U.S. patent application number 11/167692 was filed with the patent office on 2006-12-28 for intermodal rail car/truck trailer.
Invention is credited to Kirk K. McGuire.
Application Number | 20060288902 11/167692 |
Document ID | / |
Family ID | 37565754 |
Filed Date | 2006-12-28 |
United States Patent
Application |
20060288902 |
Kind Code |
A1 |
McGuire; Kirk K. |
December 28, 2006 |
Intermodal rail car/truck trailer
Abstract
An intermodal rail container/truck trailer includes a container
platform with a ground side, and a sill connected to the ground
side. The sill includes a first end and a second end. At least one
railroad car coupler is connected to at least one of the first end
and the second end. The invention further includes an intermodal
rail car which includes a rail car frame having a first end and a
second end. A first fifth wheel coupler is connected to the rail
car frame, and a second fifth wheel coupler is connected to the
rail car frame in a longitudinally opposed relation with the first
fifth wheel coupler. At least one railroad car coupler is connected
to at least one of the first end and the second end. The intermodal
rail container/truck trailer and rail car can be interconnected
using the railroad couplers and fifth wheel couplers and pins.
Inventors: |
McGuire; Kirk K.; (Avilla,
IN) |
Correspondence
Address: |
TAYLOR & AUST, P.C.
142 SOUTH MAIN STREET
P. O. BOX 560
AVILLA
IN
46710
US
|
Family ID: |
37565754 |
Appl. No.: |
11/167692 |
Filed: |
June 27, 2005 |
Current U.S.
Class: |
105/215.2 |
Current CPC
Class: |
B61D 3/184 20130101;
B61D 45/005 20130101; B61F 1/00 20130101 |
Class at
Publication: |
105/215.2 |
International
Class: |
B61F 1/00 20060101
B61F001/00 |
Claims
1. An intermodal rail container/truck trailer; comprising: a
container platform including a ground side; a sill connected to
said container platform on said ground side, said sill including a
first end and a second end; and at least one railroad car coupler
connected to at least one of said first end and said second
end.
2. The intermodal rail container/truck trailer of claim 1, further
including at least one lunette connected to said ground side of
said container platform.
3. The intermodal rail container/truck trailer of claim 1, further
including at least one fifth wheel pin connected to said ground
side of said container platform.
4. The intermodal rail container/truck trailer of claim 1, further
including a dolly connected to said container platform, said dolly
having a frame, a set of road wheels rotatably connected to said
frame, a fifth wheel coupler connected to said frame, and a tow bar
connected to said frame, said fifth wheel coupler and said tow bar
connected to said container platform.
5. The intermodal rail container/truck trailer of claim 4, further
including at least one lunette connected to said ground side of
said container platform, and at least one fifth wheel pin connected
to said ground side of said container platform, said tow bar
connected to said lunette and said fifth wheel coupler connected to
one said fifth wheel pin.
6. The intermodal rail container/truck trailer of claim 1, further
including at least one set of landing gear connected to said ground
side of said container platform.
7. The intermodal rail container/truck trailer of claim 1, wherein
said intermodal rail container/truck trailer is at least one of a
freight van intermodal rail container/truck trailer, a refrigerated
intermodal rail container/truck trailer, a live stock intermodal
rail container/truck trailer, a liquid container intermodal rail
container/truck trailer, a dry bulk intermodal rail container/truck
trailer, a flat bed intermodal rail container/truck trailer, an
open top intermodal rail container/truck trailer, a double
container intermodal rail container/truck trailer, and a low bed
intermodal rail container/truck trailer.
8. An intermodal rail car, comprising: a rail car frame having a
first end and a second end; a first fifth wheel coupler connected
to said rail car frame; a second fifth wheel coupler connected to
said rail car frame in a longitudinally opposed relation with said
first fifth wheel coupler; and at least one railroad car coupler
connected to at least one of said first end and said second
end.
9. The intermodal rail car of claim 8, further including a first
mount connecting said first fifth wheel coupler to said rail car
frame, and a second mount connecting said second fifth wheel
coupler to said rail car frame, each of said first mount and said
second mount including a respective rail system allowing
longitudinal movement of a respective said mount.
10. The intermodal rail car of claim 9, wherein each respective
said mount includes a platform connected to said rail system, and
at least one resilient member connected to both said platform and
said rail car frame, said at least one resilient member oriented in
a vertical direction.
