U.S. patent application number 09/769849 was filed with the patent office on 2001-11-22 for passenger and freight carrying vehicle.
Invention is credited to Dick, Harvey F., Gaspard, James G. II.
Application Number | 20010042996 09/769849 |
Document ID | / |
Family ID | 22553252 |
Filed Date | 2001-11-22 |
United States Patent
Application |
20010042996 |
Kind Code |
A1 |
Gaspard, James G. II ; et
al. |
November 22, 2001 |
Passenger and freight carrying vehicle
Abstract
A vehicle having a passenger area and a freight area to
transport passengers and freight, including an intermodal
container. The vehicle is supported by a truck frame connected to a
coach spine in a three-dimensional region so that forces from a
load on the freight area are distributed over the three-dimensional
region and into the passenger area. The vehicle preferably also
includes a retractable axle to increase the vehicle's freight
hauling capacity. An engine under the rear portion of the freight
area is preferably disposed between a forward region defined by a
ground clearance height and a vehicle height and a rearward region
defined by the departure angle and the vehicle height. The
vehicle's suspension system ensures a comfortable ride for
passengers under various loading conditions.
Inventors: |
Gaspard, James G. II;
(Golden, CO) ; Dick, Harvey F.; (Heflin,
AL) |
Correspondence
Address: |
Robert C. Dorr, Esq.
Dorr, Carson, Sloan & Birney, P.C.
3010 E. 6th Avenue
Denver
CO
80206
US
|
Family ID: |
22553252 |
Appl. No.: |
09/769849 |
Filed: |
January 25, 2001 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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09769849 |
Jan 25, 2001 |
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09634326 |
Aug 7, 2000 |
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6241308 |
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60154889 |
Sep 20, 1999 |
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Current U.S.
Class: |
296/178 |
Current CPC
Class: |
B60G 11/64 20130101;
B60G 2300/14 20130101; B60G 2200/314 20130101; B60G 9/00 20130101;
B60G 2204/1224 20130101; B61D 3/181 20130101; B60P 7/132 20130101;
B60G 2202/152 20130101; B60G 2200/341 20130101; B62D 31/025
20130101; B60G 2300/026 20130101; B60G 2202/135 20130101; B60P
1/6418 20130101; B60G 2204/1482 20130101 |
Class at
Publication: |
296/178 |
International
Class: |
B60J 001/00 |
Claims
We claim:
1. An intermodal coach comprising: a passenger area; a flatbed area
adjacent said passenger area; a chassis supporting both said
passenger area and said flatbed area; an intermodal container;
attachments connected to said flatbed area, said attachments
removably securing said intermodal container to said flatbed area
of said intermodal coach.
2. The intermodal coach of claim 1 wherein said intermodal
container is wrapped in a cover.
3. The intermodal coach of claim 1 wherein said intermodal
container has advertising displayed thereon.
4. The intermodal coach of claim 1 wherein said passenger area has
at least two levels.
5. The intermodal coach of claim 1 wherein the top of said
passenger area is substantially flush with the top of said
intermodal container when said intermodal container is loaded on
said flatbed area.
6. The intermodal coach of claim 1 wherein the sides of said
intermodal container are substantially flush with the sides of said
passenger area when said intermodal container is loaded on said
flatbed area.
7. The intermodal coach of claim 1 further comprising a pancake
engine, said pancake engine positioned beneath said flatbed
area.
8. The intermodal coach of claim 1 further comprising an engine,
said engine positioned beneath said flatbed area.
9. The intermodal coach of claim 1 further comprising four
attachments, each attachment connected to one corner of said
flatbed area.
10. The intermodal coach of claim 1 further comprising eight
attachments connected to said flatbed area.
11. The intermodal coach of claim 1 further comprising an
electronic routing system displaying at least the destination of
said intermodal container.
12. The intermodal coach of claim 1 wherein said chassis further
has a frame, an intermodal support, and a bus suspension.
13. An intermodal coach comprising: a forward double-decker
passenger area; a flatbed area extending rearward from said
passenger area; a coach chassis having a frame, an intermodal
support, and a bus suspension, said coach chassis supporting both
said forward double-decker passenger area and said flatbed area; an
intermodal container, the top of said passenger area flush with
said intermodal container and the sides of said intermodal
container inset from the sides of said passenger area when said
intermodal container is loaded on said flatbed area; and at least
four attachments, each of said at least four attachments connected
to a corner of said flatbed area, said at least four attachments
removably securing said intermodal container to said flatbed area
of said intermodal coach.
14. A vehicle comprising: a passenger area having a plurality of
passenger seats and at least one passenger luggage compartment; a
freight area rearward of said passenger area; a forward frame
supporting said passenger area; and a rearward frame supporting
said freight area, said rearward frame connected to at least said
forward frame in a three-dimensional region to support both said
passenger area and said freight area.
15. The vehicle of claim 14 wherein said forward frame is a partial
coach spine and said rearward frame is a partial truck frame.
16. The vehicle of claim 14 further comprising a secondary frame
connected to said rearward frame to support a load when placed
thereon.
17. The vehicle of claim 14 further comprising at least one freight
container removably connected to said freight area.
18. The vehicle of claim 17 wherein said at least one freight
container is an intermodal container.
19. The vehicle of claim 17 wherein said at least one freight
container is an airline belly container.
20. The vehicle of claim 17 wherein said freight container is
removably connected to said freight area with interlocking
attachments.
21. The vehicle of claim 17 wherein the top of said passenger area
is substantially flush with the top of said freight container.
22. The vehicle of claim 17 wherein the sides of said freight
container are substantially flush with the sides of said passenger
area.
23. The vehicle of claim 14 wherein said passenger area has at
least two levels, each said level having said passenger seats
therein.
24. The vehicle of claim 14 further comprising an overload warning
system signaling the driver when a load placed on said freight area
exceeds a predetermined load limit.
25. The vehicle of claim 14 further comprising a suspension system
supporting said passenger area and said freight area, said
suspension system providing a consistently comfortable ride to
passengers in said passenger area when there is no load, a partial
load, and a full load.
26. The vehicle of claim 25 wherein said suspension system further
includes air springs.
27. The vehicle of claim 26 wherein said air springs are adjustable
based on a gross vehicle weight.
28. A vehicle comprising: a passenger area having two passenger
levels and a passenger luggage compartment; a plurality of
passenger seats on said two passenger levels of said passenger
area; a freight area rearward of said passenger area; a suspension
system having adjustable air springs, said suspension system
supporting said passenger area and said freight area and providing
a consistently comfortable ride to passengers in said passenger
area when loaded to varying degrees; a freight container;
interlocking attachments connected to said freight area, said
interlocking attachments removably securing said freight container
to said freight area; a coach spine beneath said passenger area;
and a truck frame beneath said freight area, said truck frame
integrally connected to said coach spine to support both said
passenger area and said freight area.
29. A vehicle comprising: a passenger area, said passenger area
having a ceiling level, a rear wall and opposing side walls; a
forward frame supporting said passenger area and extending to said
rear wall; a freight area, said freight area having a rearward
frame overlapping said forward frame, said freight area supporting
a load when placed thereon; a three-dimensional area connecting
said forward frame and said rearward frame.
30. The vehicle of claim 29 wherein said three-dimensional area
further comprises: a first cross member extending across the front
portion of said rearward frame and connecting said forward frame to
said rearward frame; and a second cross member extending across
said rearward frame at the rear wall, said second cross member
connecting said forward frame to said rearward frame and to said
rear wall, said load when placed on said freight area being
distributed over said rearward frame and into said passenger
area.
31. The vehicle of claim 29 further comprising a plate connecting
said forward frame to said rearward frame.
32. The vehicle of claim 31 wherein said plate extends the entire
length of the overlap between said forward frame and said rearward
frame.
33. The vehicle of claim 30 wherein said second cross member is a
three-part member extending across the rear wall between said
opposing side walls and connected to the rear and side walls.
34. The vehicle of claim 29 further comprising rear support members
connected to said rearward frame at said rear wall and extending
vertically upward therefrom to the ceiling level, said rear support
members further connected to said rear wall and to said ceiling
level to distribute the force from the load over said freight area
and said passenger area.
35. The vehicle of claim 30 further comprising front support
members connected to said rearward frame at said first cross member
and extending vertically upward therefrom to the ceiling level,
said front support members further connected to said ceiling level
to distribute the force from the load over said freight area and
said passenger area.
36. The vehicle of claim 30 further comprising: a first diagonal
support member connected to said rearward frame at said first cross
member and extending diagonally upward therefrom and connected to
the ceiling level above said second cross member; a second diagonal
support member connected to said rearward frame at said second
cross member and extending diagonally upward therefrom and
connected to the ceiling level above said first cross member, said
first and second diagonal support members crisscrossing one another
substantially at the respective midpoints.
37. The vehicle of claim 29 wherein said forward frame is a coach
spine and said rearward frame is a truck frame.
38. The vehicle of claim 29 wherein said rearward frame extends
through said rear wall and overlaps said forward frame within said
passenger area thereby reducing the forces at the connection
between said forward frame and said rearward frame by distributing
at least part of the load on said freight area over said passenger
area.
