of the present disclosure will be described in more detail using FIGS. 1 through 10.

FIGS. 1 and 2 illustrate the compatibility of the modular autoracks of the present disclosure with both the conventional circus loading process and non-circus loading processes. FIG. 1 illustrates a string of modular autoracks 100 configured for conventional circus loading. Modular autoracks 100 include flatcars 115 and fixed ends 110 located at either end of flatcar 115. Autorack modules 105 couple to modular autoracks 100 by coupling to flatcars 115. For example, a flatcar 115 may include one or more coupling apparatus configured to detachably engage one or more coupling apparatus of an autorack module 105. When modular autoracks 100 are in motion, fixed ends 110 are configured to cover open ends of autorack modules 105, to prevent vehicles from exiting autorack modules 105 through the open ends. As illustrated in FIG. 1, in certain embodiments, fixed ends 110 include doors that are configured to open, to allow vehicles to pass from one autorack module 105 into the next, in order to load vehicles into autorack modules 105. Ensuring that modular autoracks 100 are compatible with circus loading may be desirable as such autoracks may therefore be operable within a rail line's current infrastructure. This may enable a rail line to gradually adopt new technologies, which rely on non-circus loading processes, and which may prove more efficient than the current loading/unloading process. If the modular autoracks of the present disclosure were not compatible with current rail line infrastructure, it is unlikely that the market would widely adopt such autoracks, potentially hampering the development of more efficient loading/unloading processes.

FIG. 2 illustrates the same string of modular autoracks 100, in which autorack module 105A is configured for non-circus loading. This disclosure contemplates that in certain embodiments, the coupling apparatus, configured to couple autorack modules 105 to flatcars 115, facilitates lateral movement of autorack module 105 with respect to flatcar 115. Accordingly, FIG. 2 illustrates autorack module 105A moved laterally such that the ends of autorack module 105A are no longer covered by fixed ends 110. In certain embodiments, fixed ends 110 may be doors that are left closed. In other embodiments, fixed ends 110 may be a single piece of material that is configured to cover open ends of autorack modules 105, when the autorack modules 105 are resting on flatcar 115, thereby preventing vehicles loaded into autorack modules 105 from exiting autorack modules 105 through the open ends of the modules.

This disclosure contemplates that the coupling apparatus may include a locking mechanism configured to lock autorack module 105A in place on flatcar 115 during rail travel, to prevent the lateral movement of autorack module 105A, as described above, when autorack module 105A is in transit. In certain embodiments, the locking mechanism may additionally be configured to lock autorack module 105A in place once autorack module 105A has been moved laterally to a loading position, as illustrated in FIG. 2, to prevent any significant movement of the autorack module 105A during the loading/unloading process.

When autorack module 105A is moved laterally with respect to flatcar 115, a support system may be required to prevent autorack module 105A from tipping over. This disclosure contemplates that any suitable support system may be used in conjunction with the modular autoracks of the present disclosure. For example, in certain embodiments, autorack module 105A may be supported from below by a support system resting on the ground beside the rail track. In other embodiments, autorack module 105A may be supported from above by an overhead crane, fastened to the autorack module 105A.

FIGS. 3A through 3C present example autorack modules with different numbers of decks. Each autorack module 105 contains a pair of sidewalls 310, a roof section 305, and a floor 315. In certain embodiments, floor 315 includes a deck 320 coupled to additional structures and is configured to support the weight of the vehicles within the autorack module 105, when autorack module 105 is uncoupled from flatcar 115, or moved laterally with respect to flatcar 115. FIG. 3A illustrates an example autorack module with no additional decks, configured for uni-level operation; FIG. 3B illustrates an example autorack module with one deck 320, configured for bi-level operation; and FIG. 3C illustrates an example autorack module 105 with two decks 320, configured for tri-level operation. This disclosure contemplates that decks 320 may be moved to various vertical locations within autorack modules 105. In this manner, each autorack module may be configured to maximize the efficient use of vertical space within the module, in contrast to previous container-style designs which are typically only capable of transporting a single level of vehicles. This disclosure contemplates that when configured for circus loading, decks 320 in a given autorack module should be set to the same uni-level, bi-level or tri-level position as decks 320 in the adjacent autorack modules in the string of autorack modules to be loaded/unloaded. While FIGS. 3A through 3C present example autorack modules with certain numbers of decks, this disclosure contemplates that the autorack modules of the present disclosure may be configured with any number of decks.

