US20120090501A1

US20120090501A1 - System and apparatus for multi-modal transportation

Info

Publication number: US20120090501A1
Application number: US13/273,952
Authority: US
Inventors: Thomas P. Kelly
Original assignee: BNSF Railway Co
Current assignee: BNSF Railway Co
Priority date: 2010-10-15
Filing date: 2011-10-14
Publication date: 2012-04-19
Also published as: CN102452349A

Abstract

A vehicle for multi-modal transportation includes a first frame and a second frame. Each frame includes beams spaced apart from and disposed substantially parallel to the frame's other beam. Each frame also includes a bogie connector that enables the frames to connect to bogies for transportation in a rail mode. The second frame is movable relative to the first frame between a full open position and a full closed position. A portion of the second frame's beams are concentrically nested in a portion of the first frame's beams to enable the second frame to move telescopically relative to the first frame between the full open position and the full closed position. The vehicle also includes an axle and wheels operatively secured to the first frame or the second frame for transportation in a highway mode.

Description

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a Non-provisional Application of Provisional Application Ser. No. 61/393,418, filed 15 Oct. 2010, titled “System and Apparatus for Multi-Modal Transportation,” which is hereby incorporated by reference for all purposes as if fully set forth herein.

BACKGROUND

1. Field of the Invention
The present invention relates generally to transportation methods and systems, and more specifically to methods and systems for transporting wind turbine blades by a multi-modal transportation vehicle.
2. Description of Related Art
Referring to FIG. 1, a wind turbine 100 is illustrated. Wind turbine 100 is a rotary device that extracts energy from the wind. If the mechanical energy is converted to electricity, the wind turbine 100 may be called a wind generator, wind turbine, wind turbine generator, wind power unit, wind energy converter, or aerogenerator. Wind turbines used in wind farms for commercial production of electric power are usually three-bladed and pointed into the wind by computer-controlled motors. A tall tower base allows access to stronger wind in sites with wind shear. In some wind shear sites, wind speeds and corresponding power outputs can increase significantly for relateively small increases in elevation.
Large wind turbines, such as wind turbine 100, must be disassembled into component parts for transportation on railcars, ships, trucks, and other vehicles. Wind turbine 100 includes tower 102, nacelle 104, and rotor blades 106-110. Tower 102 and nacelle 104 are typically configured to be disassembled during transportation. However, unlike tower 102 and nacelle 104, it is preferred that rotor blades 106-110 not be disassembled into smaller components for transportation. Typically, rotor blades 106-110 are relatively large, sometimes exceeding 160 feet in length and 12 feet in width.
Although significant strides have been made in the area of transporting wind turbine blades, many shortcomings remain.

DESCRIPTION OF THE DRAWINGS

The novel features believed characteristic of the invention are set forth in the appended claims. However, the invention itself, as well as a preferred mode of use, and further objectives and advantages thereof, will best be understood by reference to the following detailed description when read in conjunction with the accompanying drawings, wherein:

FIG. 1 is a front view of a conventional wind turbine;

FIG. 2 is a side view of an empty vehicle according to the present application;

FIG. 3 is a top view of an empty vehicle according to the present application;

FIG. 4 is a side view of a vehicle in highway mode according to the present application;

FIG. 5 is a side view of vehicles in rail mode according to the present application;

FIG. 6 is a side view of a bogie according to the present application;

FIGS. 7A-G are a view of a method for using a multi-modal transportation vehicle according to the present application; and

FIG. 8 is a view of a rail yard for using a multi-modal transportation vehicle according to the present application.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