39. The vehicle of claim 38 wherein said rearward frame extends
into said passenger area and overlaps with said forward frame for
substantially forty to fifty inches from said rear wall.
40. A vehicle comprising: a passenger area having a first and a
second level, a rear wall and opposing side walls; a coach spine
supporting said passenger area and extending to said rear wall; a
freight area carrying a load when placed thereon; a truck frame
beneath said freight area, said truck frame extending through said
rear wall of said passenger area and overlapping said coach spine;
a plate extending along the overlap between said truck frame and
said coach spine, said plate connecting said truck frame to said
coach spine; a first cross member extending across the front
portion of said truck frame and connecting said coach spine to said
truck frame; and a three-part cross member extending across said
truck frame between said side walls along said rear wall within
said passenger area, said second cross member connecting said coach
spine to said truck frame and to said rear and side walls; rear
support members connected to said truck frame at said rear wall and
extending vertically upward therefrom to the second level, said
rear support members further connected to said rear wall and to
said second level; front support members connected to said truck
frame at said first cross member and extending vertically upward
therefrom to the second level, said front support members further
connected to said second level; a first diagonal support member
connected to said truck frame at said first cross member and
extending diagonally upward therefrom and connected to the second
level above said second cross member; a second diagonal support
member connected to said truck frame at said second cross member
and extending diagonally upward therefrom and connected to the
second level above said first cross member, said first and second
diagonal support members crisscrossing one another at the
respective midpoints; said truck frame thereby connected to said
coach spine to distribute said load over said truck frame and into
said passenger area when said load is placed on said freight
area.
41. A vehicle comprising: a passenger area; a freight area to
support a load when placed thereon, said freight area integrally
connected to said passenger area; a front axle beneath the front
portion of said passenger area; at least one rear axle beneath the
rear portion of said freight area; and a retractable axle beneath
said freight area and between said passenger area and said at least
one rear axle, said retractable axle movable between a retracted
position and an extended position, said passenger area and said
freight area supported by said front axle and said at least one
rear axle when said retractable axle is in said retracted position,
said passenger area and said freight area supported by said front
axle, said at least one rear axle, and said retractable axle when
said retractable axle is in said extended position to increase the
freight hauling capacity of said vehicle.
42. The vehicle of claim 41 further comprising an air spring
suspension system.
43. The vehicle of claim 41 further comprising an air lift
mechanism to move said retractable axle between said extended
position and said retracted position.
44. The vehicle of claim 41 wherein said retractable axle is moved
to said extended position to provide additional traction for said
vehicle.
45. The vehicle of claim 41 wherein said retractable axle is moved
to said extended position when said load meets and exceeds a
predetermined weight, said retractable axle thereby bearing at
least part of said load.
46. The vehicle of claim 41 wherein said at least one rear axle
further comprises a pair of axles.
47. The vehicle of claim 46 wherein said pair of axles further
comprises a drive axle and a tag axle behind said drive axle.
48. The vehicle of claim 46 wherein said drive axle is supported by
a trailing arm suspension.
49. A vehicle comprising: a passenger area; a freight area to
support a load when placed thereon, said freight area integrally
connected to said passenger area; an air spring suspension system
to provide a consistently comfortable ride to said passenger area;
a front axle beneath the front portion of said passenger area; a
drive axle supported by a trailing arm suspension; a tag axle
behind said drive axle, said drive axle and said tag axle
positioned beneath the rear portion of said freight area; a
retractable axle beneath said freight area and between said
passenger area and said drive axle; and an air lift mechanism to
move said retractable axle between a retracted position and an
extended position; said passenger area and said freight area
supported by said front axle, said drive axle and said tag axle
when said retractable axle is in said retracted position, said
passenger area and said freight area supported by said front axle,
said drive axle, said tag axle, and said retractable axle when said
retractable axle is in said extended position to increase the
freight hauling capacity of said vehicle.
50. A vehicle comprising: a passenger area; a freight area to
support a load when placed thereon, said freight area integrally
connected into a three-dimensional region in the rear of said
passenger area so as to distribute forces from said load over said
three-dimensional region; a front set of wheels beneath the front
portion of said passenger area; at least one rear set of wheels
beneath the rear portion of said freight area; and an engine
beneath the rear portion of said freight area and rearward of said
at least one rear set of wheels.
51. The vehicle of claim 50 wherein said forces include at least a
vertical force, a horizontal force, a bending moment, and a
rotational force.
52. The vehicle of claim 50 wherein said at least one rear set of
wheels further comprises: a pair of dual drive wheels; a pair of
tag wheels behind said pair of dual drive wheels.
53. The vehicle of claim 50 further comprising a set of retractable
wheels movable between a retracted position and an extended
position.
54. A vehicle comprising: a passenger area; a freight area to
support a load when placed thereon, said freight area integrally
connected to said passenger area; a front set of wheels beneath the
front portion of said passenger area; a pair of dual drive wheels
beneath the rear portion of said freight area; a pair of tag wheels
behind said pair of dual drive wheels; and a pair of retractable
wheels movable between a retracted position and an extended
position, said retractable wheels bearing at least part of the load
on said freight area when said retractable wheels are in the
extended position.
55. A vehicle comprising: a freight area to support a load when
placed thereon; an engine under the rear portion of said freight
area, said engine disposed between a forward region and a rearward
region, said forward region defined by a ground clearance height
and a vehicle height such that:
H.sub.E1.apprxeq.H.sub.V-H.sub.L-H.sub.G1 where: H.sub.E1 is the
height of the engine in the forward region, H.sub.V is the vehicle
height, H.sub.L is the height of the load placed on said freight
area, H.sub.G1 is the ground clearance height in the forward
region; said rearward region defined by the departure angle and the
vehicle height such that: H.sub.E2.apprxeq.H.sub.V-H.sub.L-H.sub.G2
where: H.sub.E2 is the height of the engine in the rearward region,
H.sub.V is the vehicle height, H.sub.L is the height of the load
placed on said freight area, H.sub.G2 is the ground clearance
height in the rearward region.
56. The vehicle of claim 55 wherein the vehicle height is less than
a maximum predetermined vehicle height.
57. The vehicle of claim 55 wherein the vehicle height includes the
load on said freight area.
58. The vehicle of claim 55 wherein the ground clearance height in
the forward region H.sub.G1 and the ground clearance height in the
rearward region H.sub.G2 are defined at least in part by a
departure angle D.
Description
RELATED APPLICATION
[0001] This application claims the benefit under 35 U.S.C. .sctn.
119(e) of U.S. Provisional Application Ser. No. 60/154,889 filed on
Sep. 20, 1999, entitled INTERMODAL COACH.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] The present invention relates generally to both the fields
of ground transportation of passengers and ground transportation of
freight.
[0004] 2. Statement of the Problem
[0005] The adoption of uniform standards for containers in 1968 by
the International Standards Organization (ISO) precipitated a rapid
growth of the containerized freight industry. Shipping companies
quickly recognized the advantages of intermodal containers as
opposed to traditional break-bulk transportation of cargo.
Traditionally, break-bulk transportation required the cargo to be
packaged and repackaged in-route (e.g., from truck trailer to rail
car to ship). Containerization on the other hand, permits cargo to
move from a point of origin to a final destination in a single
intermodal container, thus reducing costs, shipping time, and
minimizing customs formalities. The same container can be carried
successively by ship, by rail car, and by truck. In addition,
break-bulk transportation continues to play a major role in the
freight industry.
[0006] Although passenger coaches travel many of the same routes as
trains and trucks, and indeed even service some routes not
regularly serviced by trucks or trains, the currently structured
coach industry does not significantly participate in the freight
market. Although the currently structured coach industry can haul
limited loads (e.g., small, lightweight packages on some routes)
along with passengers, it is not currently equipped to
significantly enter the freight market while still serving
passengers.
[0007] In addition, some routes serviced by coaches become
unprofitable as the cost of servicing the route exceeds passenger
demand, thereby reducing the mobility of people living in these
isolated or outlying areas that are unable to afford private
transportation (e.g., some elderly, disabled, and economically
disadvantaged residents). Likewise, congestion in many urban areas
is also becoming an ever increasing problem and operating separate
coaches and freight trucks in these areas increases the congestion
and associated pollution.
[0008] Therefore, to serve the transportation needs of outlying
communities and congested urban areas and participating in the
freight market, the following needs exist in the coach
industry:
[0009] 1. to transport containerized freight while simultaneously
transporting passengers;
[0010] 2. to provide a chassis that supports both a passenger area
and a freight area.
[0011] 3. to provide a comfortable and quiet passenger area
adjacent a freight area;
[0012] 4. to arrange the wheels and axles of the vehicle to support
various loading conditions, and to provide traction, maximize fuel
efficiency, and minimize tire wear;
[0013] 5. to provide a suspension system that supports freight
while maintaining the comfort and quiet of the ride for
passengers;
[0014] 6. to interconnect the frame supporting the passenger area
with the frame supporting the freight area in such a way that the
stress and forces are transferred throughout the vehicle;
[0015] 7. to distribute the forces acting on the vehicle from both
the passenger area and the freight loaded thereon under various
passenger and freight loading conditions;
[0016] 8. to position the engine in such a way that minimum ground
clearances are maintained while maximizing the height of the
freight that can be loaded onto the freight area;
[0017] 9. to improve the profitability of existing routes by
hauling freight in addition to passengers;
[0018] 10. to expand market share in the coach industry by adding
new routes;
[0019] 11. to combine both freight and passenger service,
especially in heavily congested areas;
[0020] 12. to aggressively price passenger tickets by supplementing
passenger fares with freight transportation fees;
[0021] 13. to provide a flexible vehicle (i.e., one that can be
used in different freight markets with little or no modification to
the vehicle).
