US20010042996A1 - Passenger and freight carrying vehicle - Google Patents
Passenger and freight carrying vehicle Download PDFInfo
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- US20010042996A1 US20010042996A1 US09/769,849 US76984901A US2001042996A1 US 20010042996 A1 US20010042996 A1 US 20010042996A1 US 76984901 A US76984901 A US 76984901A US 2001042996 A1 US2001042996 A1 US 2001042996A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
- B60P1/00—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading
- B60P1/64—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading the load supporting or containing element being readily removable
- B60P1/6418—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading the load supporting or containing element being readily removable the load-transporting element being a container or similar
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/32—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds
- B60G11/48—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds not including leaf springs
- B60G11/64—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds not including leaf springs having both torsion-bar springs and fluid springs
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G9/00—Resilient suspensions of a rigid axle or axle housing for two or more wheels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
- B60P7/00—Securing or covering of load on vehicles
- B60P7/06—Securing of load
- B60P7/13—Securing freight containers or forwarding containers on vehicles
- B60P7/132—Securing freight containers or forwarding containers on vehicles twist-locks for containers or frames
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D3/00—Wagons or vans
- B61D3/16—Wagons or vans adapted for carrying special loads
- B61D3/18—Wagons or vans adapted for carrying special loads for vehicles
- B61D3/181—Wagons or vans adapted for carrying special loads for vehicles with special accommodation for the motor vehicle driver or passengers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D31/00—Superstructures for passenger vehicles
- B62D31/02—Superstructures for passenger vehicles for carrying large numbers of passengers, e.g. omnibus
- B62D31/025—Superstructures for passenger vehicles for carrying large numbers of passengers, e.g. omnibus having modular sections
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/30—Rigid axle suspensions
- B60G2200/314—Rigid axle suspensions with longitudinally arranged arms articulated on the axle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/30—Rigid axle suspensions
- B60G2200/34—Stabilising mechanisms, e.g. for lateral stability
- B60G2200/341—Panhard rod
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/13—Torsion spring
- B60G2202/135—Stabiliser bar and/or tube
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/15—Fluid spring
- B60G2202/152—Pneumatic spring
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/12—Mounting of springs or dampers
- B60G2204/122—Mounting of torsion springs
- B60G2204/1224—End mounts of stabiliser on wheel suspension
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/14—Mounting of suspension arms
- B60G2204/148—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle
- B60G2204/1482—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle on rigid axle by elastic mount
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2300/00—Indexing codes relating to the type of vehicle
- B60G2300/02—Trucks; Load vehicles
- B60G2300/026—Heavy duty trucks
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2300/00—Indexing codes relating to the type of vehicle
- B60G2300/14—Buses
Definitions
- the present invention relates generally to both the fields of ground transportation of passengers and ground transportation of freight.
- 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.
- 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.
- 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.
- 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.
- 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.
- freight e.g., rural mail service, inter-city expedited freight, and secure and direct auto delivery, etc.
- areas e.g., freight staging areas, warehouses, direct delivery, airports, etc.
- 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).
- 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
- the truck frame is connected at least to the coach spine and preferably also connected in a three-dimensional region to the passenger area.
- 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.
- a first cross member extends across the front portion of the truck frame and connects the coach spine to the truck frame
- 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.
- 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.
- the first and second diagonal support members crisscross one another at the respective midpoints.
- 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.
- 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.
- 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.
- 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.
- FIG. 1 is a perspective view of a vehicle and intermodal containers of the present invention.
- FIG. 2( a ) is a top plan view of the lower level of the vehicle of the present invention taken along line 2 a - 2 a in FIG. 3.
- FIG. 2( b ) is a top plan view of the upper level of the vehicle taken along line 2 b - 2 b in FIG. 3.
- FIG. 3 is a side view with a partial cutaway of the vehicle shown in FIG. 1.
- FIG. 4( a ) is a rear perspective view of the vehicle shown in FIG. 1.
- FIG. 4( b ) is a rear perspective view of the vehicle in FIG. 4( a ) loaded with an intermodal container.
- FIG. 5( a ) is a side view of a prior art connector in the unlocked position.
- FIG. 5( b ) is a side view of a prior art connector in the locked position.
- FIG. 6( a ) is a perspective view of another embodiment of the vehicle of the present invention having a retractable axle.
- FIG. 6( b ) is a perspective view of the vehicle in FIG. 6( a ) shown carrying an automobile on the freight area.
- FIG. 7 is a spatial view showing several components of the vehicle in FIG. 6( a ).
- FIG. 8( a ) is a side view of the vehicle shown in FIG. 6( a ) with the retractable axle extended.
- FIG. 8( b ) shows the retractable axle retracted.
- FIG. 8( c ) is a top view of the lower level of the vehicle shown in FIG. 8( a ) taken along line 8 c - 8 c in FIG. 8( a ).
- FIG. 8( d ) is a top view of the upper level of the vehicle shown in FIG. 8( a ) taken along line 8 d - 8 d in FIG. 8( a ).
- FIG. 8( e ) is a perspective view showing details of a trailing arm suspension.
- 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.
- FIG. 9( b ) is a cross sectional view of the three-dimensional region taken along line 9 b - 9 b of FIG. 9( a ).
- FIG. 9( c ) is a top plan view of the three-dimensional region taken along line 9 c - 9 c in FIG. 9( a ).
- FIG. 9( d ) is a perspective view of the three-dimensional region shown in FIG. 9( a ).
- FIG. 10( a ) illustrates the forces acting on the vehicle shown in FIG. 6( a ) when there is no load on the freight area.
- 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.
- 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.
- FIG. 11 is a side view of the rear portion of the vehicle shown in FIG. 6( a ) illustrating the engine position.
- 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 .
- 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 120 a and the freight area 130 a.
- the flatbed or freight area 130 in FIG. 1 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 .
- a “flatbed area” i.e., a “flatbed area”
- lightweight decking material i.e., a “freight area”
- 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.
- 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.
- 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 .
- the passenger area 120 can be split so that the intermodal container 150 is loaded between separate portions of the passenger area 120 .
- 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).
- 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.
- 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).
- 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.
- luggage bays 220 e.g., one or two
- overhead shelving not shown for carry-on luggage are preferably provided.
- the passenger area 120 can have only a single level or it can have more than two levels.
- the configuration of the passenger area 120 e.g., passenger seating, luggage bays, amenities, etc. is immaterial to the present invention.
- 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 ).
- wind resistance is reduced to maintain fuel economy and further provide the passengers with a quiet, gentle and comfortable ride.
- the vehicle 100 does not exceed standard clearances and meets or exceeds transportation safety standards.
- 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.
- 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 are preferably designed for strength to support the intermodal container 150 .
- 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.
- 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.
- 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 .
- ISO International Standards Organization
- the intermodal container 150 can be any suitable color or have any suitable design thereon.
- 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.
- 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.
- 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.).
- 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.
- the equipment e.g., tractors, automobiles, airplane parts, etc.
- 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 .
- 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.).
- 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 .
- the containers 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.
- IBCs inter-box connectors
- 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 .
- 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 )).
- more than four attachments 460 can be provided.
- one attachment 460 can be provided at each corner, and one or more attachments 460 can be provided between each corner.
- the intermodal container 150 can be secured to the flatbed or freight area 130 using more than one type of attachment 460 .
- 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.
- any suitable attachment 460 can be used under the teachings of the present invention.