As can be seen in FIGS. 4A and 4B, in certain embodiments, autorack modules 105 may be completely uncoupled from flatcars 115. FIG. 4A illustrates an autorack module 105 coupled to a flatcar 115, while FIG. 4B illustrates a flatcar 115 from which an autorack module 105 has been decoupled. While described as autorack module 105 coupling to flatcar 115, this disclosure contemplates that modular autorack 100 may include any type of railcar floor structure or underframe and that autorack module 105 may be configured to couple to any such railcar floor structure or underframe. For example, in certain embodiments, autorack module 105 couples to an underframe that includes a center sill, truck bolsters, and cross braces. This disclosure contemplates that flatcar/underframe 115 is not dependent upon autorack module 105 for structural integrity; flatcar/underframe 115 may be transported without being coupled to autorack module 105. Thus, a modular autorack 100 may transport a first autorack module to a first location where the first autorack module is then removed. The flatcar/underframe may then be transported to a second location, where a second autorack module is coupled to the flatcar/underframe for transport to a third location.

Decoupling an autorack module 105 from a flatcar 115 may be desirable, as it may be easier to clean, inspect, and/or reconfigure the decks 320 within the autorack module 105 when it is uncoupled from flatcar 115. The ability to decouple an autorack module 105 from a flatcar 115 may additionally be advantageous in situations where the module is damaged or worn out. Rather than removing the entire autorack car from service to repair or replace it, the autorack module 105 may be decoupled from flatcar 115 and easily replaced with another module, while the damaged module is shipped to a repair shop.

This disclosure contemplates that an autorack module 105 may be coupled to a flatcar 115 using any suitable coupling apparatus. For example, in certain embodiments, the coupling apparatus facilitates lateral motion of autorack module 105 relative to flatcar 115, such that autorack module 105 may be moved to the side of flatcar 115 for non-circus loading. In other embodiments, the coupling apparatus may include a sliding or frictions slip coupler to minimize transfer of action load from flatcar 115 to autorack module 105.

In certain embodiments, flatcar 115 may include multiple coupling apparatuses positioned at multiple locations on flatcar 115 to enable flatcar 115 to couple to a variety of different modular tops. For example, a first autorack module may be configured to couple to flatcar 115 using a first set of coupling apparatus on flatcar 115, while a second autorack module may be configured to couple to flatcar 115 using a second set of coupling apparatus on flatcar 115. The second set of coupling apparatus may go unused when the first autorack module is coupled to flatcar 115. Similarly, the first set of coupling apparatus may go unused with the second autorack module is coupled to flatcar 115. In certain embodiments, the positions of the coupling apparatus may vary transversely across flatcar 115 to accommodate autorack modules of various widths.

In certain embodiments, the coupling apparatus includes one or more female portions (i.e., recessed portions) coupled to flatcar 115 and configured to detachably engage one or more male portions (i.e. protruding portions), coupled to autorack module 105. In certain other embodiments, the coupling apparatus includes one or more male portions coupled to flatcar 115 and configured to detachably engage one or more female portions coupled to autorack module 105. In such embodiments, autorack module 105 may be configured to be lifted off of/lowered onto flatcar 115. When autorack module 105 is lowered onto flatcar 115, the male portions of the coupling apparatus slide into the female portions of the coupling apparatus. FIGS. 5A through 5D present an example of a female coupler portion and FIGS. 6A through 6C present an example of a male coupler portion, for use in such embodiments.

FIG. 5A is an overhead schematic of a female portion of a coupler apparatus, according to some embodiments. Female coupler portion 92 includes recessed portion 96 for receiving the male coupler portion. Recessed portion 96 is positioned on a surface 98. In certain embodiments, surface 98 includes a surface on flatcar 115. In other embodiments, surface 98 includes a surface on the underside of floor 315 of autorack module 105. This disclosure contemplates that female coupler portion 92 may be formed from steel or any other suitable material. For example, in certain embodiments, female coupler portion 92 may be formed from the same material as a surface of flatcar 115. In other embodiments, female coupler portion 92 may be formed from the same material as a surface of the underside of floor 315 of autorack module 105. In further embodiments, female couple portion 92 may be formed from a different material from the material forming the surface of flatcar 115 and/or the surface forming the underside of floor 315 of autorack module 105.