[0022] The prior art does not address these concerns. For example,
Wirbitzky, NEOPLAN, double-decker buses, pp. 162-163 (1980), shows
a test bus having a passenger compartment and a container for
shuttle service between two NEOPLAN assembly plants. The test bus
was designed to test suspension by placing a load on the back. The
freight container, while removable, is not the standardized
intermodal container discussed above that can be used
interchangeably between other modes of transportation (e.g., train,
ship, and truck). The test bus was constructed using a Spaceliner
(a proprietary design of Neoplan Germany) and not a double-decker
coach. A Spaceliner is a coach featuring a raised full length
passenger level above a lowered driver, baggage, galley, and
lavatory area. In addition, wheel and axle numbers and arrangements
that would support the vehicle under various loading conditions are
not shown nor discussed. No details are given with respect to the
frame or frames supporting the vehicle, the suspension, or other
structural details. Nor are any examples of use given, such as
expanding market share in both passenger and freight markets,
adding new routes, scheduling the simultaneous transportation of
freight and passengers, etc.
SUMMARY OF THE INVENTION
[0023] 1. Solution to the Problem.
[0024] This invention provides a vehicle capable of simultaneously
transporting freight and passengers. The freight area is designed
so that the vehicle can transport standard intermodal containers.
As such, the cargo can be readily interchanged with other modes of
transportation (e.g., ship, railcar, truck, etc.). The chassis of
the present invention provides the requisite strength and
associated structure to support both a passenger area and freight
loaded thereon. The passenger area is designed to provide passenger
comfort and safety. That is, the passenger and freight areas are
preferably dimensioned to reduce wind resistance and the rear wall
of the passenger area is reinforced. The axles and corresponding
wheels are arranged so that the vehicle can carry significant
volumes of freight, as well as smaller volumes on a frequent basis.
A retractable axle can be lowered to support a larger load or
raised with smaller loads to increase fuel efficiency and reduce
tire wear. The suspension system provides a consistently
comfortable ride for passengers under various passenger and/or
freight loadings. A truck frame and a coach spine are
interconnected in a three-dimensional region to provide the
strength (i.e., distribute stresses and forces throughout the
vehicle) and durability to simultaneously haul freight and
comfortably transport passengers. The forces acting on the vehicle
from both the passenger area and the freight loaded thereon are
distributed so that the vehicle meets or exceeds transportation
safety and structural standards under various loading conditions.
The engine is disposed in the rear of the vehicle in such a way
that minimum ground clearances are maintained and the height of the
freight loaded onto the vehicle is maximized.
[0025] In addition, the vehicle transports both passengers and
freight, thus increasing the profitability of existing routes
(i.e., the transport of freight provides a guaranteed source of
income regardless of the number of passengers, if any). The vehicle
also makes it possible to expand market share by adding new routes,
especially in rural or outlying areas not currently serviced by
mass transportation. Likewise, the vehicle combines both freight
and passenger service, reducing congestion in heavily populated
areas. The vehicle permits passenger fares to be supplemented with
freight transportation fees so that passenger tickets can be
aggressively priced. The vehicle can carry different types of
freight (e.g., rural mail service, inter-city expedited freight,
and secure and direct auto delivery, etc.) and different quantities
of freight to many areas (e.g., freight staging areas, warehouses,
direct delivery, airports, etc.) with little or no modification to
the vehicle itself, making it a flexible vehicle for use in many
freight markets.
[0026] 2. Summary.
[0027] The vehicle of the present invention has both a forward
double-decker passenger area and a flatbed area preferably
extending rearward from the passenger area. A coach chassis, having
a coach spine connected to a truck frame in a three-dimensional
region, supports both the passenger area and the flatbed area and
provides the passengers with a gentle, comfortable ride while the
vehicle is loaded to varying degrees with freight (e.g., an
intermodal container loaded and secured to the flatbed or freight
area). In addition, the freight is preferably loaded onto the
flatbed or freight area so that the top of the passenger area is
flush with the freight and the sides of the freight are inset from
the sides of the passenger area, thus reducing wind resistance and
further providing the passengers with a quiet, comfortable ride.
Attachments or connectors (e.g., at each corner of the flatbed
area) can be used to removably secure the freight (e.g., an
intermodal container) to the flatbed area of the intermodal
coach.
[0028] The truck frame is connected at least to the coach spine and
preferably also connected in a three-dimensional region to the
passenger area. Specifically, the coach spine extends beneath and
to the rear wall of the passenger area while the truck frame
extends beneath the freight area and through the passenger area
rear wall and overlaps the coach spine. The truck frame is
connected to the coach spine along the overlap by a plate. The
passenger and freight areas are further integrally connected in the
three-dimensional region by a series of support members. In a
preferred embodiment, a first cross member extends across the front
portion of the truck frame and connects the coach spine to the
truck frame, and a three-part cross member connects the coach spine
to the truck frame and to the rear and side walls of the passenger
area. Rear support members are connected to the truck frame at the
rear wall and extend vertically upward therefrom to connect at the
second level of the passenger area. Front support members are
connected to the truck frame at the first cross member and extend
vertically upward therefrom to connect at the second level of the
passenger area. Furthermore, a first diagonal support member is
connected to the truck frame at the first cross member and extends
diagonally upward therefrom to connect at the second level above
the second cross member. A second diagonal support member is
connected to the truck frame at the second cross member and extends
diagonally upward therefrom to connect at the second level above
the first cross member. Preferably, the first and second diagonal
support members crisscross one another at the respective midpoints.
As such, the truck frame and coach spine are integrally connected
in a three-dimensional region of the passenger area so that when a
load is placed on the freight area, the resulting forces are
distributed over the truck frame and into the passenger area.
[0029] The vehicle of the present invention also preferably
includes a front axle with a front set of wheels beneath the front
portion of the passenger area. A drive axle with dual drive wheels,
supported by a trailing arm suspension, and a tag axle with a pair
of tag wheels is positioned beneath the rear portion of the freight
area behind the drive axle. In addition, preferably, a retractable
axle is positioned beneath the freight area between the passenger
area and the drive axle. A lift mechanism moves the retractable
axle between a retracted position and an extended position. As
such, the retractable axle increases the freight hauling capacity
of the vehicle.
[0030] Also in a preferred embodiment, the engine is positioned
under the rear portion of the freight area and disposed between a
forward region defined by a ground clearance height and a vehicle
height and a rearward region defined by the departure angle and the
vehicle height.
[0031] These and other advantages, features, and objects of the
present invention will be more readily understood in view of the
following detailed description and the drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0032] The present invention can be more readily understood in
conjunction with the accompanying drawings, in which:
[0033] FIG. 1 is a perspective view of a vehicle and intermodal
containers of the present invention.
[0034] FIG. 2(a) is a top plan view of the lower level of the
vehicle of the present invention taken along line 2a-2a in FIG.
3.
[0035] FIG. 2(b) is a top plan view of the upper level of the
vehicle taken along line 2b-2b in FIG. 3.
[0036] FIG. 3 is a side view with a partial cutaway of the vehicle
shown in FIG. 1.
[0037] FIG. 4(a) is a rear perspective view of the vehicle shown in
FIG. 1.
[0038] FIG. 4(b) is a rear perspective view of the vehicle in FIG.
4(a) loaded with an intermodal container.
[0039] FIG. 5(a) is a side view of a prior art connector in the
unlocked position.
[0040] FIG. 5(b) is a side view of a prior art connector in the
locked position.
[0041] FIG. 6(a) is a perspective view of another embodiment of the
vehicle of the present invention having a retractable axle.
[0042] FIG. 6(b) is a perspective view of the vehicle in FIG. 6(a)
shown carrying an automobile on the freight area.
[0043] FIG. 7 is a spatial view showing several components of the
vehicle in FIG. 6(a).
[0044] FIG. 8(a) is a side view of the vehicle shown in FIG. 6(a)
with the retractable axle extended.
[0045] FIG. 8(b) shows the retractable axle retracted.
[0046] FIG. 8(c) is a top view of the lower level of the vehicle
shown in FIG. 8(a) taken along line 8c-8c in FIG. 8(a).
[0047] FIG. 8(d) is a top view of the upper level of the vehicle
shown in FIG. 8(a) taken along line 8d-8d in FIG. 8(a).
[0048] FIG. 8(e) is a perspective view showing details of a
trailing arm suspension.
[0049] FIG. 9(a) is a detailed side view of the three-dimensional
region between the coach spine and the truck frame of the vehicle
shown in FIG. 5.
