Note: Descriptions are shown in the official language in which they were submitted.
CA 02827931 2013-09-25
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
[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
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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
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[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
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"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.
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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.
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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.
=
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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
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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.
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[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
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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
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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
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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
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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.
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[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
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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
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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
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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
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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.
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