- latches can be used.
- 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.
- 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 )).
- 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 .
- 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 .
- the handle 520 is turned 525 and the intermodal container 150 is locked onto the freight area 130 as shown in FIG.
- 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.
- 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 .
- FIGS. 6 ( a ) and 6 ( b ) An alternative embodiment of the vehicle of the present invention (i.e., 100 a ) is shown in FIGS. 6 ( a ) and 6 ( b ).
- the vehicle 100 a has passenger area 120 a similar to that described above, and a freight area 130 a .
- a lift axle or retractable axle 600 is shown disposed beneath the freight area 130 a behind the passenger area 120 a , as explained in more detail below.
- the retractable axle 600 need not be positioned directly behind the passenger area 120 a .
- the retractable axle 600 can be positioned beneath the passenger area 120 a , at the rear portion of the freight area 130 a , or between the drive axle 760 and the tag axle 770 .
- passenger area 120 a need not be a double-decker coach.
- the vehicle 100 a is shown carrying two, ten-foot long intermodal containers 150 a and 150 b , removably attached to the freight area 130 a similarly to that described above with respect to the single intermodal container 150 .
- the vehicle 100 a can be operated as a conventional freight carrier in the trucking industry. That is, the doors 610 of container 150 a are opened, and some freight 620 is removed from the container 150 a (e.g., using forklift 625 ), then the doors 610 are closed and the vehicle continues to the next stop with the same container 150 a .
- the freight area 130 a can be an enclosure that is constructed as an integral part of the vehicle 100 a and need not be removable at all.
- entire containers 150 a,b can be delivered, removed, and the vehicle 100 a reloaded with other containers 150 a,b .
- the vehicle 100 a can participate in any number of freight markets.
- the vehicle 100 a 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.
- the vehicle 100 a can operate in a combination mode where some freight 620 is unloaded at several stops and the entire container 150 a is unloaded from the vehicle 100 a and a full container 150 a is loaded onto the vehicle 100 a at the final stop.
- the above examples are merely illustrative of the various and different types of freight the vehicle 100 a can carry and other embodiments are contemplated under the teachings of the present invention.
- the vehicle 100 a of the present invention is not to be limited by the type of freight loaded onto freight area 130 a . That is, a single intermodal container 150 (FIG. 1), multiple intermodal containers 150 a , 150 b (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 130 a of the vehicle 100 a . Indeed, in another embodiment shown in FIG.
- the freight loaded on a flatbed area 130 a need not be containerized at all (e.g., automobile 630 , construction equipment, lumber, conduit, etc.) and can be attached to the freight area 130 a 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.
- Table I lists the specifications for a preferred embodiment of the vehicle 100 a shown in FIGS. 6 ( a ) and 6 ( b ). TABLE 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
- a forward frame 820 is connected (e.g., welded, bolted, etc.) beneath the passenger area 120 a to support the passenger area 120 a .
- the forward frame 820 is preferably a conventionally available coach spine that has been modified for use with the vehicle 100 a . That is, the forward frame or coach spine 820 is preferably shortened to extend from the front of the passenger area 120 a to the rear wall 910 of the passenger area 120 a .
- a rearward frame 830 (e.g., 10 inch ⁇ 0.25 inch ⁇ 3 inch flange, 110,000 psi yield strength) is connected beneath the freight area 130 a to support the freight area 130 a .
- the rearward frame 830 is preferably a conventionally available truck frame that has been modified for use with the vehicle 100 a . That is, the rearward frame or truck frame 830 preferably extends from the rear portion of the freight area 130 a through the rear wall 910 and into the passenger area 120 a 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.
- 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 130 a , to attach connectors 460 (FIGS. 5 ( a ) and 5 ( b )), etc.
- 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 .
- 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 .
- the container or cargo frame 720 and the truck frame 830 bear the majority of the load on the freight area 130 a and structure of the freight area 130 a provides a finished appearance.
- the structure of the freight area 130 a can provide additional support for the load.
- the container or cargo frame 720 can be integrally formed as part of the truck frame 830 or omitted altogether.
- FIG. 8( a ) is a side view of the vehicle 100 a .
- the passenger area 120 a 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.
- a luggage compartment 220 a (carrying luggage 225 a ) is shown against the rear wall 910 of the passenger area 120 a.
- FIG. 8( d ) is a top view taken along line 8 d - 8 d of FIG. 8( a ).
- Passenger seating e.g., 880
- the top level of the passenger area 120 a In a preferred embodiment, up to 35 passenger seats are arranged on the first and second levels.
- any suitable number and arrangement of passenger seating can be provided in the passenger area 120 a under the teachings of the present invention.
- handicap seating, beds, a galley, a bar, and other amenities in the passenger area 120 a are contemplated by the present invention. It is to be expressly understood that although the passenger area 120 a is conventional, the design can vary based on design considerations such as the shape, height, levels, etc. of the passenger area 120 a.
- FIG. 8( a ) 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 8 c - 8 c of FIG. 8( a ) to show the arrangement of axles and wheels beneath the passenger area 120 a and the freight area 130 a .
- the vehicle 100 a 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 120 a 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 765 a,b and tires (e.g., Michelin 12R/22.5, 6750 lbs) beneath the freight area 130 a .
- 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 130 a and has a pair of wheels 775 and tires (e.g., Michelin 12R/22.5, 7390 lbs) attached thereto.
- the vehicle 100 a 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 120 a beneath the freight area 130 a 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 .
- a conventionally available manual activation system i.e., available from Neway
- a conventionally available load sensor can be used under the teachings of the present invention and either mounted inside the passenger area 120 a (e.g., in view of the driver) or at or near the axles to measure the weight of the load on the freight area 130 a .
- a conventionally available gauge or other display 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.
- axle refers to the structure supporting at least one pair of wheels on opposing sides of the vehicle 100 a , and is not limited to a single structure.
- the term “axle” includes the entire structure and all conventionally associated components supporting both front wheels 755 on either side of the vehicle 100 a shown in FIG. 8( c ) as well as the structure 600 supporting both retractable wheels 605 on either side of the vehicle 100 a shown in FIG. 8( c ).
- 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.
- the vehicle 100 a also has a freight suspension system (e.g., 850 in FIG. 8( c )) that preferably includes at least conventional adjustable air springs 855 a,b,c (and on each side of the respective axles) that can be adjusted according to the load placed on the freight area 130 a .
- a passenger suspension system 860 with adjustable air springs 865 provides passengers riding in the passenger area 120 a 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 .
- 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 855 c and signals the air leveling valve 875 to readjust air pressure to the air spring 855 c to level the vehicle 100 a .
- Movement of the vehicle 100 a 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 855 c.
- 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 120 a and the freight area 130 a ).
- 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 120 a do not notice a significant difference in the ride when the vehicle 100 a 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 120 a , arrangement of the loads on freight area 130 a to reduce wind resistance, sound proofing, etc.
- 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.
- 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 120 a and extending to the rear wall 910 of the passenger area.
- the truck frame 830 is shown beneath the freight area 130 a and extending through the rear wall 910 and overlapping at 940 with the coach spine 820 .
- a plate 920 (FIG. 9 a ) 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.
- FIGS. 9 ( a ) and 9 ( d ) 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 950 a - c extends across the truck frame 830 between the side walls 960 a,b along the rear wall 910 within the passenger area 120 a and connects the coach spine 820 to the truck frame 830 and to the rear wall 910 and side walls 960 a,b (FIG. 9( c )).