[0050] FIG. 9(b) is a cross sectional view of the three-dimensional
region taken along line 9b-9b of FIG. 9(a).
[0051] FIG. 9(c) is a top plan view of the three-dimensional region
taken along line 9c-9c in FIG. 9(a).
[0052] FIG. 9(d) is a perspective view of the three-dimensional
region shown in FIG. 9(a).
[0053] FIG. 10(a) illustrates the forces acting on the vehicle
shown in FIG. 6(a) when there is no load on the freight area.
[0054] FIG. 10(b) illustrates the forces acting on the vehicle
shown in FIG. 6(a) when there is a partial load on the freight
area.
[0055] FIG. 10(c) illustrates the forces acting on the vehicle
shown in FIG. 6(a) when there is a full load on the freight
area.
[0056] FIG. 11 is a side view of the rear portion of the vehicle
shown in FIG. 6(a) illustrating the engine position.
DETAILED DESCRIPTION OF THE INVENTION
[0057] 1. Overview.
[0058] FIG. 1 shows a perspective view of an intermodal coach or
vehicle 100 of the present invention. The vehicle 100 has a coach
chassis 110 that supports a passenger area 120 and a flatbed area
or freight area 130 preferably extending rearward from behind the
passenger area 120. An intermodal container 150 can be
conventionally loaded (e.g., using a forklift, a crane or any other
suitable lifting device) onto the flatbed area 130 and transported
to various destinations by the vehicle 100.
[0059] It is to be expressly understood that the term "coach
chassis" as used herein is used to generally refer to the
underlying structure on which the passenger area 120 and the
freight area 130 are constructed. One embodiment of such a "coach
chassis" is discussed in more detail below with respect to an
alternative embodiment of the vehicle 100a (see FIGS. 6(a) and
6(b)). The embodiment of FIGS. 6(a) and 6(b) includes a coach spine
820 and truck frame 830 that are interconnected to one another to
support both the passenger area 120a and the freight area 130a.
[0060] In addition, it is to be understood that the flatbed or
freight area 130 in FIG. 1 (or 130a in FIGS. 6(a) and 6(b)) can be
made of heavy decking material (i.e., a "flatbed area"), but is
preferably made of lightweight decking material (i.e., a "freight
area") to increase the hauling capacity of the vehicle 100. An
embodiment made of heavy decking material provides sufficient
strength to carry loads without any additional supporting platform
being mounted thereon, whereas an embodiment made of lightweight
decking material requires an additional supporting platform (i.e.,
an intermodal container or intermodal support platform) be mounted
thereon prior to placing a load in the freight area 130. The
present invention contemplates both embodiments and the terms
"flatbed area" and "freight area" are used interchangeably
herein.
[0061] It is also to be understood that although in the preferred
embodiment the passenger area 120 is at the forward portion of the
intermodal coach or vehicle 100, the passenger area 120 can be
positioned in any convenient manner. By way of example, and not
intending to limit the scope of the present invention, the
passenger area 120 can be positioned at the rearward portion of the
vehicle 100, in which case a separate driver area (not shown) would
be provided near the front of the vehicle 100 behind which the
intermodal container 150 would be loaded, and the passenger area
120 would thus be positioned behind the intermodal container 150.
Indeed, in some embodiments, the passenger area 120 can be split so
that the intermodal container 150 is loaded between separate
portions of the passenger area 120.
[0062] The terms "coach" and "bus" are used by the mass transit
industry to distinguish between inter-city passenger vehicles
(i.e., "coaches") and inner-city passenger vehicles (i.e.,
"buses"). That is, "coaches" typically have more amenities (e.g., a
latrine, individual high-back seating, insulation for a quiet
passenger area, etc.), luggage compartments, large capacity fuel
tanks, and other features which make a coach more suitable for
long-distance travel. On the other hand, "buses" typically have
only the "bare-bone" necessities (e.g., bench seating). However, it
is to be expressly understood that the term "vehicle" and "coach"
as used herein are intended to include both inter-city passenger
coaches as well as inner-city passenger buses. Indeed, the vehicle
of the present invention is not limited to long-distance travel and
can be used as an inner-city passenger and freight vehicle.
[0063] Preferably, the passenger area 120 is a double-decker
passenger area (i.e., has two levels 200 and 210 shown in FIGS.
2(a) and 2(b), respectively). In addition, a club or table area can
be provided (e.g., on the lower level). Accommodations can also be
provided for handicapped passengers, including wheelchair seating
and wheelchair access (e.g., ramps, lifts, etc.), a
handicapped-accessible lavatory, etc. In addition, luggage bays 220
(e.g., one or two) and overhead shelving (not shown) for carry-on
luggage are preferably provided.
[0064] It is to be expressly understood that in some embodiments
the passenger area 120 can have only a single level or it can have
more than two levels. In addition, the configuration of the
passenger area 120 (e.g., passenger seating, luggage bays,
amenities, etc.) is immaterial to the present invention.
[0065] In a preferred embodiment the dimensions of the flatbed or
freight area 130 are such that when the intermodal container 150 is
loaded onto the flatbed or freight area 130, the top of the
passenger area 120 is substantially flush 470 (see FIG. 4(b)) with
the intermodal container 150 and the sides of the intermodal
container 150, although slightly inset 475 (see FIG. 4(b)) in a
preferred embodiment, are substantially flush with each side of the
passenger area 120, as shown in FIG. 4(b). As such, wind resistance
is reduced to maintain fuel economy and further provide the
passengers with a quiet, gentle and comfortable ride. In addition,
the vehicle 100 does not exceed standard clearances and meets or
exceeds transportation safety standards.
[0066] 2. Specifications.
[0067] In a preferred embodiment (shown in FIG. 3), the intermodal
coach or vehicle 100 is powered by a conventionally available
engine 300, cooled by a conventionally available radiator 340. A
conventionally available transmission (not shown) drives the
vehicle 100. The drive axle 320, the front axle 330 and a pusher or
tag axle 335 (i.e., a load bearing axle that is not powered) are
conventionally available. Each axle is preferably provided with
independent air suspension.
[0068] The coach chassis 110 is preferably comprised of a frame
125, an intermodal support 135 and a bus suspension 140, shown in
FIG. 3. The bus suspension is preferably designed to provide a
gentle, quiet ride for the passengers in the passenger area 120.
The frame 125 and intermodal support 135, on the other hand, are
preferably designed for strength to support the intermodal
container 150.
[0069] The intermodal coach or vehicle 100 dimensions, weight
restrictions, and other design considerations can all be
conventionally computed based on the size and weight of the
intermodal container 150, passenger capacity, safety regulations,
etc. In some embodiments, for example where greater or fewer
passengers are accommodated for, the specifications including the
maximum allowable container weight can be modified accordingly.
Likewise, the values can be changed to reflect future safety
regulations, so long as the vehicle 100 of the present invention
has a coach chassis 110 that can both support a load while
maintaining the comfort of the ride for the passengers in passenger
area 120, and that the comfort of the ride be maintained even
without a load. That is, the vehicle 100 can be driven empty (FIG.
4(a)) or loaded (FIG. 4(b)) and either way preferably preserve the
comfort of the ride for the passengers (e.g., the ride will not be,
or will only slightly be, affected whether the vehicle 100 is
driven empty or loaded with an intermodal container 150).
Furthermore, as shown in FIGS. 4(a) and 4(b), preferably
taillights, brake lights, license plates, etc. are independent of
the intermodal container 150. Thus, even when the vehicle 100 is
driven empty, the taillights, brake lights, etc. are still visible.
However, in some embodiments, electrical connections can be
provided for the intermodal container 150 (e.g., for lighting,
refrigeration, etc.).
[0070] 3. Intermodal Containers.
[0071] A typical intermodal container 150 shown in FIG. 1 is a
rectangular, corrugated steel framed container. Intermodal
containers 150 are conventionally available and commonly used to
transport containerized freight by ship, by train, and by
truck.
[0072] Preferably, the present invention uses intermodal containers
150 conforming to the International Standards Organization (ISO)
uniform standards for containers. That is, the basic intermodal
container 150 is a general purpose dry freight standard container
measuring twenty feet long, eight feet wide, and eight and one-half
feet high. In general, twenty-foot containers are used to carry
heavy, dense cargo loads (e.g., industrial parts and certain food
products) and in areas where transport facilities are less
developed. Because the vehicle 100 of the present invention is
limited in length by the passenger area 120, a preferred embodiment
of the intermodal coach or vehicle 100 is constructed to carry the
standard twenty-foot intermodal container 150.
[0073] The intermodal container 150 can be any suitable color or
have any suitable design thereon. In one embodiment, the intermodal
container 150 is painted to correspond to the color scheme or
design of the vehicle 100 (e.g., the carrier's name) or can have
advertisements thereon. However, in a preferred embodiment shown in
FIGS. 4(a) and 4(b), the intermodal container 150 is not owned by
the owner of the vehicle 100, and the vehicle 100 is merely serving
to transport the intermodal containers 150 of others. In such an
embodiment, the intermodal container 150 can be wrapped in a cover
400 (e.g., plastic, canvas, or other suitable cover material). The
cover 400 in turn can have advertising 410, the coach logo 420,
etc. displayed thereon (e.g., applied directly to the cover 400,
clipped to the cover 400, etc.).