In the interest of clarity, not all features of an actual implementation are described in this specification. It will of course be appreciated that in the development of any such actual embodiment, numerous implementation-specific decisions will be made to achieve the developer's specific goals, such as compliance with system-related and business-related constraints, which will vary from one implementation to another. Moreover, it will be appreciated that such a development effort might be complex and time-consuming but would nevertheless be a routine undertaking for those of ordinary skill in the art having the benefit of this disclosure.
Referring now to FIG. 2 in the drawings, a side view of a preferred embodiment of a vehicle 200 according to the present application is illustrated. Vehicle 200 includes rear extension 202, front extension 204, wheels 206, support leg 208, and racks 210 and 212. Vehicle 200 may be used as a modular railway capable vehicle during rail transportation mode and a highway trailer or highway capable vehicle during highway transportation mode. Vehicle 200 is extendable in either rail mode or highway mode. For example, front extension 204 may be extended further to elongate the size of vehicle 200 if vehicle 200 is to be loaded with a component that longer than the current configuration of vehicle 200, or contracted to shorten the size of vehicle 200 if vehicle 200 is to be loaded with a component that shorter than the current configuration of vehicle 200. Front extension 204 and rear extension 202 are constructed of a sufficiently robust material to enable the extension of vehicle 200 in rail mode, such that extended vehicle 200 is sufficiently robust to be used by a locomotive to pull rail cars trailing behind vehicle 200.
Each of racks 210 and 212 may be releasably coupled to extensions 202-204 by a plurality, preferably four, of quick-release, bayonet-type, twist-lock devices. It will be appreciated that other types of releasable attachment devices may be used. Corner plates may be used at the corners of extensions 202 and 204 for added strength and rigidity, and to support twist-lock devices. Each of racks 210 and 212 can be positioned in several different locations on front extension 204 and/or rear extension 202 to assist in accommodating different size and length components, such as wind turbine blades. Additionally, racks 210 and 212 may pivot when coupled to extensions 202-204.
Referring now to FIG. 3 in the drawings, a top view of a preferred embodiment of a vehicle 300 according to the present application is illustrated. Vehicle 300 is substantially similar to vehicle 200 in FIG. 2. Vehicle 300 includes rear extension 302 and front extension 304. Rear extension 302 includes beam 306 and beam 308, which are spaced apart from and disposed substantially parallel to each other. Similarly, front extension 304 includes beam 310 and beam 312, which are spaced apart from and disposed substantially parallel to each other. Each beam 306-312 is an elongated beam made of a metal such as steel or other suitable robust material, and the other components of frames 302-304 are formed of a similar robust material unless otherwise noted.
Rear extension 302 also includes transverse cross members 314A-I extending perpendicularly between and being attached to beams 306 and 308. Similarly, front extension 304 also includes transverse cross members 316A-B extending perpendicularly between and being attached to beams 310 and 312. Each end of each traverse cross member 314A-I is secured to beams 306 and 308 by any suitable means, such as welding or mechanical fastening. Similarly, each end of each traverse cross member 316A-B is secured to beams 310 and 312 by any suitable means, such as welding or mechanical fastening. Each cross member 314A-I and 316A-B is a beam made of a metal such as steel or other suitable material, and may have openings formed in its surface. Any openings may be aligned with corresponding openings formed in the other cross members 314A-I and 316A-B to provide for passage of air and/or fluid conduits, electrical lines, and the like used in the operation of a trailer. Each of racks 318 and 320 can be positioned in several different locations on front extension 304 and/or rear extension 302 to assist in accommodating different size and length components, such as wind turbine blades. Additionally, racks 318 and 320 may pivot when coupled to extensions 302-304.