- the rear wall 910 of the passenger area 120 a is also structurally enhanced to transfer load stresses between the passenger area 120 a and the freight area 130 a.
- the three-dimensional region 840 preferably also includes rear support members 970 (FIGS. 9 a , 9 b ) 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 960 a,b .
- diagonal support members add further support to the three-dimensional region 840 .
- 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 950 a .
- a second diagonal support member 995 is connected to the truck frame 830 at the second cross member 950 a and extends diagonally upward to the second level 980 above the first cross member 930 .
- 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 ).
- the truck frame 830 and the coach spine 820 are connected to one another and to the passenger area 120 a (i.e., in the three-dimensional region 840 defined above) so that when a load is placed on the freight area 130 a , the forces (explained in more detail below) are distributed over the truck frame 830 and into the passenger area 120 a.
- 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.
- additional or fewer support and cross members can be used and/or members can be integrally formed and need not be distinct components.
- the three-dimensional region 840 need not be within the passenger area 120 a or can be partially within and partially behind the passenger area 120 a .
- the truck frame 830 and the coach spine 820 could overlap behind the passenger area 120 a beneath the freight area 130 a .
- support members can extend diagonally from the freight area 130 a (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 100 a (as explained in more detail below) while maintaining the comfort of the ride for passengers in the passenger area 120 a.
- 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 130 a extends through the rear wall 910 (see FIG. 9( a )) of the passenger area 120 a 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 .
- a three-part cross member 950 a,b,c extends across the truck frame 830 between the side walls 960 a,b (FIG. 9( c )) along the rear wall 910 (FIG. 9( a )) within the passenger area 120 a and connects the coach spine 820 to the truck frame 830 and to the rear wall 910 and side walls 960 a,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 960 a,b .
- 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 , 950 a , respectively, and extend diagonally upward to connect to the second level 980 above the second and first cross members 950 a , 930 respectively.
- the first and second diagonal support members 990 , 995 crisscross one another at the respective midpoints (e.g., at 997 ).
- 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 130 a , it is distributed over the truck frame 830 and into the passenger area 120 a.
- FIGS. 10 ( a )-( c ) illustrate the distribution of forces over the vehicle 100 a under various loadings.
- the freight area 130 a is unloaded.
- Downward forces 1100 , 1110 , and 1120 due to the weight of the vehicle 100 a (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 130 a is unloaded, and therefore the retractable axle 600 need not be extended.
- retractable axle 600 can be extended even when the freight area 130 a is empty to vary the traction of the vehicle 100 a if necessary (e.g., on steep or snow-covered roads).
- a partial load (e.g., freight 620 ) has been placed on the freight area 130 a (e.g., the vehicle 100 a 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 100 a , however, these forces have begun to increase due to the partial load placed on the freight area 130 a .
- 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 .
- the retractable axle 600 can be extended if necessary.
- 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.
- the retractable axle 600 increases the freight hauling capacity of the vehicle 100 a (preferably up to 20,000 lbs).
- Table II illustrates the estimated weight (in pounds) of the vehicle 100 a (i.e., “Gross”) and on each axle under various loading conditions.
- Gross the estimated weight of the vehicle 100 a
- 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)
- FIGS. 10 ( a )-( c ) 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 100 a ), twisting force 1210 (caused by the vehicle 100 a turning in either direction), and bending moment 1220 (caused by the weight of the passenger area 120 a and the freight area 130 a and associated loads).
- a horizontal force 1200 caused by forward motion of the vehicle 100 a
- twisting force 1210 caused by the vehicle 100 a turning in either direction
- bending moment 1220 caused by the weight of the passenger area 120 a and the freight area 130 a 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
- 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.
- more axles and wheels can be provided and variously arranged.
- 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).
- a conventional engine 740 (e.g., Detroit Diesel Series 60 ) is preferably positioned at the rear portion of the vehicle 100 a beneath the freight area 130 a (FIGS. 7 and 11).
- 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 G1 and a vehicle height H V and the rearward region 1320 is defined by the departure angle D and the vehicle height H V . That is, the vehicle 100 a has a first predetermined ground clearance H 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.
- the rear portion of the vehicle 100 a 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 100 a encounters changes in the road grade.
- a second predetermined ground clearance H G2 i.e., the distance from the ground to the bottom 1330 of the vehicle 100 a along the departure angle D
- H G2 can be determined geometrically based on the departure angle D.
- H G1 and H G2 are the lower limits within which the engine 740 can be placed while maintaining the desired ground clearance levels H G1 , H G2 in the rear portion of the vehicle 100 a .
- the upper limits can be determined based on the vehicle height H V (i.e., including the vehicle, and associated ground clearances), and the height of any freight loaded thereon, H L .
- the overall vehicle height H V is no greater than the maximum allowable vehicle height H DOT (i.e., based on government regulations and/or desired clearances), and is preferably lower (i.e., by a desired factor of safety H S ).
- the height of the engine 740 in the forward region 1310 (i.e., H E1 ) and in the rearward region 1320 (i.e., H E2 ) preferably does not exceed the vehicle height H V less the desired ground clearance levels H G1 , H G2 , less the desired height of the freight loaded thereon (i.e., HL).
- the forward region can be defined mathematically such that:
- H E1 is the height of the engine in the forward region
- H V is the vehicle height
- H L is the height of the load placed on said freight area
- H G1 is the ground clearance height in the forward region.
- rearward region 1320 can be defined mathematically such that:
- HE 2 is the height of the engine in the rearward region
- H V is the vehicle height
- H L is the height of the load placed on said freight area
- H G2 is the ground clearance height in the rearward region.
- 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 100 a .
- the engine 740 can be positioned at any suitable position between the calculated upper and lower limits and at any desired angle therein.
- the engine 740 need not be positioned at the rear portion of the vehicle 100 a , and can instead be positioned beneath the passenger area 120 a , at the three-dimensional region 840 of the truck frame 830 and the coach spine 820 , or any other suitable position on the vehicle 100 a.
- 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 741 a and 741 b (and on opposing sides, not shown) to the truck frame at 741 c and 741 d , 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 .
- an engine carriage (not shown) can be positioned at the rear portion of the vehicle 100 a (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 .
- the engine 740 can be situated therein in any suitable manner that provides the requisite power to the drive axle 760 .
- the flexibility of the vehicle 100 a allows the vehicle 100 a 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.
- freight is shipped between destinations without interrupting passenger scheduling.
- the vehicle 100 a 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 100 a then proceeds to the passenger station in Destination City A where passengers board (i.e., into passenger area 120 a ).
- the vehicle 100 a travels to Destination City B as an express coach.
- the passengers Upon arriving in Destination City B, the passengers disembark at the Destination City B passenger station and the vehicle 100 a proceeds to the Destination City B rail yard.
- the intermodal container 150 a is removed from the vehicle 100 a and loaded onto a freight train bound for Destination City C.
- the vehicle 100 a 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.
- the passenger scheduling is unaffected by the delivery of freight (i.e., passengers do not wait for freight to be loaded/unloaded).
- the operator of vehicle 100 a is compensated for the transportation of the intermodal container 150 a 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.
- the vehicle 100 a 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 120 a can provide refreshments for the passengers between refueling stops.