[0074] It is to be expressly understood that any cargo can be
shipped in the intermodal container 150 and will only be limited by
the Department of Transportation (i.e., weight and/or safety
regulations). Indeed, the intermodal container 150 need not be an
enclosed container and can instead be a platform such as is
conventionally available for transporting heavy equipment. In such
a case, the equipment (e.g., tractors, automobiles, airplane parts,
etc.) to be transported is secured within or to the intermodal
container 150 (or to a platform, not shown) independent of the
vehicle 100 and loaded as a single unit onto the flatbed or freight
area 130 of the vehicle 100. Similarly, the intermodal container
150 can have a conventionally available tank (not shown) attached
thereto. Again, the tank is secured to a standard intermodal
platform independent of the vehicle 100 and the standard intermodal
platform is then loaded and secured onto the flatbed or freight
area 130 of the vehicle 100.
[0075] 4. Attachments.
[0076] The intermodal container 150 is secured to the flatbed or
freight area 130 of the intermodal coach using attachments 460,
shown in FIGS. 4(a) and 4(b). Attachments 460 are conventionally
available and preferably standard to facilitate the
interchangeability of the intermodal container 150 between various
carriers (e.g., between a truck and the intermodal coach or vehicle
100, or between a train and the intermodal coach or vehicle 100,
etc.).
[0077] Attachments 460 are preferably conventional lift/stack
fittings. That is, the intermodal container 150 typically has an
oval shaped hole 465 formed within each of the four corners of the
intermodal container 150. When stacked at a freight yard (see e.g.,
FIG. 1), the containers are conventionally connected to one other
using inter-box connectors (IBCs), which are hardware that fit into
the oval holes of each container above and below and can be turned
to lock the two together. An IBC-type attachment 460 (FIG. 4(a)) is
also used to secure the intermodal container 150 to the flatbed or
freight area 130 of the intermodal coach or vehicle 100.
[0078] In the preferred embodiment, four attachments 460 are
provided, one on each corner of the flatbed or freight area 130,
thus facilitating the interchangeability of the intermodal
containers 150 between the intermodal coach or vehicle 100 and
other transportation vehicles and storage facilities (see FIG.
4(a)). However, in an alternative embodiment, more than four
attachments 460 can be provided. For example, one attachment 460
can be provided at each corner, and one or more attachments 460 can
be provided between each corner. Likewise, the intermodal container
150 can be secured to the flatbed or freight area 130 using more
than one type of attachment 460. For instance, four attachments 460
can be provided, one at each corner of the flatbed or freight area
130, and the intermodal container 150 can be additionally strapped
to the flatbed area 130 using a conventional strap or chain.
[0079] It is to be expressly understood that any suitable
attachment 460 can be used under the teachings of the present
invention. For example, latches can be used. Alternatively, a
barrier can be formed around the perimeter of the flatbed or
freight area 130 to keep the intermodal container 150 from sliding
laterally, and the intermodal container 150 can then be strapped to
the flatbed or freight area 130. Other embodiments for securing the
intermodal container 150 to the flatbed or freight area 130 of the
vehicle 100 will occur to those skilled in the art and the scope of
the present invention is not to be limited by the number or type of
attachments 460 used.
[0080] FIGS. 5(a) and 5(b) show a conventionally available
attachment or connector 460 that can be used under the teachings of
the present invention to removably secure an intermodal container
150 to the freight area 130 of the vehicle 100. A housing 510 is
connected (e.g., welded or bolted) to the freight area 130 so that
a handle 520 is preferably below the surface 135 and an oval
shearblock 530 extends above the surface 135. The handle 520 is
connected to the oval shearblock 530 so that as the handle 520 is
turned (e.g., in the direction of arrow 525), the oval shearblock
530 also rotates so that the oval is facing ninety degrees from its
starting position (e.g., see FIGS. 5(a) and 5(b)). Thus, in use as
shown in FIG. 5(a), an intermodal container 150 is placed onto the
freight area 130 so that the oval holes 465 formed in the bottom of
the intermodal container 150 line up with the oval shearblock 530
and the oval shearblock 530 thus extends up and is received into
the oval hole 465. The handle 520 is then rotated 525 so that the
oval shearblock 530 rotates within the oval hole 465 and locks the
intermodal container 150 in place on the freight area 130. When an
oval shearblock 530 is not properly aligned (i.e., so that the oval
shearblock 530 fits readily through the oval hole 465), the oval
shearblock 530 is forced downward by the intermodal container 150.
The handle 520 is then rotated 525 to align the oval shearblock 530
with the oval hole 465 so that the oval shearblock 530 (preferably
spring-biased) is received within the oval hole 465. Once properly
aligned within the oval hole 465, the handle 520 is turned 525 and
the intermodal container 150 is locked onto the freight area 130 as
shown in FIG. 5(b). Once the handle 520 is turned so that the
intermodal container 150 is locked into place on the freight area
130, latch 540 can be pivoted (e.g., in the direction of arrow 545)
over the handle 520 and engages the handle 520 at notch 550, thus
securing the handle 520 so that it does not unlock. To remove the
intermodal container 150, the latch 540 is opened and the handle
520 is rotated in the opposite direction of arrow 525 to unlock
connector 460 from the intermodal container 150.
[0081] It is to be expressly understood that other connectors or
attachments (e.g., straps, etc.) can be used under the teachings of
the present invention and the present invention is not limited to
that shown and described with respect to FIGS. 5(a) and 5(b).
[0082] 5. Overview of an Alternative Embodiment.
[0083] An alternative embodiment of the vehicle of the present
invention (i.e., 100a) is shown in FIGS. 6(a) and 6(b). The vehicle
100a has passenger area 120a similar to that described above, and a
freight area 130a. In addition, a lift axle or retractable axle 600
is shown disposed beneath the freight area 130a behind the
passenger area 120a, as explained in more detail below.
[0084] It is to be expressly understood that the retractable axle
600 need not be positioned directly behind the passenger area 120a.
For example, in other embodiments the retractable axle 600 can be
positioned beneath the passenger area 120a, at the rear portion of
the freight area 130a, or between the drive axle 760 and the tag
axle 770. Likewise, passenger area 120a need not be a double-decker
coach.
[0085] The vehicle 100a is shown carrying two, ten-foot long
intermodal containers 150a and 150b, removably attached to the
freight area 130a similarly to that described above with respect to
the single intermodal container 150. The vehicle 100a can be
operated as a conventional freight carrier in the trucking
industry. That is, the doors 610 of container 150a are opened, and
some freight 620 is removed from the container 150a (e.g., using
forklift 625), then the doors 610 are closed and the vehicle
continues to the next stop with the same container 150a. Indeed,
the freight area 130a can be an enclosure that is constructed as an
integral part of the vehicle 100a and need not be removable at all.
Alternatively, entire containers 150a,b can be delivered, removed,
and the vehicle 100a reloaded with other containers 150a,b. As
such, the vehicle 100a can participate in any number of freight
markets. For example, the vehicle 100a can be used to deliver
individual shipments to loading docks (e.g., under a post office or
package delivery contract, or automobiles to dealerships), deliver
individual shipments to multiple destinations (e.g., a shipment of
clothes to a retail outlet and a shipment of electronics to another
retail outlet or warehouse), or deliver entire containers (e.g., to
freight staging areas, warehouses, shipyards, trains), etc.
Alternatively, the vehicle 100a can operate in a combination mode
where some freight 620 is unloaded at several stops and the entire
container 150a is unloaded from the vehicle 100a and a full
container 150a is loaded onto the vehicle 100a at the final stop.
The above examples are merely illustrative of the various and
different types of freight the vehicle 100a can carry and other
embodiments are contemplated under the teachings of the present
invention.
[0086] It is understood that the vehicle 100a of the present
invention is not to be limited by the type of freight loaded onto
freight area 130a. That is, a single intermodal container 150 (FIG.
1), multiple intermodal containers 150a, 150b (FIG. 6(a)), or other
types of containers (e.g., containerized platforms, airline belly
containers, etc.) can be used under the teachings of the present
invention. Any suitable type and number of container can be used
under the teachings of the present invention. In other embodiments
the container can be permanently attached or integrally formed as
part of the freight area 130a of the vehicle 100a. Indeed, in
another embodiment shown in FIG. 6(b), the freight loaded on a
flatbed area 130a (i.e., having sufficient support structure or
heavy decking as described above) need not be containerized at all
(e.g., automobile 630, construction equipment, lumber, conduit,
etc.) and can be attached to the freight area 130a using any
suitable conventional attachments (e.g., straps 640, chains, gates,
etc.). It is also understood that the freight (e.g., container 150,
automobile 630, etc.) can be loaded using any conventional means
such as forklifts, cranes, ramps, etc.
[0087] Table I lists the specifications for a preferred embodiment
of the vehicle 100a shown in FIGS. 6(a) and 6(b).