FIG. 5B is a cross-section schematic of female portion 92 of the coupler apparatus, illustrated in FIGS. 5 and 6. The illustrated cross-section is viewed from the line labeled A-A in FIG. 5A. FIG. 5C is a side view schematic of female portion 92 of the coupler apparatus, illustrated in FIGS. 5 and 6. FIG. 5D is another cross-section schematic of female portion 92 of the coupler apparatus illustrated in FIGS. 5 and 6. The illustrated cross-section is viewed from the line labeled B-B in FIG. 5C.

As illustrated in FIGS. 5A-5D, recessed portion 96 of female portion 92 is of a length l at its longest dimension, a width w at its widest dimension, and a depth d at its deepest dimension. This disclosure contemplates that recessed portion 96 of female coupling portion 92 may include any recessed geometry. For example, in certain embodiments, recessed portion 96 may include a rectangular recessed portion of length l, width w, and uniform depth d. As another example, in certain embodiments (and as illustrated in FIGS. 5A-5D), recessed portion 96 may include a stadium-shaped recessed portion of uniform depth d, wherein the stadium-shape includes a rectangle of length l−2r, and width w=2r, in which the sides of the rectangle along the direction of its length are capped with semicircles of radius r. In certain other embodiments, recessed portion 96 may include a rectangular geometry or a stadium-shaped geometry, with non-uniform depth d. For example, in certain such embodiments, recessed portion 96 may include a taper in the direction away from surface 98, such that a length l_T of recessed portion 96, measured at depth d, and a width w_T of recessed portion 96, measured at depth d, are smaller that length l and width w, measured at surface 94.

FIG. 6A is an overhead schematic of a male portion of a coupler apparatus, according to some embodiments. Male coupler portion 94 includes protruding portion 97 for fitting into recessed portion 96 of female coupler portion 92. Protruding portion 97 is positioned on surface 99. In certain embodiments, surface 99 includes a surface on flatcar 115. In other embodiments, surface 99 includes a surface on the underside of floor 315 of autorack module 105. This disclosure contemplates that male coupler portion 94 may be formed from steel or any other suitable material. For example, in certain embodiments, male coupler portion 94 may be formed from the same material as a surface of flatcar 115. In other embodiments, male coupler portion 94 may be formed from the same material as a surface of the underside of floor 315 of autorack module 105. In further embodiments, male coupler portion 94 may be formed from a different material from the material forming the surface of flatcar 115 and/or the surface forming the underside of floor 315 of autorack module 105.

Male coupler portion 94 is sized to fit within recessed portion 96 of female coupler portion 92. In particular embodiments, protruding portion 97 may be between 1/16 to 1 inch smaller than recessed portion 96, which facilitates slippage (longitudinally and/or transversely) between the autorack module and flatcar 115.

FIG. 6B is a side view schematic of male coupler portion 94 of the coupler apparatus, illustrated in FIGS. 5A-5D and 6A-6C. FIG. 6C is a cross-section schematic of male coupler portion 94 of the coupler apparatus, illustrated in FIGS. 5A-5D and 6A-6C. The illustrated cross-section is viewed from the line labeled A-A in FIG. 6B.

As illustrated in FIGS. 6A-6C, protruding portion 97 is of a length L at its longest dimension, a width W at its widest dimension, and a height H at its tallest dimension. This disclosure contemplates that protruding portion 97 of male coupler portion 94 may include any protruding geometry capable of fitting into recessed portion 96 of female portion 92. For example, in certain embodiments, protruding portion 97 may include a rectangular protruding portion of length L, width W, and uniform height H, where L is less than l, W is less than w, and H is less than d, where l, w, and d define dimensions of recessed portion 96, as described above, in the discussion of FIGS. 5A-5D. As another example, in certain embodiments, protruding portion 97 may include a stadium-shaped protruding portion of uniform height H, wherein the stadium-shape includes a rectangle of length L−2R, and width W=2R, in which the sides of the rectangle along the direction of its length are capped with semicircles of radius R, and R is less than r, where r defines a dimension of recessed portion 96, as described above, in the discussion of FIGS. 5A-5D. In certain other embodiments, protruding portion 97 may include a rectangular geometry or a stadium-shaped geometry, with non-uniform height H. For example, in certain such embodiments, protruding portion 97 may include a taper in the direction away from surface 99, such that a length L_T of protruding portion 97, measured at height H, and a width W_T of protruding portion 97, measured at height H, are smaller than length L and width W, measured at surface 99.