- routes are expanded to service passengers in rural or outlying areas. That is, the vehicle 100 a departs from Metropolitan City with packages and passengers, if any, and travels to Outlying Towns A, B, and C. The vehicle 100 a arrives in Outlying Town A and stops at the local Post Office to unload mail. The vehicle 100 a 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 100 a 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 100 a makes a profit from transporting packages to these areas whether or not there are any passengers on a given day.
- the stops e.g., the Post Office
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Abstract
Description
- This application claims the benefit under 35 U.S.C. § 119(e) of U.S. Provisional Application Ser. No. 60/154,889 filed on Sep. 20, 1999, entitled INTERMODAL COACH.
- 1. Field of the Invention
- The present invention relates generally to both the fields of ground transportation of passengers and ground transportation of freight.
- 2. Statement of the Problem
- 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.
- 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.
- 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.
- 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:
- 1. to transport containerized freight while simultaneously transporting passengers;
- 2. to provide a chassis that supports both a passenger area and a freight area.
- 3. to provide a comfortable and quiet passenger area adjacent a freight area;
- 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;
- 5. to provide a suspension system that supports freight while maintaining the comfort and quiet of the ride for passengers;
- 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;
- 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;
- 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;
- 9. to improve the profitability of existing routes by hauling freight in addition to passengers;
- 10. to expand market share in the coach industry by adding new routes;
- 11. to combine both freight and passenger service, especially in heavily congested areas;
- 12. to aggressively price passenger tickets by supplementing passenger fares with freight transportation fees;
- 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).
- 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.
- 1. Solution to the Problem.
- 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.
- 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.
- 2. Summary.
- 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.
- 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.
- 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.
- 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.
- 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.
- The present invention can be more readily understood in conjunction with the accompanying drawings, in which:
- FIG. 1 is a perspective view of a vehicle and intermodal containers of the present invention.
- FIG. 2(a) is a top plan view of the lower level of the vehicle of the present invention taken along
line 2 a-2 a in FIG. 3. - FIG. 2(b) is a top plan view of the upper level of the vehicle taken along line 2 b-2 b in FIG. 3.
- FIG. 3 is a side view with a partial cutaway of the vehicle shown in FIG. 1.
- FIG. 4(a) is a rear perspective view of the vehicle shown in FIG. 1.
- FIG. 4(b) is a rear perspective view of the vehicle in FIG. 4(a) loaded with an intermodal container.
- FIG. 5(a) is a side view of a prior art connector in the unlocked position.
- FIG. 5(b) is a side view of a prior art connector in the locked position.
- FIG. 6(a) is a perspective view of another embodiment of the vehicle of the present invention having a retractable axle.
- FIG. 6(b) is a perspective view of the vehicle in FIG. 6(a) shown carrying an automobile on the freight area.
- FIG. 7 is a spatial view showing several components of the vehicle in FIG. 6(a).
- FIG. 8(a) is a side view of the vehicle shown in FIG. 6(a) with the retractable axle extended.
- FIG. 8(b) shows the retractable axle retracted.
- FIG. 8(c) is a top view of the lower level of the vehicle shown in FIG. 8(a) taken along
line 8 c-8 c in FIG. 8(a). - FIG. 8(d) is a top view of the upper level of the vehicle shown in FIG. 8(a) taken along
line 8 d-8 d in FIG. 8(a). - FIG. 8(e) is a perspective view showing details of a trailing arm suspension.
- 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.
- FIG. 9(b) is a cross sectional view of the three-dimensional region taken along
line 9 b-9 b of FIG. 9(a). - FIG. 9(c) is a top plan view of the three-dimensional region taken along
line 9 c-9 c in FIG. 9(a). - FIG. 9(d) is a perspective view of the three-dimensional region shown in FIG. 9(a).
- FIG. 10(a) illustrates the forces acting on the vehicle shown in FIG. 6(a) when there is no load on the freight area.
- 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.
- 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.
- FIG. 11 is a side view of the rear portion of the vehicle shown in FIG. 6(a) illustrating the engine position.
- 1. Overview.
- FIG. 1 shows a perspective view of an intermodal coach or
vehicle 100 of the present invention. Thevehicle 100 has acoach chassis 110 that supports apassenger area 120 and a flatbed area orfreight area 130 preferably extending rearward from behind thepassenger area 120. Anintermodal container 150 can be conventionally loaded (e.g., using a forklift, a crane or any other suitable lifting device) onto theflatbed area 130 and transported to various destinations by thevehicle 100. - 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 thefreight area 130 are constructed. One embodiment of such a “coach chassis” is discussed in more detail below with respect to an alternative embodiment of thevehicle 100 a (see FIGS. 6(a) and 6(b)). The embodiment of FIGS. 6(a) and 6(b) includes acoach spine 820 andtruck frame 830 that are interconnected to one another to support both thepassenger area 120 a and thefreight area 130 a. - In addition, it is to be understood that the flatbed or
freight area 130 in FIG. 1 (or 130 a 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 thevehicle 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 thefreight area 130. The present invention contemplates both embodiments and the terms “flatbed area” and “freight area” are used interchangeably herein. - 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 orvehicle 100, thepassenger area 120 can be positioned in any convenient manner. By way of example, and not intending to limit the scope of the present invention, thepassenger area 120 can be positioned at the rearward portion of thevehicle 100, in which case a separate driver area (not shown) would be provided near the front of thevehicle 100 behind which theintermodal container 150 would be loaded, and thepassenger area 120 would thus be positioned behind theintermodal container 150. Indeed, in some embodiments, thepassenger area 120 can be split so that theintermodal container 150 is loaded between separate portions of thepassenger area 120. - 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.
- Preferably, the
passenger area 120 is a double-decker passenger area (i.e., has twolevels - 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. - In a preferred embodiment the dimensions of the flatbed or
freight area 130 are such that when theintermodal container 150 is loaded onto the flatbed orfreight area 130, the top of thepassenger area 120 is substantially flush 470 (see FIG. 4(b)) with theintermodal container 150 and the sides of theintermodal container 150, although slightly inset 475 (see FIG. 4(b)) in a preferred embodiment, are substantially flush with each side of thepassenger 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, thevehicle 100 does not exceed standard clearances and meets or exceeds transportation safety standards. - 2. Specifications.
- In a preferred embodiment (shown in FIG. 3), the intermodal coach or
vehicle 100 is powered by a conventionallyavailable engine 300, cooled by a conventionallyavailable radiator 340. A conventionally available transmission (not shown) drives thevehicle 100. Thedrive axle 320, thefront 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. - The
coach chassis 110 is preferably comprised of aframe 125, anintermodal support 135 and abus suspension 140, shown in FIG. 3. The bus suspension is preferably designed to provide a gentle, quiet ride for the passengers in thepassenger area 120. Theframe 125 andintermodal support 135, on the other hand, are preferably designed for strength to support theintermodal container 150. - 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 theintermodal 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 thevehicle 100 of the present invention has acoach chassis 110 that can both support a load while maintaining the comfort of the ride for the passengers inpassenger area 120, and that the comfort of the ride be maintained even without a load. That is, thevehicle 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 thevehicle 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 theintermodal container 150. Thus, even when thevehicle 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.). - 3. Intermodal Containers.