Rear extension 302 further includes bogie connector 322 that enables rear extension 302 to connect to a bogie (not shown in FIG. 3) for transportation in rail mode. Similarly, front extension 304 further includes bogie connector 324 that enables front extension 304 to connect to another bogie (not shown in FIG. 3) for transportation in rail mode. Bogies are described below in reference to FIGS. 5 and 6.
Rear extension 302 and/or front extension 304 include an axle and wheels 326. Axle and wheels 326 may include a suspension system that includes an air spring and/or multiple shock absorbers (not shown in FIG. 3). An upper end of each one of the shock absorbers may be coupled to one of the transverse cross members 314A-I and 316A-B. An air spring may provide a smoother ride for components than the ride provided by other types of suspensions. Bogies connectors 322 and 324 may be disconnected from bogies to enable vehicle 300 to be used as a trailer for transportation in highway mode.
In some embodiments, a portion of beam 310 is concentrically nested in a portion of beam 306 to enable beam 310 to move telescopically relative to beam 306 as front extension 304 moves relative to rear extension 304 between the full open position and the full closed position. Similarly, a portion of beam 312 is concentrically nested in a portion of beam 308 to enable beam 312 to move telescopically relative to beam 308 as front extension 304 moves relative to rear extension 302 between the full open position and the full closed position.
In other embodiments, front extension 304 is slidably connected to rear extension 302 and movable relative to rear extension 302 for lengthening and shortening vehicle 300 between a full open position and a full closed position. In such embodiments, vehicle 300 includes a slide bar secured to the beam 310 and beam 306. The slide bar may substantially extend the full length 328 of the length 330 of beam 306 and the length 332 of beam 310 to guide beam 310 as beam 310 moves relative to beam 306 as the front extension 304 moves relative to rear extension 302 between the full open position and the full closed position. Similarly, vehicle 300 may include another slide bar secured to the beam 312 and the beam 308. Similarly, this slide bar may substantially extend the full length 328 of the length 330 of beam 308 and the length 332 of beam 312 to guide beam 312 as beam 312 moves relative to beam 308 as front extension 304 moves relative to rear extension 302 between the full open position and the full closed position.
Vehicle 300 also includes a stop (not shown in FIG. 3) for stopping a movement of front extension 304 relative to rear extension 302 in between the full open position and the full closed position. Vehicle 300 also includes a lock mechanism (not shown in FIG. 3). The lock mechanism includes a pin that may move between a locked position and an unlocked position to respectively lock and unlock the relative movement between front extension 304 and rear extension 302. The lock mechanism also includes an aperture for receiving the pin to lock front extension 304 and rear extension 302 in the full open position and another aperture for receiving the pin to lock front extension 304 and rear extension 302 in the full closed position. The lock mechanism may include other apertures for locking front extension 304 and rear extension 302 in any other position between the full closed position and the full open position. The retractable pin in the lock mechanism enables selective positioning of the front extension 304 and rear extension 302 relative to each other for versatility during vehicle operation.
Referring now to FIG. 4 in the drawings, a side view of a preferred embodiment of a vehicle 400 according to the present application is illustrated in a highway mode. Vehicle 400 is substantially the same as vehicle 200 in FIG. 2. In highway mode, vehicle 400 is pulled by truck 402. FIG. 4 depicts that racks 404 and 406 on vehicle 400 contain cargo, specifically turbine blades 408 and 410.
Referring now to FIG. 5 in the drawings, a side view of a preferred embodiment of vehicles 500 and 502 according to the present application are illustrated in a rail mode. Vehicles 500 and 502 are substantially the same as vehicle 200 in FIG. 2. In rail mode, rear extension 504 of vehicle 500 is supported by bogie 506, front extension 508 of vehicle 500 is supported by bogie 510, rear extension 512 of vehicle 502 is also supported by bogie 510, and front extension 514 of vehicle 502 is supported by bogie 516.