11. The intermodal rail car of claim 10, wherein said rail car
frame includes at least one pin connected to a respective said
platform.
12. The intermodal rail car of claim 1, further including an
intermodal rail container/truck trailer connected to one of said
first fifth wheel coupler and said second fifth wheel coupler, said
intermodal rail container/truck trailer connected to at least one
said railroad car coupler, said intermodal rail container/truck
trailer including a container platform including a ground side, a
sill connected to said container platform on said ground side, said
sill including a first end and a second end, and at least one sill
railroad car coupler connected to at least one of said first end
and said second end, said at least one sill railroad car coupler
connected to at least one said railroad car coupler.
13. A dolly for use with an intermodal rail container/truck
trailer, comprising: a frame; a set of road wheels rotatably
connected to said frame; a fifth wheel coupler connected to said
frame; and and a tow bar connected to said frame.
14. A method of converting an intermodal rail container/truck
trailer from rail to road se, comprising the steps of: providing an
intermodal rail car including a rail car frame having a first end
and a second end, a first fifth wheel coupler connected to said
rail car frame, a second fifth wheel coupler connected to said rail
car frame in a longitudinally opposed relation with said first
fifth wheel coupler, and at least one railroad car coupler
connected to at least one of said first end and said second end;
providing an intermodal rail container/truck trailer connected to
one of said first fifth wheel coupler and said second fifth wheel
coupler, said intermodal rail container/truck trailer connected to
at least one said railroad car coupler, said intermodal rail
container/truck trailer including a container platform including a
ground side, a sill connected to said container platform on said
ground side, said sill including a first end and a second end, at
least one sill railroad car coupler connected to at least one of
said first end and said second end, at least one fifth wheel pin
connected to said ground side of said container, and at least one
set of landing gear connected to said ground side of said
container, said at least one sill railroad car coupler connected to
at least one said railroad car coupler; lowering said at least one
set of landing gear; connecting a dolly to said intermodal rail
container/truck trailer, said dolly including a frame, a set of
road wheels rotatably connected to said frame, a dolly fifth wheel
coupler connected to said frame; and a tow bar connected to said
frame, said dolly fifth wheel coupler connected to one said fifth
wheel pin, said tow bar connected to said ground side of said
container platform; connecting a truck tractor to said intermodal
rail container/truck trailer, said truck tractor including a truck
fifth wheel coupler, said truck fifth wheel coupler connected to
another said fifth wheel pin; and raising said at least one set of
landing gear.
15. A method of converting an intermodal rail container/truck
trailer from road to rail use, comprising the steps of: providing
an intermodal rail car including a rail car frame having a first
end and a second end, a first fifth wheel coupler connected to said
rail car frame, a second fifth wheel coupler connected to said rail
car frame in a longitudinally opposed relation with said first
fifth wheel coupler, and at least one railroad car coupler
connected to at least one of said first end and said second end;
providing an intermodal rail container/truck trailer, said
intermodal rail container/truck trailer including a container
platform including a ground side, a sill connected to said
container platform on said ground side, said sill including a first
end and a second end, at least one sill railroad car coupler
connected to at least one of said first end and said second end, at
least one fifth wheel pin connected to said ground side of said
container, at least one set of landing gear connected to said
ground side of said container; providing a dolly connected to said
container platform, said dolly having a frame, a set of road wheels
rotatably connected to said frame, a dolly fifth wheel coupler
connected to said frame, and a tow bar connected to said frame,
said dolly fifth wheel coupler and said tow bar connected to said
container platform; lowering said at least one set of landing gear;
disconnecting said dolly from said container platform; connecting
one said fifth wheel pin to one of said first fifth wheel coupler
and said second fifth wheel coupler; connecting one said sill
railroad car coupler to one said railroad car coupler; and raising
said at least one set of landing gear.
Description
BACKGROUND OF THE INVENTION
[0001] 1. Field of the Invention
[0002] The present invention relates to transportation systems,
and, more particularly, to intermodal rail/road transportation
systems.