- 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. - Preferably, the present invention uses
intermodal containers 150 conforming to the International Standards Organization (ISO) uniform standards for containers. That is, the basicintermodal 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 thevehicle 100 of the present invention is limited in length by thepassenger area 120, a preferred embodiment of the intermodal coach orvehicle 100 is constructed to carry the standard twenty-footintermodal container 150. - The
intermodal container 150 can be any suitable color or have any suitable design thereon. In one embodiment, theintermodal 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), theintermodal container 150 is not owned by the owner of thevehicle 100, and thevehicle 100 is merely serving to transport theintermodal containers 150 of others. In such an embodiment, theintermodal container 150 can be wrapped in a cover 400 (e.g., plastic, canvas, or other suitable cover material). Thecover 400 in turn can haveadvertising 410, thecoach logo 420, etc. displayed thereon (e.g., applied directly to thecover 400, clipped to thecover 400, etc.). - 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, theintermodal 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 thevehicle 100 and loaded as a single unit onto the flatbed orfreight area 130 of thevehicle 100. Similarly, theintermodal container 150 can have a conventionally available tank (not shown) attached thereto. Again, the tank is secured to a standard intermodal platform independent of thevehicle 100 and the standard intermodal platform is then loaded and secured onto the flatbed orfreight area 130 of thevehicle 100. - 4. Attachments.
- The
intermodal container 150 is secured to the flatbed orfreight area 130 of the intermodalcoach using attachments 460, shown in FIGS. 4(a) and 4(b).Attachments 460 are conventionally available and preferably standard to facilitate the interchangeability of theintermodal container 150 between various carriers (e.g., between a truck and the intermodal coach orvehicle 100, or between a train and the intermodal coach orvehicle 100, etc.). -
Attachments 460 are preferably conventional lift/stack fittings. That is, theintermodal container 150 typically has an oval shapedhole 465 formed within each of the four corners of theintermodal 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 theintermodal container 150 to the flatbed orfreight area 130 of the intermodal coach orvehicle 100. - In the preferred embodiment, four
attachments 460 are provided, one on each corner of the flatbed orfreight area 130, thus facilitating the interchangeability of theintermodal containers 150 between the intermodal coach orvehicle 100 and other transportation vehicles and storage facilities (see FIG. 4(a)). However, in an alternative embodiment, more than fourattachments 460 can be provided. For example, oneattachment 460 can be provided at each corner, and one ormore attachments 460 can be provided between each corner. Likewise, theintermodal container 150 can be secured to the flatbed orfreight area 130 using more than one type ofattachment 460. For instance, fourattachments 460 can be provided, one at each corner of the flatbed orfreight area 130, and theintermodal container 150 can be additionally strapped to theflatbed area 130 using a conventional strap or chain. - 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 orfreight area 130 to keep theintermodal container 150 from sliding laterally, and theintermodal container 150 can then be strapped to the flatbed orfreight area 130. Other embodiments for securing theintermodal container 150 to the flatbed orfreight area 130 of thevehicle 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 ofattachments 460 used. - 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 anintermodal container 150 to thefreight area 130 of thevehicle 100. Ahousing 510 is connected (e.g., welded or bolted) to thefreight area 130 so that ahandle 520 is preferably below thesurface 135 and anoval shearblock 530 extends above thesurface 135. Thehandle 520 is connected to theoval shearblock 530 so that as thehandle 520 is turned (e.g., in the direction of arrow 525), theoval 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), anintermodal container 150 is placed onto thefreight area 130 so that theoval holes 465 formed in the bottom of theintermodal container 150 line up with theoval shearblock 530 and theoval shearblock 530 thus extends up and is received into theoval hole 465. Thehandle 520 is then rotated 525 so that theoval shearblock 530 rotates within theoval hole 465 and locks theintermodal container 150 in place on thefreight area 130. When anoval shearblock 530 is not properly aligned (i.e., so that theoval shearblock 530 fits readily through the oval hole 465), theoval shearblock 530 is forced downward by theintermodal container 150. Thehandle 520 is then rotated 525 to align theoval shearblock 530 with theoval hole 465 so that the oval shearblock 530 (preferably spring-biased) is received within theoval hole 465. Once properly aligned within theoval hole 465, thehandle 520 is turned 525 and theintermodal container 150 is locked onto thefreight area 130 as shown in FIG. 5(b). Once thehandle 520 is turned so that theintermodal container 150 is locked into place on thefreight area 130, latch 540 can be pivoted (e.g., in the direction of arrow 545) over thehandle 520 and engages thehandle 520 atnotch 550, thus securing thehandle 520 so that it does not unlock. To remove theintermodal container 150, thelatch 540 is opened and thehandle 520 is rotated in the opposite direction ofarrow 525 to unlockconnector 460 from theintermodal container 150. - 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).
- 5. Overview of an Alternative Embodiment.
- An alternative embodiment of the vehicle of the present invention (i.e.,100 a) is shown in FIGS. 6(a) and 6(b). The
vehicle 100 a haspassenger area 120 a similar to that described above, and afreight area 130 a. In addition, a lift axle orretractable axle 600 is shown disposed beneath thefreight area 130 a behind thepassenger area 120 a, as explained in more detail below. - It is to be expressly understood that the
retractable axle 600 need not be positioned directly behind thepassenger area 120 a. For example, in other embodiments theretractable axle 600 can be positioned beneath thepassenger area 120 a, at the rear portion of thefreight area 130 a, or between thedrive axle 760 and thetag axle 770. Likewise,passenger area 120 a need not be a double-decker coach. - The
vehicle 100 a is shown carrying two, ten-foot longintermodal containers freight area 130 a similarly to that described above with respect to the singleintermodal container 150. Thevehicle 100 a can be operated as a conventional freight carrier in the trucking industry. That is, thedoors 610 ofcontainer 150 a are opened, and somefreight 620 is removed from thecontainer 150 a (e.g., using forklift 625), then thedoors 610 are closed and the vehicle continues to the next stop with thesame container 150 a. Indeed, thefreight area 130 a can be an enclosure that is constructed as an integral part of thevehicle 100 a and need not be removable at all. Alternatively,entire containers 150 a,b can be delivered, removed, and thevehicle 100 a reloaded withother containers 150 a,b. As such, thevehicle 100 a can participate in any number of freight markets. For example, thevehicle 100 a 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, thevehicle 100 a can operate in a combination mode where somefreight 620 is unloaded at several stops and theentire container 150 a is unloaded from thevehicle 100 a and afull container 150 a is loaded onto thevehicle 100 a at the final stop. The above examples are merely illustrative of the various and different types of freight thevehicle 100 a can carry and other embodiments are contemplated under the teachings of the present invention. - It is understood that the
vehicle 100 a of the present invention is not to be limited by the type of freight loaded ontofreight area 130 a. That is, a single intermodal container 150 (FIG. 1), multipleintermodal containers freight area 130 a of thevehicle 100 a. Indeed, in another embodiment shown in FIG. 6(b), the freight loaded on aflatbed area 130 a (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 thefreight area 130 a 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. - Table I lists the specifications for a preferred embodiment of the
vehicle 100 a shown in FIGS. 6(a) and 6(b).TABLE 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 - 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.
- 6. Details of the Frames.