1TABLE I Parameter Specification Overall Length 538.5 inches
Overall Width 102 inches Overall Height 161.5 inches Passenger Area
Length 260 inches Passenger Area Standing Height 69.5 inches (per
Level) Front Overhang 92.8 inches Wheelbase 269 inches Rear Axle
Spacing 61.9 inches Rear Overhang 114.7 inches Retractable Axle
Spacing 72.68 inches forward of drive axle Approach Angle 9 degrees
Departure Angle 9 degrees
[0088] The above set of specifications are preferred. It is to be
expressly understood that these specifications can vary without
departing from the teachings of the present invention.
[0089] 6. Details of the Frames.
[0090] The major components of the vehicle 100a, including the
frames, are shown in FIG. 7. A forward frame 820 is connected
(e.g., welded, bolted, etc.) beneath the passenger area 120a to
support the passenger area 120a. The forward frame 820 is
preferably a conventionally available coach spine that has been
modified for use with the vehicle 100a. That is, the forward frame
or coach spine 820 is preferably shortened to extend from the front
of the passenger area 120a to the rear wall 910 of the passenger
area 120a. A rearward frame 830 (e.g., 10 inch.times.0.25
inch.times.3 inch flange, 110,000 psi yield strength) is connected
beneath the freight area 130a to support the freight area 130a. The
rearward frame 830 is preferably a conventionally available truck
frame that has been modified for use with the vehicle 100a. That
is, the rearward frame or truck frame 830 preferably extends from
the rear portion of the freight area 130a through the rear wall 910
and into the passenger area 120a where it overlaps (i.e., 940) with
the coach spine 820 and is connected thereto by plate 920 (FIG.
9(a)), as explained in more detail below. In addition, a container
or cargo frame 720 can be connected over the truck frame 830 to
provide additional structural and lateral support for freight
loaded on the freight area 130a, to attach connectors 460 (FIGS.
5(a) and 5(b)), etc.
[0091] It is to be expressly understood that the structure of the
coach spine 820 (FIG. 7) is conventional and can vary based on
design considerations. Indeed, the coach spine 820 need not be
modified as set forth above, and can for example, abut the truck
frame 830. In another embodiment, the coach spine 820 and the truck
frame 830 can be integrally formed as a single frame having the
respective characteristics of each frame 820, 830. Preferably, the
container or cargo frame 720 and the truck frame 830 bear the
majority of the load on the freight area 130a and structure of the
freight area 130a provides a finished appearance. However, in
another embodiment, the structure of the freight area 130a can
provide additional support for the load. Also in an alternative
embodiment, the container or cargo frame 720 can be integrally
formed as part of the truck frame 830 or omitted altogether.
[0092] 7. Passenger Area.
[0093] FIG. 8(a) is a side view of the vehicle 100a. The passenger
area 120a is shown cut-away to reveal the seating arrangement
therein. It is to be understood, however, that many other seating
arrangements, including those that comply with government
disability regulations, are contemplated under the teachings of the
present invention. Likewise, a luggage compartment 220a (carrying
luggage 225a) is shown against the rear wall 910 of the passenger
area 120a.
[0094] FIG. 8(d) is a top view taken along line 8d-8d of FIG. 8(a).
Passenger seating (e.g., 880) is shown on the top level of the
passenger area 120a. In a preferred embodiment, up to 35 passenger
seats are arranged on the first and second levels. However, it is
to be expressly understood that any suitable number and arrangement
of passenger seating can be provided in the passenger area 120a
under the teachings of the present invention. In addition, as
explained above, handicap seating, beds, a galley, a bar, and other
amenities in the passenger area 120a are contemplated by the
present invention. It is to be expressly understood that although
the passenger area 120a is conventional, the design can vary based
on design considerations such as the shape, height, levels, etc. of
the passenger area 120a.
[0095] 8. Wheel and Axle Arrangement.
[0096] The retractable axle 600 is shown in FIG. 8(a) in the
extended position. FIG. 8(b) illustrates the retractable axle 600
going from an extended position 810 (e.g., as shown in FIG. 8(a))
to a retracted position 815. FIG. 8(c) is a top view taken along
line 8c-8c of FIG. 8(a) to show the arrangement of axles and wheels
beneath the passenger area 120a and the freight area 130a.
Preferably, the vehicle 100a has a front axle 750 (e.g., a
conventionally available 8.5 metric ton axle that can support up to
18,734 lbs) beneath the passenger area 120a with a pair of wheels
755 and tires (e.g., Michelin 315/65R 22.5, 9370 lbs) attached
thereto. A drive axle 760 (e.g., Meritor, Spicer ZF, etc. axle that
can support up to 26,000 lbs) connected by a drive shaft 762 to the
engine 740 preferably has a pair of dual wheels 765a,b and tires
(e.g., Michelin 12R/22.5, 6750 lbs) beneath the freight area 130a.
A tag axle 770 (e.g., a conventionally available axle that can
support up to 16,540 lbs) behind the drive axle 760 provides
additional support to the freight area 130a and has a pair of
wheels 775 and tires (e.g., Michelin 12R/22.5, 7390 lbs) attached
thereto. The vehicle 100a also has a retractable axle 600 (e.g.,
Neway Airlift Axle NLA-200T that can support up to 20,000 lbs;
available from Holland Neway International, Inc., Muskegon, Mich.,
hereinafter "Neway") behind the passenger area 120a beneath the
freight area 130a ahead of the drive axle 760. A pair of wheels 605
and tires (e.g., Michelin 12R/22.5, 7390 lbs) are rotatably mounted
to the retractable axle 600.
[0097] Preferably a conventionally available manual activation
system (i.e., available from Neway) is provided that operates the
retractable axle 600 between the positions 810, 815 shown and
discussed with respect to FIG. 8(b). It is understood that
automatic activation systems are also conventionally available.
Likewise, a conventionally available load sensor (not shown) can be
used under the teachings of the present invention and either
mounted inside the passenger area 120a (e.g., in view of the
driver) or at or near the axles to measure the weight of the load
on the freight area 130a. A conventionally available gauge or other
display (also not shown) can be provided again either in view of
the driver or at or near the axles to display the weight of the
load measured by the load sensor.
[0098] It is understood that the term "axle" as used herein refers
to the structure supporting at least one pair of wheels on opposing
sides of the vehicle 100a, and is not limited to a single
structure. For example, the term "axle" includes the entire
structure and all conventionally associated components supporting
both front wheels 755 on either side of the vehicle 100a shown in
FIG. 8(c) as well as the structure 600 supporting both retractable
wheels 605 on either side of the vehicle 100a shown in FIG. 8(c).
It is also to be expressly understood that the axle arrangement
shown in FIG. 8(c) and described above is that of a preferred
embodiment, however, other axle and wheel/tire arrangements,
including the number thereof, are contemplated under the teachings
of the present invention.
[0099] 9. Suspension System.
[0100] The vehicle 100a also has a freight suspension system (e.g.,
850 in FIG. 8(c)) that preferably includes at least conventional
adjustable air springs 855a,b,c (and on each side of the respective
axles) that can be adjusted according to the load placed on the
freight area 130a. Likewise, a passenger suspension system 860 with
adjustable air springs 865 provides passengers riding in the
passenger area 120a with a consistently smooth, comfortable ride
under various loadings (i.e., those described below with respect to
FIGS. 10(a)-10(c)). The drive axle 760 preferably includes a
trailing arm suspension 870. Details of the trailing arm suspension
870 are shown in more detail in FIG. 8(e). The tires, wheels and
brakes are not shown in FIG. 8(e) for clarity. The drive axle 760
is preferably positioned 269 inches back from the front axle 750
and rigidly attached to the trailing arm 871. The trailing arm 871
is fastened to the truck frame 830 with a frame mounting bracket
872. When at least one of the tires 765a,b of the drive axle 760
strikes a bump, the drive axle 760 and trailing arm 871 move upward
(e.g., in the direction of arrow 873), pivoting about the trailing
arm pivot 874. The upward movement 873 of the trailing arm 871
compresses the air spring 855c and signals the air leveling valve
875 to readjust air pressure to the air spring 855c to level the
vehicle 100a. Movement of the vehicle 100a is restrained by the
transverse beam 876 which increases roll stability or resistance to
lean, by the track bar 877 which restricts lateral movement or sway
by the torque rod 878 which restricts axle roll and by the shock
absorber 879 which dampens or cushions the movement of the air
spring 855c.
[0101] It is to be understood that other suspension systems can be
used under the teachings of the present invention to provide the
requisite ride to the passengers and support for the freight and
indeed, different suspension systems can be used for different
axles or different areas (e.g., the passenger area 120a and the
freight area 130a).
[0102] It is understood that the term "comfortable" as used herein
means a ride comparable to what a passenger riding in a
conventional motor coach would expect. That is, the passengers in
the passenger area 120a do not notice a significant difference in
the ride when the vehicle 100a is carrying a full load, a partial
load, or no load at all, and the ride is consistently or close to
what a passenger would expect from a conventional motor coach. The
comfort of the ride provided by the suspension system can also be
supplemented by the seating (e.g., 880), design of the passenger
area 120a, arrangement of the loads on freight area 130a to reduce
wind resistance, sound proofing, etc. It is also to be expressly
understood that while the freight suspension system 850 is shown
and described with respect to the rear axle 770, each axle 750,
760, 770, and 600 preferably has an associated suspension
system.