[0003] 2. Description of the Related Art
[0004] Transportation systems which utilize aspects of two or more
distinct transportation systems, such as truck and train, are
sometimes known as intermodal transportation systems or bimodal if
only two systems are combined. One motivation to combine elements
of a truck and train system is to take advantage of the lower cost
per freight mile of the railroad system while still having the
convenience of road transportation, as only a small percentage of
commercial and/or residential locations are directly accessible via
rail. Another example of an intermodal system is ferryboats used by
railroad companies such as the ferryboat that runs between
Ludington, Mich. and Mantiwoc, Wis. Although this ferryboat is now
converted primarily for recreational purposes, it has a hold with
rail lines in which sixteen fully loaded railroad cars can be held.
The motivation for this particular ferryboat included avoiding the
several hundred mile trip around southern Lake Michigan, and the
transit through the busy train yards of Chicago.
[0005] In the mid-1800s, canal boats were hauled by cog railroad
over mountains from one stream to another. Boats were also used to
haul supplies, horses and wagons of westward bound pioneers on
inland waterways. On festive occasions, Canadian railroads operated
special picnic trains hauling passengers and sleighs that were
mounted on flat cars. In the United States, early railway-highway
intermodal operations were often termed "piggyback" operations
which eliminated to need to unload the contents of the road
transportation. The early piggyback operations included trains
hauling farmers' wagons. An early piggyback train began operation
in the late 1800s and hauled sixteen wagons on eight flat cars. The
distance traveled was approximately twenty miles and the savings in
time was substantial. As the service became more well known,
special cars were built that could haul four wagons each. Passenger
service for the owners or drivers of the wagons was furnished in a
separate car. The operation only lasted about a decade, but it was
a beginning of railway-highway intermodal travel in the United
States.
[0006] The railroad faces at least two handicaps in competing with
motor carriers. First, rail service does not offer the door-to-door
pickup and delivery service that is provided by motor carriers, and
second, freight in less than carload quantities needs better
packaging for shipment by rail than for shipment by motor carrier.
Piggyback service can help overcome these problems.
[0007] In 1920s, the Chicago, North Shore and Milwaukee Railroads
began hauling railroad-owned highway trailers on flat cars,
providing one of the first modern piggyback service in the United
States.
[0008] Between 1939 and 1951, the railroads' efforts to expand
piggyback service were curtailed. The economic pressure on the
railroads to increase traffic was greatly relieved by the freight
shipments generated by World War II and by the pent-up demand for
consumer goods immediately following the end of the war. When the
backlog of orders was reduced, rail tonnage again began to decline.
Before any action was taken toward increasing piggyback services,
however, the Korean War led to an increase in the demand for
service to such an extent that railroads did not feel that it was
necessary to explore avenues which might yield additional freight
tonnage. When rail freight tonnage began to decline, the railroads
again became interested in methods of increasing tonnage and the
search led them to a reappraisal of piggyback service. During the
1950s, piggyback operations expanded rapidly and, by the end of
1959, many of the principal railroads in the United States were
providing piggyback service.
[0009] Over the years, many methods and designs of piggyback
service have been developed. Typically these methods are a
variation of one of two primary methods. One of these methods
involves hauling the complete trailer. A disadvantage of this
system is that the tare (the weight of a container that is deducted
from the gross weight to obtain net weight of the cargo) is
increased by the road wheels, axle(s) and suspension thereby
reducing transportation efficiency. The other method involves
hauling only the trailer body. A disadvantage to this system is
that special cranes are required to lift the trailer body off of a
rail car and onto a truck.. Another system uses trailers outfitted
with special railroad wheel dollies that ride on rails built into
specially fitted flatbed cars. The railroad dollies can be either
permanently attached to the trailer or detachably mounted.
Detachable dollies are put on the trailer using a hydraulic jack to
lift the dolly up to the trailer bottom. Disadvantages of this
system include, in the case of a permanently mounted railroad
dollies, increasing the tare with the railroad dollies, and in the
case of detachable dollies, the need for the hydraulic jack.
[0010] Another system uses trailers outfitted with detachable
sliding rear roadway wheel assemblies. To detach a roadway wheel
assembly, the trailer is backed up to a flatbed car that has a
hydraulic turntable built into it. The roadway wheel assembly is
released and slid forward before the turntable is hydraulically
raised. The turntable mechanism lifts the trailer off of the
roadway wheels. The trailer is then hauled on a flatbed car. A
disadvantage of this system includes the need for a flatbed car
that has a hydraulic turntable built into it, which increase the
cost and the tare of the flatbed car, and decreases the reliability
of the flatbed car.