A bogie, which may be referred to as a wheel truck, is a chassis or framework carrying wheels, attached to a vehicle. A bogie can be fixed in place, as on a cargo truck, or mounted on a swivel, as on a railway carriage or locomotive. A bogie is a structure underneath a train to which axles (and, hence, wheels) are attached through bearings. Bogies serve a number of purposes: supporting a rail vehicle body, providing stability on both straight and curved track, ensuring ride comfort by absorbing vibration, minimizing centrifugal forces when a train runs on curves at high speed, and minimizing generation of track irregularities and rail abrasion. Usually two bogies are fitted to each carriage, wagon or locomotive, with one bogie at each end. An alternate configuration may be used in which bogies are placed under the connection between the carriages or wagons. Vehicles 500 and 502 may be compatible with existing bogies currently used in the rail industry for other vehicles moving in the rail mode. Additionally, bogies may be modified to be fully compatible with vehicles 500 and 502. Bogies are described below in further detail in reference to FIG. 6.
FIG. 5 depicts rack 518, attached to front extension 508, retaining one end of turbine blades 520 and 522 while rack 524 attached to rear extension 504 is retaining the other end of turbine blades 520 and 522. Similarly, rack 526 attached to front extension 514 is retaining one end of tower section 528 while rack 530 attached to rear extension 512 is retaining the other end of tower section 528. Rack 526 may use retainer 532 to retain one end of tower section 528 while rack 530 may use retainer 534 to retain the other end of tower section 528. Retainers 532 and 534 may be flexible tension members, such as straps.
Referring now to FIG. 6 in the drawings, a side view of a preferred embodiment of a bogie 600 according to the present application is illustrated. Bogie 600 is substantially similar to bogies 506, 510, and 516 in FIG. 5. Most bogies have two axles as it is the simplest design, but some cars designed for extremely heavy loads have been built with up to five axles per bogie. Bogie 600 includes at least one wheelset 602, composed of an axle with bearings and wheels at each end. Bogie 600 also includes suspension 604 to absorb shocks between the bogie frame and the rail vehicle body. Common types of suspensions are coil springs and rubber airbags. Air bags may provide a smoother ride for components than the ride provided by other types of suspensions. Bogie 600 further includes an axle box suspension 606 to absorb shocks between the axle bearings and the bogie frame. The axle box suspension usually consists of a spring between the bogie frame and axle bearings to permit up and down movement, and sliders to prevent lateral movement, whereas more modern designs use solid rubber springs. Bogie 600 additionally includes brake equipment 608. Two main types of brake equipment are used: brake shoes that are pressed against the tread of the wheel, and disc brakes and pads. A bogie may be an intermediate bogie, which is a bogie for rail support between two chassis, or a transition bogie, which is a bogie that connects a vehicle to locomotive power. Examples of an intermediate and a transition bogie are depicted in FIGS. 7A-G.
Referring now to FIGS. 7A-G in the drawings, a method 700 is illustrated for using a vehicle for multi-modal transportation according to the present application. FIG. 7A depicts first truck 702 backing first vehicle 704 toward first intermediate bogey 706 while second vehicle 708 remains next to transition bogey 710. Vehicles 704 and 708 are substantially similar to vehicle 200 in FIG. 2, and intermediate bogey 706 is substantially similar to bogey 600 in FIG. 6. First truck 702 may back first vehicle 704 onto a ramp to reach the ground level of intermediate bogey 706, but the rails for intermediate bogey 706 are at ground level readily attainable by trucks.