- The major components of the
vehicle 100 a, including the frames, are shown in FIG. 7. Aforward frame 820 is connected (e.g., welded, bolted, etc.) beneath thepassenger area 120 a to support thepassenger area 120 a. Theforward frame 820 is preferably a conventionally available coach spine that has been modified for use with thevehicle 100 a. That is, the forward frame orcoach spine 820 is preferably shortened to extend from the front of thepassenger area 120 a to therear wall 910 of thepassenger area 120 a. A rearward frame 830 (e.g., 10 inch×0.25 inch×3 inch flange, 110,000 psi yield strength) is connected beneath thefreight area 130 a to support thefreight area 130 a. Therearward frame 830 is preferably a conventionally available truck frame that has been modified for use with thevehicle 100 a. That is, the rearward frame ortruck frame 830 preferably extends from the rear portion of thefreight area 130 a through therear wall 910 and into thepassenger area 120 a where it overlaps (i.e., 940) with thecoach spine 820 and is connected thereto by plate 920 (FIG. 9(a)), as explained in more detail below. In addition, a container orcargo frame 720 can be connected over thetruck frame 830 to provide additional structural and lateral support for freight loaded on thefreight area 130 a, to attach connectors 460 (FIGS. 5(a) and 5(b)), etc. - It is to be expressly understood that the structure of the coach spine820 (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 thetruck frame 830. In another embodiment, thecoach spine 820 and thetruck frame 830 can be integrally formed as a single frame having the respective characteristics of eachframe cargo frame 720 and thetruck frame 830 bear the majority of the load on thefreight area 130 a and structure of thefreight area 130 a provides a finished appearance. However, in another embodiment, the structure of thefreight area 130 a can provide additional support for the load. Also in an alternative embodiment, the container orcargo frame 720 can be integrally formed as part of thetruck frame 830 or omitted altogether. - 7. Passenger Area.
- FIG. 8(a) is a side view of the
vehicle 100 a. Thepassenger area 120 a 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, aluggage compartment 220 a (carryingluggage 225 a) is shown against therear wall 910 of thepassenger area 120 a. - FIG. 8(d) is a top view taken along
line 8 d-8 d of FIG. 8(a). Passenger seating (e.g., 880) is shown on the top level of thepassenger area 120 a. 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 thepassenger area 120 a under the teachings of the present invention. In addition, as explained above, handicap seating, beds, a galley, a bar, and other amenities in thepassenger area 120 a are contemplated by the present invention. It is to be expressly understood that although thepassenger area 120 a is conventional, the design can vary based on design considerations such as the shape, height, levels, etc. of thepassenger area 120 a. - 8. Wheel and Axle Arrangement.
- The
retractable axle 600 is shown in FIG. 8(a) in the extended position. FIG. 8(b) illustrates theretractable axle 600 going from an extended position 810 (e.g., as shown in FIG. 8(a)) to a retractedposition 815. FIG. 8(c) is a top view taken alongline 8 c-8 c of FIG. 8(a) to show the arrangement of axles and wheels beneath thepassenger area 120 a and thefreight area 130 a. Preferably, thevehicle 100 a has a front axle 750 (e.g., a conventionally available 8.5 metric ton axle that can support up to 18,734 lbs) beneath thepassenger area 120 a with a pair ofwheels 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 adrive shaft 762 to theengine 740 preferably has a pair ofdual wheels 765 a,b and tires (e.g., Michelin 12R/22.5, 6750 lbs) beneath thefreight area 130 a. A tag axle 770 (e.g., a conventionally available axle that can support up to 16,540 lbs) behind thedrive axle 760 provides additional support to thefreight area 130 a and has a pair ofwheels 775 and tires (e.g., Michelin 12R/22.5, 7390 lbs) attached thereto. Thevehicle 100 a 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 thepassenger area 120 a beneath thefreight area 130 a ahead of thedrive axle 760. A pair ofwheels 605 and tires (e.g., Michelin 12R/22.5, 7390 lbs) are rotatably mounted to theretractable axle 600. - Preferably a conventionally available manual activation system (i.e., available from Neway) is provided that operates the
retractable axle 600 between thepositions passenger area 120 a (e.g., in view of the driver) or at or near the axles to measure the weight of the load on thefreight area 130 a. 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. - 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 100 a, and is not limited to a single structure. For example, the term “axle” includes the entire structure and all conventionally associated components supporting bothfront wheels 755 on either side of thevehicle 100 a shown in FIG. 8(c) as well as thestructure 600 supporting bothretractable wheels 605 on either side of thevehicle 100 a 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. - 9. Suspension System.
- The
vehicle 100 a also has a freight suspension system (e.g., 850 in FIG. 8(c)) that preferably includes at least conventional adjustable air springs 855 a,b,c (and on each side of the respective axles) that can be adjusted according to the load placed on thefreight area 130 a. Likewise, apassenger suspension system 860 with adjustable air springs 865 provides passengers riding in thepassenger area 120 a with a consistently smooth, comfortable ride under various loadings (i.e., those described below with respect to FIGS. 10(a)-10(c)). Thedrive axle 760 preferably includes a trailingarm suspension 870. Details of the trailingarm 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. Thedrive axle 760 is preferably positioned 269 inches back from thefront axle 750 and rigidly attached to the trailingarm 871. The trailingarm 871 is fastened to thetruck frame 830 with aframe mounting bracket 872. When at least one of thetires 765 a,b of thedrive axle 760 strikes a bump, thedrive axle 760 and trailingarm 871 move upward (e.g., in the direction of arrow 873), pivoting about the trailingarm pivot 874. Theupward movement 873 of the trailingarm 871 compresses theair spring 855 c and signals theair leveling valve 875 to readjust air pressure to theair spring 855 c to level thevehicle 100 a. Movement of thevehicle 100 a is restrained by thetransverse beam 876 which increases roll stability or resistance to lean, by thetrack bar 877 which restricts lateral movement or sway by thetorque rod 878 which restricts axle roll and by theshock absorber 879 which dampens or cushions the movement of theair spring 855 c. - 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 120 a and thefreight area 130 a). - 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 120 a do not notice a significant difference in the ride when thevehicle 100 a 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 thepassenger area 120 a, arrangement of the loads onfreight area 130 a to reduce wind resistance, sound proofing, etc. It is also to be expressly understood that while thefreight suspension system 850 is shown and described with respect to therear axle 770, eachaxle - 10. Connection of the Coach Spine to the Truck Frame.
