AUTONOMOUS RAIL VEHICLE SYSTEMS AND METHODS

Abstract

An autonomous rail vehicle system that includes one or more motive systems, each having a bogie assembly, a vehicle frame coupled with the bogie assembly, and a control unit to control one or more operations of the one or more motive systems. The autonomous rail vehicle also includes a trailer that is coupled with the one or more motive systems. The trailer includes surfaces defining a cavity that can receive a cargo container. The trailer includes powered footing assemblies that are controlled by the control unit of the one or more motive systems. The powered footing assemblies are controlled to move between a first position and a second position to change a vertical position of the trailer relative to a position of the motive systems.

Description

FIELD OF THE DISCLOSURE

Examples of the present disclosure generally relate to autonomous or autonomously controlled rail vehicle systems and methods.

BACKGROUND OF THE DISCLOSURE

Port terminal container volume at certain port facilities can exceed an amount of available yard space in which shipping containers can be stored, sorted, and/or staged for shipment and/or collection. Satellite yards can be used for storage, but may be located a considerable distance away from the port terminal. The satellite yards can be used as collection points for the distribution of cargo into a train having multiple railcars that can be dispatched to specific geographic areas of the country. Often, a substantial number of containers are needed for a particular train, but the number of containers typically take time to load and off-load from railcars dispatched to the satellite yards. In other instances, containers that are not directly loaded from marine vessels are transported by truck to another terminal for transfer from the truck to a train.

Known solutions present issues with added logistics, time delays, and costs associated with moving containers between marine vessels, for example, and end customers.

SUMMARY OF THE DISCLOSURE

A need exists for a system and method for efficiently and effectively moving cargo-carrying containers between a port container terminal and a customer utilizing thousands of miles of railroad tracks. Further, a need exists for a delivery vehicle that operates automatically and continuously, thereby reducing a time of delivery of cargo to a customer.

With those needs in mind, certain examples of the present disclosure provide an autonomous rail vehicle system that includes one or more motive systems, each having a bogie assembly coupled with a vehicle frame, and a control unit to control one or more operations of the motive systems. The autonomous rail vehicle system also includes a trailer that is coupled with the motive systems. The trailer includes surfaces defining a cavity that can receive one or more cargo containers. The trailer includes powered footing assemblies that are controlled by the control unit(s) of the one or more motive systems. The powered footing assemblies are controlled to move between a first position and a second position to change a vertical position of the trailer relative to a position of the motive systems.

Certain examples of the present disclosure provide a method for controlling operation of an autonomous rail vehicle system. The method includes changing a position of one or more powered footing assemblies of the trailer from a first position to a second position to change a vertical position of the trailer relative to a position of first and second motive systems. The trailer extends between a first end operably coupled with the first motive system and a second end operably coupled with the second motive system. The method includes decoupling the trailer from the first and second motive systems by moving the motive systems in a direction away from the trailer. Decoupling the trailer from the first and second motive systems also includes changing the position of the powered footing assemblies from the second position to the first position.

Certain examples of the present disclosure provide an autonomous rail vehicle that includes a first motive system and a second motive system. Each of the motive systems include a bogie assembly including a first frame portion and a second frame portion coupled with the first frame portion. The first frame portion may move in one or more directions relative to the second frame portion. The motive systems also include a vehicle frame operably coupled with the bogie assembly. The vehicle frame includes structures that control a direction of air moving around the vehicle frame. One or more of the structures may be adjustable structures and may move between extended states and retracted states. The motive systems also include energy storage devices to provide power to the autonomous rail vehicle, and a steering sub-system including sensors coupled with the bogie assembly to detect a curvature of a route. The steering sub-system includes a wheelset positioning assembly that can change a position of one or more wheelsets of the bogie assembly (the bogie assembly including a first wheelset positioned proximate a front end of the bogie assembly and a second wheelset positioned proximate a rear end of the bogie assembly) based in part on the curvature of the route. The motive systems also include a propulsion system that controls a speed of movement of the autonomous rail vehicle; a thermal control system that controls a thermal energy level of one or more components of the autonomous rail vehicle; a pressure control system including valves that move between open and closed positions based on an operating condition of the vehicle; and a control unit that controls one or more operations of the energy storage devices, the steering sub-system, the propulsion system, the thermal control system, and the pressure system.

The autonomous rail vehicle also includes a trailer extending between a first end and a second end, wherein the first end of the trailer is operably coupled with the first motive system and the second end of the trailer is operably coupled with the second motive system. The trailer includes surfaces defining a cavity configured to receive one or more cargo containers. The trailer includes one or more powered footing assemblies configured to be controlled by one or more of the control unit of the first motive system or the control unit of the second motive system. The one or more powered footing assemblies are configured to move between a first position and a second position to change a position of the trailer relative to a position of the first and second motive systems.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a schematic of an autonomous rail vehicle, according to an example of the present disclosure.

FIG. 2 illustrates a perspective view of an autonomous rail vehicle, according to an example of the present disclosure.

FIG. 3 illustrates a perspective view of an autonomous rail vehicle, according to an example of the present disclosure.

FIG. 4 illustrates a perspective view of an autonomous rail vehicle, according to an example of the present disclosure.

FIG. 5 illustrates a perspective view of an autonomous rail vehicle, according to an example of the present disclosure.

FIG. 6 illustrates a front perspective view of a motive system, according to an example of the present disclosure.