In certain embodiments, male protruding portion 97 may be smaller than female recessed portion 96, to facilitate slippage (longitudinally and/or transversely) between autorack module 105 and flatcar 115. This slippage may prevent or reduce action loads from transferring to the autorack module 105 from flatcar 115. Similarly, the slippage may prevent lading loads from transferring from the autorack module 105 to the flatcar 115.

FIGS. 7A through 7C illustrate an example of non-circus unloading. Autorack module 105 is first moved laterally with respect to flatcar 115, as illustrated in FIG. 7A, such that the open ends of autorack module 105 are no longer covered by fixed ends 110, coupled to flatcar 115. Pallets 505 may then be positioned next to the open ends of autorack module 105, as illustrated in FIG. 7B, and vehicles 325 may be unloaded from autorack module 105 onto these pallets 505, as illustrated in FIG. 7C. A similar process may be used to load vehicles 325 into autorack module 105. This disclosure contemplates that in certain embodiments, vehicles 325 may be driven off of autorack module 105, while in other embodiments, vehicles 325 may be towed out of autorack module 105. While FIGS. 7A through 7C illustrate the unloading of vehicles 325 onto pallets 505, this disclosure contemplates that vehicles 325 may be towed out of autorack module 105 onto the ground, a ramp, or any other suitable surface. FIG. 7 illustrates the unloading of vehicles 325 from either end of autorack module 105. This disclosure also contemplates that in certain embodiments, vehicles 325 may be unloaded from only one end of autorack module 105.

In certain embodiments, the openings of the open ends of autorack modules 105 are larger than the openings provided by the end doors of conventional autoracks. Accordingly, in such embodiments, the clearance for vehicles 325 entering/exiting autorack module 105 may be maximized, reducing the opportunity for vehicle damage to occur.

For non-circus loading methods, vehicles 325 may be loaded into and unloaded from individual autorack modules 105 using a variety of different methods. For example, in certain embodiments, vehicles 325 may be manually driven into autorack modules 105 by rail line employees. In other embodiments, vehicles may be driven autonomously into modules 105, or mechanically placed in modules 105, such that employees do not need to enter modules 105. Such embodiments may reduce the possibility of vehicle damage, as personnel do not need to traverse the limited space between the vehicle and the wall of the autorack module 105. Additionally, because personnel do not need to access the interior of the autorack modules 105, certain embodiments may employ side screens 310 that do not have holes in them, as the light and ventilation provided by such holes may no longer be required. Accordingly, certain embodiments, provide improved aerodynamics, as compared with conventional autoracks, thereby reducing fuel consumption.

When circus loading of vehicles is no longer used, greater flexibility may be achieved in shipping vehicles 325. For example, the personnel ergonomics may be improved for loading and unloading personnel because bridge plates are no longer needed, and spotting of autoracks to make sure they are the proper distance from each other for bridge plate installation may be eliminated. Additionally, adjacent autoracks need not be configured the same way. Rather, adjacent autoracks may be configured independently of one another, such that a bi-level autorack module 105 may be positioned between a pair of tri-level autorack modules 105, for example. Furthermore, in certain embodiments, vehicles 325 may be delivered closer to their final destinations than is currently possible with conventional autoracks. For example, in certain embodiments, autoracks do not need to be separated into shorter car strings for unloading. Rather, vehicles 325 may be unloaded at nearly any location while still part of the train. For example, the train may stop on any siding rail, the module or modules 105 containing the vehicles of interest 325 may be located, and the autorack module 105 housing the vehicles 325 may be moved laterally, with respect to flatcar 115, or removed from flatcar 115, for vehicle unloading. Once the unloading process has completed, the autorack module 105 may be repositioned on flatcar 115 and the train may proceed.