- 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). Thecoach spine 820 is shown supporting thepassenger area 120 a and extending to therear wall 910 of the passenger area. Thetruck frame 830 is shown beneath thefreight area 130 a and extending through therear wall 910 and overlapping at 940 with thecoach spine 820. In the preferred embodiment, a plate 920 (FIG. 9a) extends along theoverlap 940 between thetruck frame 830 and thecoach spine 820 and connects thetruck frame 830 to the coach spine 820 (e.g., bolted and welded thereto). A first cross member 930 (FIG. 9(c)) extends across thefront portion 780 of thetruck frame 830 and connects thecoach spine 820 to thetruck frame 830 and to therear wall 910 and the upper deck of the passenger area as illustrated in FIGS. 9(a) and 9(d). A three-part cross member 950 a-c extends across thetruck frame 830 between the side walls 960 a,b along therear wall 910 within thepassenger area 120 a and connects thecoach spine 820 to thetruck frame 830 and to therear wall 910 and side walls 960 a,b (FIG. 9(c)). Preferably, therear wall 910 of thepassenger area 120 a is also structurally enhanced to transfer load stresses between thepassenger area 120 a and thefreight area 130 a. - In addition to the above described connection between the
truck frame 830 and thecoach spine 820, the three-dimensional region 840 preferably also includes rear support members 970 (FIGS. 9a, 9 b) connected to thetruck frame 830 and therear wall 910 and front support members 975 (FIGS. 9(a) and 9(d)) at theforward portion 780 of thetruck frame 830. Therear support members 970 extend vertically upward from thetruck 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 therear wall 910 and to thesecond level 980. Thefront support members 975 are also connected to thetruck frame 830 at thefirst cross member 930 and extend vertically upward from thetruck frame 830 to thesecond level 980 where thefront support members 975 are further connected to thesecond level 980 and over to the side walls 960 a,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 thetruck frame 830 at thefirst cross member 930 and extends diagonally upward to thesecond level 980 above thesecond cross member 950 a. A seconddiagonal support member 995 is connected to thetruck frame 830 at thesecond cross member 950 a and extends diagonally upward to thesecond level 980 above thefirst cross member 930. Preferably, the first and seconddiagonal support members truck frame 830 and thecoach spine 820 are connected to one another and to thepassenger area 120 a (i.e., in the three-dimensional region 840 defined above) so that when a load is placed on thefreight area 130 a, the forces (explained in more detail below) are distributed over thetruck frame 830 and into thepassenger area 120 a. - 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 thepassenger area 120 a or can be partially within and partially behind thepassenger area 120 a. In such an embodiment, for instance, thetruck frame 830 and thecoach spine 820 could overlap behind thepassenger area 120 a beneath thefreight area 130 a. In yet another embodiment (not shown), support members can extend diagonally from thefreight area 130 a (e.g., the truck frame above the drive axle 760) to connect at therear wall 910. Any number of designs can be used to connect thetruck frame 830 in a three-dimensional region 840 to thecoach spine 820 and provide the structural integrity required to properly distribute the forces acting on thevehicle 100 a (as explained in more detail below) while maintaining the comfort of the ride for passengers in thepassenger area 120 a. - The three-
dimensional region 840 can be described in summary with respect to FIG. 9(d) as follows. Thetruck frame 830 beneath thefreight area 130 a extends through the rear wall 910 (see FIG. 9(a)) of thepassenger area 120 a and overlaps (i.e., 940 in FIG. 9(a)) thecoach spine 820 and is interconnected along theoverlap 940 by aplate 920. Afirst cross member 930 extends across the front portion 780 (FIG. 9(c)) of thetruck frame 830 and connects thecoach spine 820 to thetruck frame 830. In addition, a three-part cross member 950 a,b,c extends across thetruck frame 830 between the side walls 960 a,b (FIG. 9(c)) along the rear wall 910 (FIG. 9(a)) within thepassenger area 120 a and connects thecoach spine 820 to thetruck frame 830 and to therear wall 910 and side walls 960 a,b, respectively. Therear support members 970 are connected to thetruck frame 830 at therear wall 910 and extend vertically upward to thesecond level 980 and are further connected to therear wall 910 and to thesecond level 980 and also can extend to the sidewalls 960 a,b. Similarly,front support members 975 are connected to thetruck frame 830 at thefirst cross member 930 and extend vertically upward to thesecond level 980 and are further connected to thesecond level 980. First and seconddiagonal support members truck frame 830 near the first andsecond cross members second level 980 above the second andfirst cross members diagonal support members truck frame 830 and thecoach spine 820 are integrally connected so that when a load (e.g., container 150) is placed on thefreight area 130 a, it is distributed over thetruck frame 830 and into thepassenger area 120 a. - 11. Illustration of Force Distribution.
- FIGS.10(a)-(c) illustrate the distribution of forces over the
vehicle 100 a under various loadings. In FIG. 10(a), thefreight area 130 a is unloaded.Downward forces vehicle 100 a (and passengers, luggage, etc.) act on thefront axle 750,drive axle 760, and tag axle 770 (and associated wheels), respectively. These forces are relatively small when thefreight area 130 a is unloaded, and therefore theretractable axle 600 need not be extended. However,retractable axle 600 can be extended even when thefreight area 130 a is empty to vary the traction of thevehicle 100 a if necessary (e.g., on steep or snow-covered roads). - In FIG. 10(b), a partial load (e.g., freight 620) has been placed on the
freight area 130 a (e.g., thevehicle 100 a is being loaded or has unloaded part of its freight). Theforces vehicle 100 a, however, these forces have begun to increase due to the partial load placed on thefreight area 130 a. Initially, theretractable axle 600 need not be extended as these forces are not significant enough to require the additional support from theretractable axle 600. Once again, however, theretractable axle 600 can be extended if necessary. - In FIG. 10(c), the
freight area 130 a has been fully loaded to such an extent where theforces axles force 1130 acting on the retractable axle 600) and reducing theforces retractable axle 600 increases the freight hauling capacity of thevehicle 100 a (preferably up to 20,000 lbs). - Table II illustrates the estimated weight (in pounds) of the
vehicle 100 a (i.e., “Gross”) and on each axle under various loading conditions.TABLE 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) - In addition, forces acting on the three-
dimensional region 840 between thetruck 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 thevehicle 100 a), twisting force 1210 (caused by thevehicle 100 a turning in either direction), and bending moment 1220 (caused by the weight of thepassenger area 120 a and thefreight area 130 a and associated loads). The three-dimensional region 840 and the axle and wheel arrangement described above, including the retractable axle 600 (i.e., lowering theretractable axle 600 results in a force variation due to a changed weight distribution on the axles), maintain the structural integrity of thevehicle 100 a under the various loading conditions illustrated above and driving conditions (e.g., uphill, around turns, etc.) so that the connection between thecoach spine 820 and thetruck frame 830 does not weaken. - 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).
- 12. Engine Position.
- A conventional engine740 (e.g., Detroit Diesel Series 60) is preferably positioned at the rear portion of the
vehicle 100 a beneath thefreight area 130 a (FIGS. 7 and 11). In such an embodiment, theengine 740 is disposed between aforward region 1310 and arearward region 1320. Theforward region 1310 is defined by a ground clearance height HG1 and a vehicle height HV and therearward region 1320 is defined by the departure angle D and the vehicle height HV. That is, thevehicle 100 a has a first predetermined ground clearance HG1 (i.e., the distance from the ground to thelower-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 thevehicle 100 a 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 thevehicle 100 a encounters changes in the road grade. A second predetermined ground clearance HG2 (i.e., the distance from the ground to thebottom 1330 of thevehicle 100 a along the departure angle D) can be determined geometrically based on the departure angle D. These two points (i.e., defined by HG1 and HG2) are the lower limits within which theengine 740 can be placed while maintaining the desired ground clearance levels HG1, HG2 in the rear portion of thevehicle 100 a. The upper limits can be determined based on the vehicle height HV (i.e., including the vehicle, and associated ground clearances), and the height of any freight loaded thereon, HL. The overall vehicle height HV is no greater than the maximum allowable vehicle height HDOT (i.e., based on government regulations and/or desired clearances), and is preferably lower (i.e., by a desired factor of safety HS). Hence, the height of theengine 740 in the forward region 1310 (i.e., HE1) and in the rearward region 1320 (i.e., HE2) preferably does not exceed the vehicle height HV less the desired ground clearance levels HG1, HG2, less the desired height of the freight loaded thereon (i.e., HL). - Under the above described embodiment, the forward region can be defined mathematically such that:
- H E1 ≈H V −H L −H G1
- where:
- HE1 is the height of the engine in the forward region,
- HV is the vehicle height,
- HL is the height of the load placed on said freight area,
- HG1 is the ground clearance height in the forward region.
- Likewise, the
rearward region 1320 can be defined mathematically such that: - H E2 ≈H V −H L −H G2
- where:
- HE2 is the height of the engine in the rearward region,
- HV is the vehicle height,
- HL is the height of the load placed on said freight area,
- HG2 is the ground clearance height in the rearward region.