[0011] In the late 1970s, a new trailer was designed with a single
rail axle and tandem highway axles. This trailer has a set of
non-removable railway wheels located between tandem highway axles.
To run on the road, the railway wheels are retracted above the
highway wheels. Conversely, to run on rails, the railway wheels are
extended below the roadway wheels. One major disadvantage of this
system is that the railway wheels are heavy and the weight must be
carried at all times. This decreases fuel economy and increases the
cost of hauling tonnage over the highway, whereas the highway
wheels decreases fuel economy and increases the cost of hauling
tonnage over the railway.
[0012] A system was devised that eliminated the flatcar and
replaced it with a railway dolly or so-called bogie such as a
system wherein a semi-trailer is driven onto a bogie. However, such
a system requires a large truck turning area and a high degree of
driver skill to accomplish the loading process. Additionally, this
system requires a separate incline ramp to load the trailer onto
the dolly and if a separate incline ramp is not available at the
destination, the trailer cannot be unloaded.
[0013] Another system uses a railway bogie incorporating a platform
adapted to connect directly to a truck-trailer. The platform is
raised by a pneumatic system integrated into the bogie to couple it
to the underside of the trailer. However, the pneumatically raised
platform is relatively expensive and unreliable, and increases the
tare of the system.
[0014] In general, prior truck-train systems have proven to be less
than desirable by requiring additional equipment for their
operation such as special lifting cranes and/or pneumatic lifts and
turntables, and separate switching engines. Further, many of the
prior art truck-train systems require the use of a railroad
turntable device and a complex loading area or equipment to link
the truck-trailers together for transportation. Yet further, prior
truck-train systems include mechanisms such as road wheels during
rail use, or vice versa, or other complex manipulation mechanisms
which increase the tare of the system and thereby, and otherwise,
decrease the economy of the system.
[0015] What is needed in the art is an intermodal rail car/truck
trailer which does not require specialized lifting or manipulation
equipment at either the origination or destination, which does not
require special locomotive engines or truck trailers, which
minimizes the tare of the transportation system and which improves
the economy of the system.
SUMMARY OF THE INVENTION
[0016] The present invention provides an intermodal rail car/truck
trailer which does not require specialized lifting or manipulation
equipment at either the origination or destination, which does not
require special locomotive engines or truck trailers, which
minimizes the tare of the transportation system and which improves
the economy of the system.
[0017] The invention comprises, in one form thereof, an intermodal
rail container/truck trailer which includes a container platform
with a ground side, and a sill connected to the container platform
on the ground side. The sill includes a first end and a second end.
At least one railroad car coupler is connected to at least one of
the first end and the second end.
[0018] The invention comprises, in another form thereof, an
intermodal rail car which includes a rail car frame having a first
end and a second end. A first fifth wheel coupler is connected to
the rail car frame, and a second fifth wheel coupler is connected
to the rail car frame in a longitudinally opposed relation with the
first fifth wheel coupler. At least one railroad car coupler is
connected to at least one of the first end and the second end.
[0019] The invention comprises, in another form thereof, a dolly
for use with an intermodal rail container/truck trailer which
includes a frame, a set of road wheels rotatably connected to the
frame, a fifth wheel coupler connected to the frame, and a tow bar
connected to the frame.
[0020] The invention comprises, in another form thereof, a method
of converting an intermodal rail container/truck trailer from rail
to road use, including the steps of: providing an intermodal rail
car including a rail car frame having a first end and a second end,
a first fifth wheel coupler connected to the rail car frame, a
second fifth wheel coupler connected to the rail car frame in a
longitudinally opposed relation with the first fifth wheel coupler,
and at least one railroad car coupler connected to at least one of
the first end and the second end; providing an intermodal rail
container/truck trailer connected to one of the first fifth wheel
coupler and the second fifth wheel coupler, the intermodal rail
container/truck trailer connected to at least one railroad car
coupler, the intermodal rail container/truck trailer including a
container platform including a ground side, a sill connected to the
container platform on the ground side, the sill including a first
end and a second end, at least one sill railroad car coupler
connected to at least one of the first end and the second end, at
least one fifth wheel pin connected to the ground side of the
container, and at least one set of landing gear connected to the
ground side of the container, the at least one sill railroad car
coupler connected to at least one railroad car coupler; lowering
the at least one set of landing gear; connecting a dolly to the
intermodal rail container/truck trailer, the dolly including a
frame, a set of road wheels rotatably connected to the frame, a
dolly fifth wheel coupler connected to the frame; and a tow bar
connected to the frame, the dolly fifth wheel coupler connected to
one the fifth wheel pin, the tow bar connected to the ground side
of the container platform; connecting a truck tractor to the
intermodal rail container/truck trailer, the truck tractor
including a truck fifth wheel coupler, the truck fifth wheel
coupler connected to another fifth wheel pin; and raising the at
least one set of landing gear.