FIG. 7B depicts first truck 702 backing first vehicle 704 onto first intermediate bogey 706, while second truck 712 backs transition bogey 710 to second vehicle 708. First vehicle 704 does not have to be lifted to be put on intermediate bogey 706, nor does second vehicle 708 have to be lifted to be put on transtition bogey 710.
FIG. 7C depicts intermediate bogey 706 using its airbags to raise one end of first vehicle 704 and one end of second vehicle 708 while transition bogey 710 uses its airbags to raise the other end of second vehicle 708.
FIG. 7D depicts first truck 702 leaving first vehicle 704 on first intermediate bogey 706 with second vehicle 708, which is also on transition bogey 710.
FIG. 7E depicts first truck 702 backing third vehicle 714 on second intermediate bogey 716 toward the end of first vehicle 704 that is not on first intermediate bogey 706.
FIG. 7F depicts second intermediate bogey 716 has inflated its airbags to support both third vehicle 714 and first vehicle 704 while second truck 712 backs second transition bogey 718 to the unsupported end of third vehicle 714.
FIG. 7G depicts locomotive 720 backing to connect to second transition bogey 718, which has inflated its airbags to support the previously unsupported end of third vehicle 714. After this point in the method, locomotive 720 will be able to transport vehicles 704, 708, and 714 using bogies 706, 710, 716, and 718. No additional equipments is required to lift vehicles 704, 708, and 714 onto bogies 706, 710, 716, and 718. Furthermore, the components transported by vehicles 704, 708, and 714 do not have to be transferred between vehicles. Eliminating the transfer of components when transitioning between highway mode and rail mode reduces the possibility of damaging the components through mishaps. The components may be loaded onto a vehicle at a transportation point of origin, and remain loaded on the vehicle until the components are unloaded at their final destination. When locomotive 720 arrives at its destination, the method 700 may be performed in a reverse order to decouple vehicles 704, 708, and 714 from bogies 706, 710, 716, and 718 to enable transport vehicles 704, 708, and 714 to be transported in highway mode to their final destinations.
Referring now to FIG. 8 in the drawings, a rail yard 800 is illustrated for using a multi-modal transportation vehicle according to the present application. Vehicles 802 are ready for transitioning from highway mode to rail mode. Yard hostler 804 is backing vehicle 806, which was previously in highway mode, to join vehicles 808, which are on bogies, in rail mode. Vehicles 802 and 808 are substantially similar to vehicle 200 in FIG. 2. Due to the ease of trucks and yard hostlers driving vehicles onto and off the rails, the equipment and the amount of land area required for rail yard 800 is minimized, thereby reducing investment requirements for rail yards.
Although vehicles have been described with respect to transporting large wind turbine blades, it should be understood that vehicles may be used to transport other lengthy objects, such as highway overpass beams.
It is evident by the foregoing description that the subject application has significant benefits and advantages, including: (1) utilizing only one vehicle for an entire transportation movement of a set of components, thereby reducing the handling cycles of the component set; (2) reducing the risk of damage mishaps by reducing the number of handlings; (3) reducing the amount of equipment required for the entire transportation move; (4) transferring the vehicle quickly and easily between highway mode and rail mode with no lifting required; and (5) utilizing only one vehicle for transporting components of significantly different lengths by extending and contracting the vehicle, thereby promoting cost-effectiveness.
The particular embodiments disclosed above are illustrative only, as the invention may be modified and practiced in different but equivalent manners apparent to those skilled in the art having the benefit of the teachings herein. It is therefore evident that the particular embodiments disclosed above may be altered or modified, and all such variations are considered within the scope and spirit of the invention. Accordingly, the protection sought herein is as set forth in the description. Although the present invention is shown in a limited number of forms, it is not limited to just these forms, but is amenable to various changes and modifications without departing from the spirit thereof.