As illustrated in FIGS. 7A through 7C, in certain embodiments, autorack module 105 may extend the length of flatcar 115, such that it is not possible to position more than one autorack module 105 on a single flatcar 115. However, this disclosure additionally contemplates the use of smaller autorack modules 605, such that multiple autorack modules 605 may be positioned on a single flatcar 115. The use of smaller autorack modules 605 is illustrates in FIGS. 8 and 9.

FIG. 8 illustrates a flatcar 115 on which four autorack modules 605 may be placed. This disclosure contemplates that autorack modules 605 may be of any length, such that more than one autorack module 605 may fit onto a flatcar 115. For example, in certain embodiments, autorack modules 605 are less than half the distance between fixed ends 110 in length. This disclosure additionally contemplates that autorack modules 605 may be of different lengths. For example, two autorack modules 605 may be positioned on a single flatcar 115, in which the first autorack module 605 is of a length approximately three-quarters the distance between fixed ends 110, while the second autorack module 605 is of a length approximately one-quarter the distance between fixed ends 110. In certain embodiments, autorack modules 605 are configured to hold a single vehicle on each deck. In other embodiments, autorack modules 605 are configured to hold multiple vehicles on each deck.

Each autorack module 605 may be coupled to flatcar 115 using its own coupling apparatus. For example, a first coupling apparatus coupled to a first autorack module 605 may be configured to couple the first autorack module 605 to flatcar 115 by detachably engaging a first coupling apparatus of flatcar 115, while a second coupling apparatus coupled to a second autorack module 605 may be configured to couple the second autorack module 605 to flatcar 115 by detachably engaging a second coupling apparatus of flatcar 115. In certain embodiments, autorack modules 605 are coupled to flatcar 115 using a coupling apparatus that facilitates lateral movement of the autorack modules 605 relative to the flatcar 115. In other embodiments, autorack modules 605 are coupled to flatcar 115 using the male and female portions described in the discussion of FIGS. 5 and 6.

FIG. 9 illustrates the use of a crane, fastened to an autorack module 605, to unload vehicles 325 into a tower 705. Tower 705 contains various levels 710. Fasteners 720 are attached to autorack module 605 and coupled to the crane via attachment mechanism 725. Autorack module 605 is then lifted by the crane and positioned next to tower 705 at a desired level 710, where a vehicle 325 may then be removed from autorack module 605. This disclosure contemplates that vehicle 325 may be removed from autorack module 605 by an automatic and/or mechanical towing mechanism.

As can be seen in FIG. 9, this disclosure contemplates that autorack modules 605 with different deck configurations may be placed on the same flatcar 115. For example, a bi-level autorack module 605 may be placed adjacent to a tri-level autorack module 605. In this manner, smaller vehicles may be transported on the same flatcar 115 as larger vehicles.

FIG. 10 presents a flowchart illustrating an example method of operating the modular autorack of the present disclosure. In step 1005, a first autorack module 105/605 is uncoupled from flatcar 115 of modular autorack 100. In certain embodiments, prior to uncoupling first autorack module 105/605 from flatcar 115, first autorack module 105/605 is moved laterally with respect to flatcar 115, such that the open ends of first autorack module 105/605 are no longer covered by fixed ends 110, and vehicles are unloaded from first autorack module 105/605. In step 1010, first autorack module 105/605 is removed from flatcar 115 of modular autorack 100. In certain embodiments, removing first autorack module 105/605 from flatcar 115 includes lifting first autorack module 105/605 off of flatcar 115 using a crane or a hoist. In certain embodiments, removing first autorack module 105/605 from flatcar 115 may include uncoupling first autorack module 105/605 from flatcar 115. For example, uncoupling first autorack module 105/605 from flatcar 115 may include disengaging a coupling apparatus of first autorack module 105/605 from a coupling apparatus of flatcar 115. As an example, a protruding/recessed portion of flatcar 115 may be configured to couple with a recessed/protruding portion of second autorack module 105/605, such that uncoupling occurs between second autorack module 105/605 and flatcar 115 when the protruding portion is removed from the recessed portion. In some embodiments, after removing first autorack module 105/605 from flatcar 115, vehicles may be removed from first autorack module 105/605.