[0021] The invention comprises, in another form thereof, a method
of converting an intermodal rail container/truck trailer from road
to rail use, including the steps of: providing intermodal rail car
including a rail car frame having a first end and a second end, a
first fifth wheel coupler connected to the rail car frame, a second
fifth wheel coupler connected to the rail car frame in a
longitudinally opposed relation with the first fifth wheel coupler,
and at least one railroad car coupler connected to at least one of
the first end and the second end; providing an intermodal rail
container/truck trailer, the intermodal rail container/truck
trailer including a container platform including a ground side, a
sill connected to the container platform on the ground side, the
sill including a first end and a second end, at least one sill
railroad car coupler connected to at least one of the first end and
the second end, at least one fifth wheel pin connected to the
ground side of the container, at least one set of landing gear
connected to the ground side of the container; providing a dolly
connected to the container platform, the dolly having a frame, a
set of road wheels rotatably connected to the frame, a dolly fifth
wheel coupler connected to the frame, and a tow bar connected to
the frame, the dolly fifth wheel coupler and the tow bar connected
to the container platform; lowering the at least one set of landing
gear; disconnecting the dolly from the container platform;
connecting one fifth wheel pin to one of the first fifth wheel
coupler and the second fifth wheel coupler; connecting one sill
railroad car coupler to one railroad car coupler; and raising the
at least one set of landing gear.
[0022] An advantage of the present invention is that it provides an
intermodal rail container/truck trailer which does not require
specialized lifting or manipulation equipment at either the
origination or destination.
[0023] Another advantage is the present invention does not require
special locomotive engines or truck trailers.
[0024] Yet another advantage is the present invention minimizes the
tare of the transportation system.
[0025] Yet another advantage is the present invention improves the
economy of the transportation system.
[0026] Yet another advantage is that the present invention can be
adapted for use with a variety of container platforms.
[0027] Yet another advantage is that the present invention can be
adapted for use with a variety of railroad systems and
standards.
[0028] Yet another advantage is that the present invention does not
require a railroad turntable device and/or a complex loading area
or equipment.
BRIEF DESCRIPTION OF THE DRAWINGS
[0029] The above-mentioned and other features and advantages of
this invention, and the manner of attaining them, will become more
apparent and the invention will be better understood by reference
to the following description of embodiments of the invention taken
in conjunction with the accompanying drawings, wherein:
[0030] FIG. 1 is a side view of an embodiment of an intermodal rail
container/truck trailer according to the present invention and
adapted for road use;
[0031] FIG. 2 is a fragmentary, exploded side view of an embodiment
of an intermodal rail container/truck trailer, dolly and intermodal
rail car according to the present invention;
[0032] FIG. 3 is a side view of the intermodal rail container/truck
trailer of FIG. 1 being adapted for rail use with an intermodal
rail car according to the present invention;
[0033] FIG. 4 is a side view of the intermodal rail container/truck
trailer of FIG. 3 being further adapted for rail use with the dolly
being removed;
[0034] FIG. 5 is a side view of the intermodal rail container/truck
trailer of FIG. 3 completing the adaptation for rail use with the
addition of a second intermodal rail car according to the present
invention;
[0035] FIG. 6 is a fragmentary side view of an embodiment of an
intermodal rail car according to the present invention, shown in
conjunction with two intermodal rail container/truck trailers;
[0036] FIG. 7 is a cross-sectional view taken along section line
6-6 of FIG. 6;
[0037] FIG. 8 is a side view of an embodiment of a dolly according
to the present invention connected directly to a truck tractor;
[0038] FIG. 9 is a side view sequential illustration of an
embodiment of the method according to the present invention showing
the conversion from rail use to road use, and road use to rail
use;
[0039] FIG. 10 is a fragmentary side view of an embodiment of a
refrigerated intermodal rail container/truck trailer connected to
two intermodal rail cars according to the present invention;