- 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 thevehicle 100 a and other mathematical expressions can be used to define the positioning of the engine in the rear portion of thevehicle 100 a. In addition, when the rear portion of thevehicle 100 a is parallel to the ground (or theengine 740 is positioned parallel to the ground), the vertical clearance of theforward region 1330 and therearward region 1320 will be equal to one another and hence separate equations need not be used to calculate the vertical clearance. Furthermore, theengine 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 theengine 740 in the rear portion of thevehicle 100 a. For example, where a smaller engine is used, theengine 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, theengine 740 need not be positioned at the rear portion of thevehicle 100 a, and can instead be positioned beneath thepassenger area 120 a, at the three-dimensional region 840 of thetruck frame 830 and thecoach spine 820, or any other suitable position on thevehicle 100 a. - The
engine 740 is fastened directly to thetruck frame 830 using any suitable fasteners. That is, as shown in FIG. 7 theengine 740 preferably mounts at 741 a and 741 b (and on opposing sides, not shown) to the truck frame at 741 c and 741 d, respectively. However, it is to be expressly understood that additional or fewer engine mounts can be used and positioned at any suitable position on theengine 740 andtruck frame 830. Indeed, engine mounts 741 can be formed as part of theengine 740 or thetruck frame 830. Alternatively, an engine carriage (not shown) can be positioned at the rear portion of thevehicle 100 a (e.g., fastened to the truck frame and positioned according to the above described equations) and theengine 740 is then fastened to the engine carriage. The engine carriage would thus provide additional support and protection for theengine 740. Once theengine 740 has been positioned (e.g., using the above described equations), theengine 740 can be situated therein in any suitable manner that provides the requisite power to thedrive axle 760. Situating theengine 740 and making the necessary adjustments (e.g., aligning thedrive shaft 762, providing the desired torque and power, etc.) within the above-described limits is within the scope of one skilled in the art. - 13. Examples of Use.
- The flexibility of the
vehicle 100 a (i.e., that it can carry passengers and different loads with little or no modification) allows thevehicle 100 a 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. - In one example, freight is shipped between destinations without interrupting passenger scheduling. In this example, the
vehicle 100 a first stops at a freight staging area in Destination City A where it is loaded with an intermodal container destined for Destination City C. Thevehicle 100 a then proceeds to the passenger station in Destination City A where passengers board (i.e., intopassenger area 120 a). Thevehicle 100 a 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 thevehicle 100 a proceeds to the Destination City B rail yard. Theintermodal container 150 a is removed from thevehicle 100 a and loaded onto a freight train bound for Destination City C. Thevehicle 100 a 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 ofvehicle 100 a is compensated for the transportation of theintermodal container 150 a 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, thevehicle 100 a 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 thepassenger area 120 a can provide refreshments for the passengers between refueling stops. - In another example, routes are expanded to service passengers in rural or outlying areas. That is, the
vehicle 100 a departs from Metropolitan City with packages and passengers, if any, and travels to Outlying Towns A, B, and C. Thevehicle 100 a arrives in Outlying Town A and stops at the local Post Office to unload mail. Thevehicle 100 a 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. Thevehicle 100 a 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 thevehicle 100 a makes a profit from transporting packages to these areas whether or not there are any passengers on a given day. - It is understood that the above examples are merely illustrative of uses for the
vehicle 100 a, and other uses are contemplated under the teachings of the present invention. - 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.
Claims (58)
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US20060113384A1 (en) * | 2004-11-29 | 2006-06-01 | Mitsubishi Heavy Industries, Ltd | Container handling apparatus, container management system, and method of container handling |
US7114757B1 (en) * | 2005-05-11 | 2006-10-03 | International Truck Intellectual Property Company, Llc | Cab air fairing cargo caddy system |
US20170015497A1 (en) * | 2010-12-08 | 2017-01-19 | Steven Diniaco | Modular Construction Supply Materials Container System and Method of Providing Same |
CN112223993A (en) * | 2020-10-28 | 2021-01-15 | 中国煤炭科工集团太原研究院有限公司 | Height-variable control system for mining explosion-proof trackless rubber-tyred mancar |
US11110970B2 (en) * | 2019-09-16 | 2021-09-07 | Great Wall Motor Company Limited | Removable interior for reconfigurable vehicles |
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US7559578B2 (en) * | 2004-10-18 | 2009-07-14 | Workhorse Custom Chassis, Llc | Vehicle chassis assembly |
US7232398B2 (en) * | 2004-10-22 | 2007-06-19 | Dana Corporation | Method for converting a non-driven tag axle system to a driven axle system |
US7275901B2 (en) * | 2004-11-24 | 2007-10-02 | Blaine Carroll | Combination passenger and cargo carrier |
US20060254840A1 (en) * | 2005-05-16 | 2006-11-16 | Strong Russell W | Vehicle for traveling over uneven terrain |
US20060254841A1 (en) * | 2005-05-16 | 2006-11-16 | Strong Russell W | Vehicle with adjustable axle system for actively maintaining stability |
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CN106904382A (en) * | 2015-12-22 | 2017-06-30 | 河南宏涛科技有限公司 | Safe locked groove |
JP6601805B2 (en) * | 2017-04-28 | 2019-11-06 | 株式会社Subaru | vehicle |
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- 2000-08-07 CA CA002384995A patent/CA2384995A1/en not_active Abandoned
- 2000-08-07 EP EP00952651A patent/EP1218218A1/en not_active Withdrawn
- 2000-08-07 AU AU65310/00A patent/AU6531000A/en not_active Abandoned
- 2000-08-07 WO PCT/US2000/021642 patent/WO2001021435A1/en active Application Filing
- 2000-08-07 US US09/634,326 patent/US6241308B1/en not_active Expired - Lifetime
-
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- 2001-01-25 US US09/769,849 patent/US6336676B2/en not_active Expired - Lifetime
Cited By (6)
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US20060113384A1 (en) * | 2004-11-29 | 2006-06-01 | Mitsubishi Heavy Industries, Ltd | Container handling apparatus, container management system, and method of container handling |
US7216806B2 (en) * | 2004-11-29 | 2007-05-15 | Mitsubishi Heavy Industries, Ltd. | Container handling apparatus, container management system, and method of container handling |
US7114757B1 (en) * | 2005-05-11 | 2006-10-03 | International Truck Intellectual Property Company, Llc | Cab air fairing cargo caddy system |
US20170015497A1 (en) * | 2010-12-08 | 2017-01-19 | Steven Diniaco | Modular Construction Supply Materials Container System and Method of Providing Same |
US11110970B2 (en) * | 2019-09-16 | 2021-09-07 | Great Wall Motor Company Limited | Removable interior for reconfigurable vehicles |
CN112223993A (en) * | 2020-10-28 | 2021-01-15 | 中国煤炭科工集团太原研究院有限公司 | Height-variable control system for mining explosion-proof trackless rubber-tyred mancar |
Also Published As
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CA2384995A1 (en) | 2001-03-29 |
WO2001021435A1 (en) | 2001-03-29 |
US6241308B1 (en) | 2001-06-05 |
US6336676B2 (en) | 2002-01-08 |
MXPA02002851A (en) | 2003-10-14 |
EP1218218A1 (en) | 2002-07-03 |
AU6531000A (en) | 2001-04-24 |
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