[0103] 10. Connection of the Coach Spine to the Truck Frame.
[0104] FIGS. 9(a) through 9(d) show the connection of the coach
spine 820 to the truck frame 830 (i.e., the three-dimensional
region 840). The coach spine 820 is shown supporting the passenger
area 120a and extending to the rear wall 910 of the passenger area.
The truck frame 830 is shown beneath the freight area 130a and
extending through the rear wall 910 and overlapping at 940 with the
coach spine 820. In the preferred embodiment, a plate 920 (FIG. 9a)
extends along the overlap 940 between the truck frame 830 and the
coach spine 820 and connects the truck frame 830 to the coach spine
820 (e.g., bolted and welded thereto). A first cross member 930
(FIG. 9(c)) extends across the front portion 780 of the truck frame
830 and connects the coach spine 820 to the truck frame 830 and to
the rear wall 910 and the upper deck of the passenger area as
illustrated in FIGS. 9(a) and 9(d). A three-part cross member
950a-c extends across the truck frame 830 between the side walls
960a,b along the rear wall 910 within the passenger area 120a and
connects the coach spine 820 to the truck frame 830 and to the rear
wall 910 and side walls 960a,b (FIG. 9(c)). Preferably, the rear
wall 910 of the passenger area 120a is also structurally enhanced
to transfer load stresses between the passenger area 120a and the
freight area 130a.
[0105] In addition to the above described connection between the
truck frame 830 and the coach spine 820, the three-dimensional
region 840 preferably also includes rear support members 970 (FIGS.
9a, 9b) connected to the truck frame 830 and the rear wall 910 and
front support members 975 (FIGS. 9(a) and 9(d)) at the forward
portion 780 of the truck frame 830. The rear support members 970
extend vertically upward from the truck frame 830 to the second
level 980 (e.g., the floor structure of the second level in a
double-decker passenger area) and are further connected to the rear
wall 910 and to the second level 980. The front support members 975
are also connected to the truck frame 830 at the first cross member
930 and extend vertically upward from the truck frame 830 to the
second level 980 where the front support members 975 are further
connected to the second level 980 and over to the side walls
960a,b. Preferably, diagonal support members add further support to
the three-dimensional region 840. Specifically, a first diagonal
support member 990 (FIG. 9(a)) is connected to the truck frame 830
at the first cross member 930 and extends diagonally upward to the
second level 980 above the second cross member 950a. A second
diagonal support member 995 is connected to the truck frame 830 at
the second cross member 950a and extends diagonally upward to the
second level 980 above the first cross member 930. Preferably, the
first and second diagonal support members 990, 995 crisscross one
another substantially at the respective midpoints (i.e., at or near
the midpoints) as shown in FIG. 9(a). As such, the truck frame 830
and the coach spine 820 are connected to one another and to the
passenger area 120a (i.e., in the three-dimensional region 840
defined above) so that when a load is placed on the freight area
130a, the forces (explained in more detail below) are distributed
over the truck frame 830 and into the passenger area 120a.
[0106] It is to be expressly understood that the above description
of the three-dimensional region 840 is a preferred embodiment,
however, other structural connections are possible under the
teachings of the present invention. For example, additional or
fewer support and cross members can be used and/or members can be
integrally formed and need not be distinct components.
Alternatively, in other embodiments, the three-dimensional region
840 need not be within the passenger area 120a or can be partially
within and partially behind the passenger area 120a. In such an
embodiment, for instance, the truck frame 830 and the coach spine
820 could overlap behind the passenger area 120a beneath the
freight area 130a. In yet another embodiment (not shown), support
members can extend diagonally from the freight area 130a (e.g., the
truck frame above the drive axle 760) to connect at the rear wall
910. Any number of designs can be used to connect the truck frame
830 in a three-dimensional region 840 to the coach spine 820 and
provide the structural integrity required to properly distribute
the forces acting on the vehicle 100a (as explained in more detail
below) while maintaining the comfort of the ride for passengers in
the passenger area 120a.
[0107] The three-dimensional region 840 can be described in summary
with respect to FIG. 9(d) as follows. The truck frame 830 beneath
the freight area 130a extends through the rear wall 910 (see FIG.
9(a)) of the passenger area 120a and overlaps (i.e., 940 in FIG.
9(a)) the coach spine 820 and is interconnected along the overlap
940 by a plate 920. A first cross member 930 extends across the
front portion 780 (FIG. 9(c)) of the truck frame 830 and connects
the coach spine 820 to the truck frame 830. In addition, a
three-part cross member 950a,b,c extends across the truck frame 830
between the side walls 960a,b (FIG. 9(c)) along the rear wall 910
(FIG. 9(a)) within the passenger area 120a and connects the coach
spine 820 to the truck frame 830 and to the rear wall 910 and side
walls 960a,b, respectively. The rear support members 970 are
connected to the truck frame 830 at the rear wall 910 and extend
vertically upward to the second level 980 and are further connected
to the rear wall 910 and to the second level 980 and also can
extend to the sidewalls 960a,b. Similarly, front support members
975 are connected to the truck frame 830 at the first cross member
930 and extend vertically upward to the second level 980 and are
further connected to the second level 980. First and second
diagonal support members 990, 995 are connected to the truck frame
830 near the first and second cross members 930, 950a,
respectively, and extend diagonally upward to connect to the second
level 980 above the second and first cross members 950a, 930
respectively. As shown in FIG. 9(d), the first and second diagonal
support members 990, 995 crisscross one another at the respective
midpoints (e.g., at 997). Thus, the truck frame 830 and the coach
spine 820 are integrally connected so that when a load (e.g.,
container 150) is placed on the freight area 130a, it is
distributed over the truck frame 830 and into the passenger area
120a.
[0108] 11. Illustration of Force Distribution.
[0109] FIGS. 10(a)-(c) illustrate the distribution of forces over
the vehicle 100a under various loadings. In FIG. 10(a), the freight
area 130a is unloaded. Downward forces 1100, 1110, and 1120 due to
the weight of the vehicle 100a (and passengers, luggage, etc.) act
on the front axle 750, drive axle 760, and tag axle 770 (and
associated wheels), respectively. These forces are relatively small
when the freight area 130a is unloaded, and therefore the
retractable axle 600 need not be extended. However, retractable
axle 600 can be extended even when the freight area 130a is empty
to vary the traction of the vehicle 100a if necessary (e.g., on
steep or snow-covered roads).
[0110] In FIG. 10(b), a partial load (e.g., freight 620) has been
placed on the freight area 130a (e.g., the vehicle 100a is being
loaded or has unloaded part of its freight). The forces 1100, 1110,
and 1120 continue to act at the respective positions on the vehicle
100a, however, these forces have begun to increase due to the
partial load placed on the freight area 130a. Initially, the
retractable axle 600 need not be extended as these forces are not
significant enough to require the additional support from the
retractable axle 600. Once again, however, the retractable axle 600
can be extended if necessary.
[0111] In FIG. 10(c), the freight area 130a has been fully loaded
to such an extent where the forces 1100, 1110, and 1120 have become
too great for the axles 750, 760, and 770 to safely handle alone.
Therefore, preferably before exceeding a predetermined load limit
(i.e., based on structural, safety and government regulatory
considerations), the retractable axle 600 (and associated wheels)
is lowered to its extended position and thus bears at least part of
the load (e.g., force 1130 acting on the retractable axle 600) and
reducing the forces 1100, 1110, and 1120 on the other axles. As
such, the retractable axle 600 increases the freight hauling
capacity of the vehicle 100a (preferably up to 20,000 lbs).
[0112] Table II illustrates the estimated weight (in pounds) of the
vehicle 100a (i.e., "Gross") and on each axle under various loading
conditions.
2TABLE II Load Gross Front Drive Tag Lift No passengers/ 28,586
14,496 15,021 -931 0 No freight Passengers/No 34,092 18,728 17,840
-2476 0 freight Maximum Load 54,092 13,995 18,022 9,959 12,116
(retractable axle extended)
[0113] In addition, forces acting on the three-dimensional region
840 between the truck frame 830 and the coach spine 820 (see FIG.
9(d)) are also shown in FIGS. 10(a)-(c). These forces include a
horizontal force 1200 (caused by forward motion of the vehicle
100a), twisting force 1210 (caused by the vehicle 100a turning in
either direction), and bending moment 1220 (caused by the weight of
the passenger area 120a and the freight area 130a and associated
loads). The three-dimensional region 840 and the axle and wheel
arrangement described above, including the retractable axle 600
(i.e., lowering the retractable axle 600 results in a force
variation due to a changed weight distribution on the axles),
maintain the structural integrity of the vehicle 100a under the
various loading conditions illustrated above and driving conditions
(e.g., uphill, around turns, etc.) so that the connection between
the coach spine 820 and the truck frame 830 does not weaken.
[0114] It is to be expressly understood that the illustration in
FIGS. 10(a) through 10(c) and the values given in Table II are
merely illustrative of a preferred embodiment of the present
invention and are not intended to limit the present invention. In
addition, more axles and wheels can be provided and variously
arranged. Likewise, additional retractable axles can be used in
other embodiments, whereas vehicles carrying lighter loads need not
have a retractable axle at all (see the embodiment of FIG. 1).