In step 1015, a second autorack module 105/605 is placed on flatcar 115 of modular autorack 100. In step 1020, the second autorack module 105/605 is coupled to flatcar 115 of modular autorack 100. In certain embodiments, placing second autorack module 105/605 on flatcar 115 may include coupling second autorack module 105/605 to flatcar 115. For example, coupling second autorack module 105/605 to flatcar 115 may include engaging a coupling apparatus of second autorack module 105/605 with a coupling apparatus of flatcar 115. As an example, a protruding/recessed portion of flatcar 115 may be configured to couple with a recessed/protruding portion of second autorack module 105/605, such that coupling occurs between second autorack module 105/605 and flatcar 115 when the protruding portion enters the recessed portion. In certain embodiments, vehicles may be loaded onto second autorack module 105/605 prior to placing second autorack module 105/605 onto flatcar 115. In some embodiments, vehicles may be loaded onto second autorack module 105/605 after placing second autorack module 105/605 onto flatcar 115 and coupling second autorack module 105/605 to flatcar 115. For example, the coupling apparatus used to couple second autorack module 105/605 to flatcar 115 may facilitate lateral movement of second autorack module 105/605, such that second autorack module 105/605 may be moved laterally with respect to flatcar 115, after being coupled to flatcar 115, such that the open ends of second autorack module 105/605 are no longer covered by fixed ends 110. Vehicles may then be loaded into second autorack module 105/605 through the open ends of second autorack module 105/605. In certain embodiments, the first and second autorack modules 105/605 may be of different lengths, and/or include different numbers of vehicle decks.

Modifications, additions, or omissions may be made to method 1000 depicted in FIG. 10. Method 1000 may include more, fewer, or other steps. For example, steps may be performed in parallel or in any suitable order. This disclosure contemplates that the steps may be performed by an individual, a machine, or any suitable device.

Although the present disclosure includes several embodiments, a myriad of changes, variations, alterations, transformations, and modifications may be suggested to one skilled in the art, and it is intended that the present disclosure encompass such changes, variations, alterations, transformations, and modifications as falling within the scope of the appended claims.

Claims

1. A modular autorack system comprising:

a flatcar;

a first fixed end coupled to the flatcar at a first end of the flatcar;

a second fixed end coupled to the flatcar at a second end of the flatcar, the second end of the flatcar opposite the first end of the flatcar;

a coupling apparatus coupled to the flatcar; and

an autorack module configured to detachably engage the coupling apparatus, the autorack module comprising: a floor panel configured to transport at least one vehicle; a first open end; and a second open end opposite the first open end, wherein the first fixed end is configured to cover the first open end and to prevent a vehicle from exiting the autorack module through the first open end when the autorack module is engaged to the coupling apparatus and positioned between the first fixed end and the second fixed end.

2. The modular autorack of claim 1, wherein each of the first fixed end and the second fixed end comprises at least one door.

3. The modular autorack of claim 1, wherein:

the coupling apparatus comprises at least one protruding portion; and

a protruding portion of the at least one protruding portion is configured to detachably engage a recessed portion of the autorack module.

4. The modular autorack of claim 1, wherein:

the coupling apparatus comprises at least one recessed portion; and

a recessed portion of the at least one recessed portion is configured to detachably engage a protruding portion of the autorack module.

5. The modular autorack of claim 1, wherein the coupling apparatus facilitates movement of the autorack module with respect to the flatcar between a first position in which the first fixed end covers the first open end of the autorack module and a second position in which the first fixed end does not cover the first open end.

6. An autorack module comprising:

a floor panel configured to transport at least one vehicle;

a first open end;

a second open end opposite the first open end; and

a first coupling apparatus coupled to the floor panel, the first coupling apparatus configured to detachably engage a second coupling apparatus of a modular autorack, the modular autorack comprising: a flatcar; the second coupling apparatus coupled to the flatcar; a first fixed end coupled to the flatcar at a first end of the flatcar; and a second fixed end coupled to the flatcar at a second end of the flatcar, the second end of the flatcar opposite the first end of the flatcar, wherein the first fixed end is configured to cover the first open end of the autorack module and to prevent a vehicle from exiting the autorack module through the first open end when the first coupling apparatus is engaged to the second coupling apparatus and the autorack module is positioned between the first fixed end and the second fixed end.