Claims

1. A vehicle for multi-modal transportation, comprising:

a first frame having a first length, the first frame comprising

a first beam;

a second beam spaced apart from and disposed substantially parallel to the first beam; and

a first bogie connector, wherein the first bogie connector enables the first frame to connect to a first bogie for transportation in a rail mode;

a second frame movable relative to the first frame between a full open position and a full closed position, the second frame comprising

a third beam having a second length, wherein a portion of the third beam is concentrically nested in a portion of the first beam to enable the third beam to move telescopically relative to the first beam as the second frame moves relative to the first frame between the full open position and the full closed position;

a fourth beam having the second length, wherein a portion of the fourth beam is concentrically nested in a portion of the second beam to enable the fourth beam to move telescopically relative to the second beam as the second frame moves relative to the first frame between the full open position and the full closed position; and

a second bogie connector, wherein the second bogie connector enables the second frame to connect to a second bogie for transportation in the rail mode; and;

an axle and wheels operatively secured to one of the first frame and the second frame for transportation in a highway mode.

2. The vehicle of claim 1, wherein one of the first frame and the second frame comprises:

a stop for stopping a movement of the second frame relative to the first frame in between the full open position and the full closed position.

3. The vehicle of claim 1, further comprising

a lock, wherein the lock comprises:

a pin movable between a lock position and an unlock position to respectively lock and unlock relative movement between the first frame and the second frame; and

a first aperture for receiving the pin to lock the first frame and the second frame in the full open position and a second aperture for receiving the pin to lock the first frame and the second frame in the full closed position.

4. The vehicle of claim 1, further comprising:

at least one first transverse cross member extending perpendicularly between and being attached to the first beam and the second beam; and

at least one second transverse cross member extending perpendicularly between and being attached to the third beam and the fourth beam.

5. The vehicle of claim 1, wherein the axle and wheels comprises a suspension system comprising an air spring.

6. The vehicle of claim 1, further comprising a plurality of shock absorbers, wherein an upper end of each one of the plurality of shock absorbers is coupled to one of a plurality of transverse cross members.

7. The vehicle of claim 1, in which at least one of the first frame and the second frame is formed of steel.

8. A vehicle for multi-modal transportation, comprising:

a first frame having a first length, the first frame comprising

a first beam;

a third beam having a second length and disposed adjacent to the first beam for movement relative to the first beam;

a fourth beam having the second length and disposed adjacent to the second beam for movement relative to the second beam; and

a second bogie connector, wherein the second bogie connector enables the second frame to connect to a second bogie for transportation in the rail mode;

a first slide bar secured to the third beam and the first beam, the first slide bar substantially extending a full length that comprises the first length and the second length to guide the third beam as the third beam moves relative to the first beam as the second frame moves relative to the first frame between the full open position and the full closed position;

a second slide bar secured to the fourth beam and the second beam, the second slide bar substantially extending a full length that comprises the first length and the second length to guide the fourth beam as the fourth beam moves relative to the second beam as the second frame moves relative to the first frame between the full open position and the full closed position; and

9. The vehicle of claim 8, wherein one of the first frame and the second frame comprises:

10. The vehicle of claim 8, further comprising

a lock, wherein the lock comprises:

11. The vehicle of claim 8, further comprising:

12. The vehicle of claim 8, wherein the axle and wheels comprises a suspension system comprising an air spring.

13. The vehicle of claim 8, further comprising a plurality of shock absorbers, wherein an upper end of each one of the plurality of shock absorbers is coupled to one of a plurality of transverse cross members.

14. The vehicle of claim 8, in which at least one of the first frame and the second frame is formed of steel.

15. A method for using a vehicle for multi-modal transportation, comprising:

expanding a vehicle from a first length to a second length to accommodate a length of a load;

transporting the load using the expanded vehicle in highway mode;

connecting a first end of the expanded vehicle onto a first bogey;

connecting the second end of the expanded vehicle to a second bogey; and

transporting the corresponding load using the expanded vehicle in rail mode.

16. The method of claim 15, wherein connecting the first end of the expanded vehicle onto the first bogey comprises:

inflating an airbag to raise a portion of the first bogey to support the first end of the expanded vehicle; and wherein connecting the second end of the expanded vehicle to a second bogey comprises:

inflating an airbag to raise a portion of the second bogey to support the second end of the expanded vehicle.

17. The method of claim 15, wherein the first bogey is one of an intermediate bogey and a transitional bogey.

18. The method of claim 15, wherein the second bogey is one of an intermediate bogey and a transitional bogey.

19. The method of claim 15, further comprising:

disconnecting the second end of the expanded vehicle from the second bogey;

disconnecting the first end of the expanded vehicle from the first bogey; and

transporting the load using the expanded vehicle in highway mode.

20. The method of claim 19, wherein disconnecting the second end of the expanded vehicle from the second bogey comprises:

deflating an airbag to lower the portion of the second bogey that supports the second end of the expanded vehicle; and wherein disconnecting the first end of the expanded vehicle from the first bogey comprises:

deflating an airbag to lower the portion of the first bogey that supports the first end of the expanded vehicle.