[0115] 12. Engine Position.
[0116] A conventional engine 740 (e.g., Detroit Diesel Series 60)
is preferably positioned at the rear portion of the vehicle 100a
beneath the freight area 130a (FIGS. 7 and 11). In such an
embodiment, the engine 740 is disposed between a forward region
1310 and a rearward region 1320. The forward region 1310 is defined
by a ground clearance height H.sub.G1 and a vehicle height H.sub.V
and the rearward region 1320 is defined by the departure angle D
and the vehicle height H.sub.V. That is, the vehicle 100a has a
first predetermined ground clearance H.sub.G1 (i.e., the distance
from the ground to the lower-most part 1330 of the coach body)
based on a variety of factors such as government regulations, gross
vehicle weight, desired handling characteristics, etc. In addition,
the rear portion of the vehicle 100a preferably tapers upward from
the lower-most part of the coach body toward the end portion of the
coach body along the departure angle D. The departure angle D is
based on a variety of factors including government regulations,
overall vehicle length, etc., and provides sufficient clearance
when the vehicle 100a encounters changes in the road grade. A
second predetermined ground clearance H.sub.G2 (i.e., the distance
from the ground to the bottom 1330 of the vehicle 100a along the
departure angle D) can be determined geometrically based on the
departure angle D. These two points (i.e., defined by H.sub.G1 and
H.sub.G2) are the lower limits within which the engine 740 can be
placed while maintaining the desired ground clearance levels
H.sub.G1, H.sub.G2 in the rear portion of the vehicle 100a. The
upper limits can be determined based on the vehicle height H.sub.V
(i.e., including the vehicle, and associated ground clearances),
and the height of any freight loaded thereon, H.sub.L. The overall
vehicle height H.sub.V is no greater than the maximum allowable
vehicle height H.sub.DOT (i.e., based on government regulations
and/or desired clearances), and is preferably lower (i.e., by a
desired factor of safety H.sub.S). Hence, the height of the engine
740 in the forward region 1310 (i.e., H.sub.E1) and in the rearward
region 1320 (i.e., H.sub.E2) preferably does not exceed the vehicle
height H.sub.V less the desired ground clearance levels H.sub.G1,
H.sub.G2, less the desired height of the freight loaded thereon
(i.e., HL).
[0117] Under the above described embodiment, the forward region can
be defined mathematically such that:
H.sub.E1.apprxeq.H.sub.V-H.sub.L-H.sub.G1
[0118] where:
[0119] H.sub.E1 is the height of the engine in the forward
region,
[0120] H.sub.V is the vehicle height,
[0121] H.sub.L is the height of the load placed on said freight
area,
[0122] H.sub.G1 is the ground clearance height in the forward
region.
[0123] Likewise, the rearward region 1320 can be defined
mathematically such that:
H.sub.E2.apprxeq.H.sub.V-H.sub.L-H.sub.G2
[0124] where:
[0125] HE.sub.2 is the height of the engine in the rearward
region,
[0126] H.sub.V is the vehicle height,
[0127] H.sub.L is the height of the load placed on said freight
area,
[0128] H.sub.G2 is the ground clearance height in the rearward
region.
[0129] It is to be expressly understood that the above defined
mathematical expressions are intended to be illustrative of the
limits within which the engine 740 is positioned in the rear
portion of the vehicle 100a and other mathematical expressions can
be used to define the positioning of the engine in the rear portion
of the vehicle 100a. In addition, when the rear portion of the
vehicle 100a is parallel to the ground (or the engine 740 is
positioned parallel to the ground), the vertical clearance of the
forward region 1330 and the rearward region 1320 will be equal to
one another and hence separate equations need not be used to
calculate the vertical clearance. Furthermore, the engine 740 need
not be positioned precisely at the upper and lower calculated
limits, and these dimensions are intended only as a guide used to
position the engine 740 in the rear portion of the vehicle 100a.
For example, where a smaller engine is used, the engine 740 can be
positioned at any suitable position between the calculated upper
and lower limits and at any desired angle therein. In yet other
embodiments, the engine 740 need not be positioned at the rear
portion of the vehicle 100a, and can instead be positioned beneath
the passenger area 120a, at the three-dimensional region 840 of the
truck frame 830 and the coach spine 820, or any other suitable
position on the vehicle 100a.
[0130] The engine 740 is fastened directly to the truck frame 830
using any suitable fasteners. That is, as shown in FIG. 7 the
engine 740 preferably mounts at 741a and 741b (and on opposing
sides, not shown) to the truck frame at 741c and 741d,
respectively. However, it is to be expressly understood that
additional or fewer engine mounts can be used and positioned at any
suitable position on the engine 740 and truck frame 830. Indeed,
engine mounts 741 can be formed as part of the engine 740 or the
truck frame 830. Alternatively, an engine carriage (not shown) can
be positioned at the rear portion of the vehicle 100a (e.g.,
fastened to the truck frame and positioned according to the above
described equations) and the engine 740 is then fastened to the
engine carriage. The engine carriage would thus provide additional
support and protection for the engine 740. Once the engine 740 has
been positioned (e.g., using the above described equations), the
engine 740 can be situated therein in any suitable manner that
provides the requisite power to the drive axle 760. Situating the
engine 740 and making the necessary adjustments (e.g., aligning the
drive shaft 762, providing the desired torque and power, etc.)
within the above-described limits is within the scope of one
skilled in the art.
[0131] 13. Examples of Use.
[0132] The flexibility of the vehicle 100a (i.e., that it can carry
passengers and different loads with little or no modification)
allows the vehicle 100a to operate in many different passenger and
freight markets in different manners. The following are examples
and are not meant to limit the teachings of the present invention
in any way.
[0133] In one example, freight is shipped between destinations
without interrupting passenger scheduling. In this example, the
vehicle 100a first stops at a freight staging area in Destination
City A where it is loaded with an intermodal container destined for
Destination City C. The vehicle 100a then proceeds to the passenger
station in Destination City A where passengers board (i.e., into
passenger area 120a). The vehicle 100a travels to Destination City
B as an express coach. Upon arriving in Destination City B, the
passengers disembark at the Destination City B passenger station
and the vehicle 100a proceeds to the Destination City B rail yard.
The intermodal container 150a is removed from the vehicle 100a and
loaded onto a freight train bound for Destination City C. The
vehicle 100a can either be reloaded at the rail yard or proceed to
a freight staging area in Destination City B to be reloaded (i.e.,
with an intermodal container destined for Destination City A)
before returning to the Destination City B passenger station to
pick up passengers destined for Destination City A. As such, the
passenger scheduling is unaffected by the delivery of freight
(i.e., passengers do not wait for freight to be loaded/unloaded).
In addition, the operator of vehicle 100a is compensated for the
transportation of the intermodal container 150a from Destination
City A to Destination City B, permitting the operator to reduce
passenger fares between Destination City A and Destination City B
while consistently maintaining the route's profitability. In this
example, the vehicle 100a can also operate with a multiple driver
team and operate virtually non-stop (i.e., except to refuel) along
the route, providing a low cost alternative to flying or rail
transportation for passengers. A gallery in the passenger area 120a
can provide refreshments for the passengers between refueling
stops.
[0134] In another example, routes are expanded to service
passengers in rural or outlying areas. That is, the vehicle 100a
departs from Metropolitan City with packages and passengers, if
any, and travels to Outlying Towns A, B, and C. The vehicle 100a
arrives in Outlying Town A and stops at the local Post Office to
unload mail. The vehicle 100a may also stop at a local warehouse to
deliver and/or pick up additional packages before or after stopping
at the local passenger station to pick up and/or drop off
passengers. It is to be understood that the freight can be picked
up first, then the passengers, in reverse where the passengers are
picked up first and then the freight, or the passengers and freight
can be picked up and dropped off simultaneously. The vehicle 100a
then continues to Outlying Town B and Outlying Town C, making one
or more stops at each town to load and unload packages and
passengers, if any. Passengers may also embark/disembark at any of
the stops (e.g., the Post Office) and a separate passenger station
need not be provided. In this example, although passengers must
wait at each stop for packages to be loaded and/or unloaded, the
passengers now have a transportation option between these outlying
areas that may not have existed previously. In addition, the
operator of the vehicle 100a makes a profit from transporting
packages to these areas whether or not there are any passengers on
a given day.
[0135] It is understood that the above examples are merely
illustrative of uses for the vehicle 100a, and other uses are
contemplated under the teachings of the present invention.
[0136] The foregoing discussion of the invention has been presented
for purposes of illustration and description. Further, the
description is not intended to limit the invention to the form
disclosed herein. Consequently, variation and modification
commensurate with the above teachings, within the skill and
knowledge of the relevant art, are within the scope of the present
invention. The embodiment described herein and above is further
intended to explain the best mode presently known of practicing the
invention and to enable others skilled in the art to utilize the
invention as such, or in other embodiments, and with the various
modifications required by their particular application or uses of
the invention. It is intended that the appended claims be construed
to include alternate embodiments to the extent permitted by the
prior art.
* * * * *