7. The autorack module of claim 6, further comprising at least one deck configured to transport at least one vehicle, wherein the floor panel and the at least one deck are configured to support a weight of a plurality of vehicles when the autorack module is detached from the modular autorack.

8. The autorack module of claim 6, further comprising a pair of side panels and a roof panel.

9. The autorack module of claim 6, wherein a length of the autorack module is substantially the same as a distance between the first fixed end of the modular autorack and the second fixed end of the modular autorack.

10. The autorack module of claim 6, wherein a length of the autorack module is less than half a distance between the first fixed end of the modular autorack and the second fixed end of the modular autorack, such that a second autorack module may be positioned between the first fixed end and the second fixed end when the autorack module is positioned between the first fixed end and the second fixed end.

11. The autorack module of claim 6, wherein:

the first coupling apparatus comprises at least one protruding portion; and

the second coupling apparatus comprises at least one recessed portion, wherein a protruding portion of the at least one protruding portion is configured to detachably engage a recessed portion of the at least one recessed portion.

12. The autorack module of claim 6, wherein:

the first coupling apparatus comprises at least one recessed portion; and

the second coupling apparatus comprises at least one protruding portion, wherein a recessed portion of the at least one recessed portion is configured to detachably engage a protruding portion of the at least one protruding portion.

13. A method comprising:

removing a first autorack module from a modular autorack, where: the modular autorack comprises: a flatcar; a first fixed end coupled to the flatcar at a first end of the flatcar; a second fixed end coupled to the flatcar at a second end of the flatcar, the second end of the flatcar opposite the first end of the flatcar; and a first coupling apparatus coupled to the flatcar; and the first autorack module comprises: a floor panel configured to transport at least one vehicle; and a second coupling apparatus coupled to the floor panel, the second coupling apparatus configured to detachably engage the first coupling apparatus, wherein the first fixed end is configured to cover a first open end of the autorack module and to prevent a vehicle from exiting the autorack module through the first open end, when the first coupling apparatus is engaged to the second coupling apparatus and the first autorack module is positioned between the first fixed end and the second fixed end; and removing the first autorack module from the modular autorack comprises disengaging the first coupling apparatus from the second coupling apparatus; and

placing a second autorack module on the modular autorack, wherein: the first coupling apparatus is further configured to detachably engage a third coupling apparatus, the third coupling apparatus coupled to the second autorack module; and placing the second autorack module on the modular autorack comprises engaging the first coupling apparatus with the third coupling apparatus.

14. The method of claim 13, wherein:

the first coupling apparatus comprises at least one protruding portion; and

the second coupling apparatus comprises at least one recessed portion, wherein a protruding portion of the at least one protruding portion is configured to detachably engage a recessed portion of the at least one recessed portion.

15. The method of claim 13, wherein:

the first coupling apparatus comprises at least one recessed portion; and

the second coupling apparatus comprises at least one protruding portion, wherein a recessed portion of the at least one recessed portion is configured to detachably engage a protruding portion of the at least one protruding portion.

16. The method of claim 13, further comprising, in response to placing the second autorack module on the modular autorack:

moving the second autorack module in a lateral direction with respect to the modular autorack, from a first position in which the first fixed end of modular autorack covers a first open end of the second autorack module to a second position in which the first fixed end does not cover the first open end of the second autorack module;

loading vehicles into the second autorack module; and

in response to loading the vehicles into the second autorack module, moving the second autorack module from the second position back to the first position.

17. The method of claim 16, further comprising:

in response to moving the second autorack module to the second position, locking the second autorack module in the second position; and

in response to loading the vehicles into the second autorack module, unlocking the second autorack module from the second position.

18. The method of claim 13, wherein removing the first autorack module from the modular autorack comprises lifting the first autorack module off of the modular autorack using at least one of a crane and a hoist.

19. The method of claim 13, further comprising, in response to removing the first autorack module from the modular autorack, unloading vehicles from the first autorack module.

20. The method of claim 13, wherein:

the first autorack module comprises a first number of decks; and

the second autorack module comprises a second number of decks, the second number of decks different from the first number of decks.