[0040] FIG. 11 is a fragmentary side view of an embodiment of a
live stock intermodal rail container/truck trailer connected to two
intermodal rail cars according to the present invention;
[0041] FIG. 12 is a fragmentary side view of an embodiment of a
liquid container intermodal rail container/truck trailer connected
to two intermodal rail cars according to the present invention;
[0042] FIG. 13 is a fragmentary side view of an embodiment of a dry
bulk intermodal rail container/truck trailer connected to two
intermodal rail cars according to the present invention;
[0043] FIG. 14 is a fragmentary side view of an embodiment of a
flat bed intermodal rail container/truck trailer connected to two
intermodal rail cars according to the present invention;
[0044] FIG. 15 is a fragmentary side view of an embodiment of an
open top intermodal rail container/truck trailer connected to two
intermodal rail cars according to the present invention;
[0045] FIG. 16 is a fragmentary side view of an embodiment of a
double container intermodal rail container/truck trailer connected
to two intermodal rail cars according to the present invention;
and
[0046] FIG. 17 is a fragmentary side view of an embodiment of a low
bed intermodal rail container/truck trailer connected to two
intermodal rail cars according to the present invention.
[0047] Corresponding reference characters indicate corresponding
parts throughout the several views. The exemplifications set out
herein illustrate one preferred embodiment of the invention, in one
form, and such exemplifications are not to be construed as limiting
the scope of the invention in any manner.
DETAILED DESCRIPTION OF THE INVENTION
[0048] Referring now to the drawings, and more particularly to FIG.
1, there is shown a transportation system 10 which generally
includes truck tractor 12 and an intermodal rail container/truck
trailer 14. Truck tractor 12 particularly includes truck fifth
wheel coupler 16 as is known in the art and particularly used with
over-the-road semi tractor trailers. Truck fifth wheel coupler 16
can also be known as a tongue, hitch or head.
[0049] Intermodal rail container/truck trailer 14 includes a
container platform 18 with a ground side 20, and also a frame and
sides depending on the design and usage of intermodal rail
container/truck trailer 14. A sill 22 is connected to container
platform 18 on ground side 20. Sill 22 is generally a horizontal
structural member. Sill 22 including a first end 24 and a second
end 26. At least one railroad car coupler 28 is connected to at
least one of first end 24 and second end 26.
[0050] Railroad car coupler 28 is sometimes known as a MCB (Master
Car Builders) coupler. MCB was later known as the American Railroad
Association (ARA), and is currently known as the Association of
American Railroads (AAR), which association's Mechanical Committee
establishes standards for railroad car couplers. An example of an
embodiment of railroad car coupler 28 is AAR Standard type E,
incorporated herein by reference, which can be a prevalent type on
railroad freight cars. However, railroad car coupler 28 is not
limited to such an embodiment, but instead can be as is known for
General Railway System (GRS) of North America applications, as is
known for non-GRS applications such as amusement parks, mines and
industrial applications (which may be narrow gauge), as is known by
the Association of American Railroads and/or as is known for
foreign applications. In general, railroad car coupler 28 is an
apparatus suitable for coupling two railroad cars.
[0051] At least one lunette 30 is connected to ground side 20 of
container platform 18. Although only one lunette 30 is shown in
FIG. 1, for example, it can be advantageous to have another lunette
30 generally at the other end of sill 22 and in opposed relation to
lunette 30 shown. At least one fifth wheel pin 32 is connected to
ground side 20 of container platform 18 and is suitable for
connection with truck fifth wheel coupler 16. A dolly 34 can be
connected to container platform 18. Dolly 34 includes a frame 36, a
set of road wheels 38 rotatably connected to frame 36, a fifth
wheel coupler 40 connected to frame 36, and a tow bar 42 connected
to frame 36. In general, fifth wheel coupler 40 and tow bar 42 are
connected to container platform 18. More particularly, tow bar 42
can be connected to lunette 30 and fifth wheel coupler 40 can be
connected to one fifth wheel pin 32. At least one set of landing
gear 44 can be connected to ground side 20 of container 18. Landing
gear 44 can be as is known for semi truck trailers, for
example.
[0052] The present invention further includes an intermodal rail
car 46 (see particularly FIGS. 2-7) having a rail car frame 48 with
a first end 50 and a second end 52. A first fifth wheel coupler 54
is connected to rail car frame 48. A second fifth wheel coupler 56
can be connected to rail car frame 48 in a longitudinally opposed
relation with first fifth wheel coupler 54. At least one railroad
car coupler 58 is connected to at least one of first end 50 and
second end 52. Fifth wheel couplers 16,40, 54 and 56 can be
similar, as can be railroad couplers 28 and 58.
[0053] A first mount 60 connects first fifth wheel coupler 54 to
rail car frame 48, and a second mount 62 connects second fifth
wheel coupler 56 to rail car frame 48. Each of first mount 60 and
second mount 62 includes a respective rail system 64 allowing a
longitudinal movement of a respective mount 60, 62. Each respective
mount 60, 62 can include a platform connected to rail system 64,
and at least one resilient member 68 connected to both platform 66
and rail car frame 48. At least one resilient member 68 can be
oriented in a vertical direction. Rail car frame can include at
least one pin 70 connected to a respective platform 66. Each
respective fifth wheel coupler 54, 56 can include rollers 57 and
pivot 59.
[0054] Intermodal rail car 46 can include intermodal rail
container/truck trailer 14 connected to one of first fifth wheel
coupler 54 and second fifth wheel coupler 56 and intermodal rail
container/truck trailer 14 can also be connected to at least one
railroad car coupler 58. At least one sill railroad car coupler 14
can be connected to at least one railroad car coupler 58.
[0055] Although intermodal rail container/truck trailer 14 is shown
as a freight van embodiment, FIGS. 10-17 illustrate how the
intermodal rail container/truck trailer of the present invention
can be embodied as a refrigerated intermodal rail container/truck
trailer 72, a live stock intermodal rail container/truck trailer
74, a liquid container intermodal rail container/truck trailer 76,
a dry bulk intermodal rail container/truck trailer 78, a flat bed
intermodal rail container/truck trailer 80, an open top intermodal
rail container/truck trailer 82, a double container intermodal rail
container/truck trailer 84, and a low bed intermodal rail
container/truck trailer 86.
[0056] In use, the present invention discloses a method, of
converting an intermodal rail container/truck trailer 14 from rail
to road use, see particularly FIG. 9, including the steps of:
providing an intermodal rail car 46; providing an intermodal rail
container/truck trailer 14 connected to one of first fifth wheel
coupler 54 and second fifth wheel coupler 56 where at least one
sill railroad car coupler 28 is connected to at least one railroad
car coupler 58; lowering at least one set of landing gear 44;
connecting a dolly 34 to intermodal rail container/truck trailer 14
where dolly fifth wheel coupler 40 is connected to one fifth wheel
pin 32 and tow bar 42 is connected to ground side 20 of container
platform 18; connecting truck tractor 12 to intermodal rail
container/truck trailer 14, where truck fifth wheel coupler 16 is
connected to another fifth wheel pin 32; and raising landing gear
44. Movement of intermodal rail car 46 can be with a standard
locomotive 88. Truck tractor 12 can have a suitable attachment for
allowing it to run on the railway, if necessary.
[0057] Conversely, the present invention discloses a method of
converting an intermodal rail container/truck trailer 14 from road
to rail use, including the steps of: providing an intermodal rail
car 46; providing an intermodal rail container/truck trailer 14;
providing a dolly 34 connected to container platform 18; lowering
at least one set of landing gear 44; disconnecting dolly 34 from
container platform 18; connecting one fifth wheel pin 32 to one of
first fifth wheel coupler 54 and second fifth wheel coupler 56;
connecting one sill railroad car coupler 28 to one railroad car
coupler 58; and raising landing gear 44.
[0058] While this invention has been described as having a
preferred design, the present invention can be further modified
within the spirit and scope of this disclosure. This application is
therefore intended to cover any variations, uses, or adaptations of
the invention using its general principles. Further, this
application is intended to cover such departures from the present
disclosure as come within known or customary practice in the art to
which this invention pertains and which fall within the limits of
the appended claims.
* * * * *