FIG. 7 illustrates a rear perspective view of the motive system shown in FIG. 6, according to an example of the present disclosure.

FIG. 8 illustrates an exploded view of a vehicle frame of the motive system shown in FIG. 6, according to an example of the present disclosure.

FIG. 9 illustrates a perspective view of a trailer of the autonomous rail vehicle shown in FIG. 2, according to an example of the present disclosure.

FIG. 10 illustrates a magnified view of a mounting portion of the trailer shown in FIG. 9 in a first position, according to an example of the present disclosure.

FIG. 11 illustrates a magnified view of the mounting portion of the trailer shown in FIG. 9 in a second position, according to an example of the present disclosure.

FIG. 12 illustrates a flow chart of a method of operating an autonomous rail vehicle, according to an example of the present disclosure.

FIG. 13 illustrates a partial perspective view of the autonomous rail vehicle in a first operating position, according to an example of the present disclosure.

FIG. 14 illustrates a bogie assembly of the autonomous rail vehicle shown in FIG. 13, according to an example of the present disclosure.

FIG. 15 illustrates a perspective view of a portion of a vehicle frame of the autonomous rail vehicle shown in FIG. 13, according to an example of the present disclosure.

FIG. 16 illustrates a perspective view of a landing gear system of the bogie assembly shown in FIG. 14, according to an example of the present disclosure.

FIG. 17 illustrates a partial perspective view of the autonomous rail vehicle shown in FIG. 13 in a second operating position, according to an example of the present disclosure.

FIG. 18 illustrates the motive system of the autonomous rail vehicle shown in FIG. 17 separated from the trailer, according to an example of the present disclosure.

FIG. 19 illustrates a portion of the bogie assembly of the motive system shown in FIG. 18, according to an example of the present disclosure.

FIG. 20 illustrates a front perspective view of the motive system of the autonomous rail vehicle separated from the trailer, according to an example of the present disclosure.

FIG. 21 illustrates a front perspective view of the motive system of the autonomous rail vehicle decoupled from the trailer, according to an example of the present disclosure.

FIG. 22 illustrates a perspective view of a coupler assembly of the autonomous rail vehicle in an open position, according to an example of the present disclosure.

FIG. 23 illustrates a perspective view of the coupler assembly shown in FIG. 22 in a closed position, according to an example of the present disclosure.

FIG. 24 illustrates a schematic of a port container terminal, according to an example of the present disclosure.

FIG. 25 illustrates a perspective view of a bogie assembly of a motive system, according to an example of the present disclosure.

FIG. 26 illustrates an exploded view of the bogie assembly shown in FIG. 25, according to an example of the present disclosure.

FIG. 27 illustrates a magnified view of a portion of a side frame of the bogie assembly, according to an example of the present disclosure.

FIG. 28 illustrates a magnified portion of a side frame of the bogie assembly, according to an example of the present disclosure.

FIG. 29 illustrates motor units of the motive system coupled with the bogie assembly shown in FIG. 25, according to an example of the present disclosure.

FIG. 30 illustrates a partial perspective side view of the bogie assembly shown in FIG. 25, according to an example of the present disclosure.

FIG. 31 illustrates a perspective view of a vertical damper, according to an example of the present disclosure.

FIG. 32 illustrates an exploded view of the vertical damper shown in FIG. 31, according to an example of the present disclosure.

FIG. 33 illustrates a schematic of a flow diagram of the vertical damper shown in FIG. 31 moving in a first direction, according to an example of the present disclosure.

FIG. 34 illustrates a schematic of a flow diagram of the vertical damper shown in FIG. 31 moving in a second direction, according to an example of the present disclosure.

FIG. 35 illustrates a perspective view of a lateral damper, according to an example of the present disclosure.

FIG. 36 illustrates an exploded view of the lateral damper shown in FIG. 35, according to an example of the present disclosure.

FIG. 37 illustrates a schematic of a flow diagram of the lateral damper shown in FIG. 35 moving in a first direction, according to an example of the present disclosure.

FIG. 38 illustrates a schematic of a flow diagram of the lateral damper shown in FIG. 35 moving in a second direction, according to an example of the present disclosure.

FIG. 39 illustrates one example of a first frame portion of the bogie assembly moving relative to a second frame portion of the bogie assembly, according to an example of the present disclosure.

FIG. 40 illustrates another example of a first frame portion of the bogie assembly moving relative to a second frame portion of the bogie assembly, according to an example of the present disclosure.

FIG. 41 illustrates another example of a first frame portion of the bogie assembly moving relative to a second frame portion of the bogie assembly, according to an example of the present disclosure.

FIG. 42 illustrates a magnified view of a bolster of the bogie assembly, according to an example of the present disclosure.

FIG. 43 illustrates a magnified view of a portion of a steering sub-system of the bogie assembly, according to an example of the present disclosure.

FIG. 44 illustrates a wheelset positioning assembly of a steering sub-system of the bogie assembly, according to an example of the present disclosure.

FIG. 45 illustrates an exploded view of a portion of the wheelset positioning assembly of the steering sub-system shown in FIG. 44, according to an example of the present disclosure.

FIG. 46 illustrates a cross-sectional view of a portion of the wheelset positioning assembly of the steering sub-system shown in FIG. 44, according to an example of the present disclosure.

FIG. 47 illustrates a cross-sectional view of the portion wheelset positioning assembly of the steering sub-system shown in FIG. 44, according to an example of the present disclosure.

FIG. 48 illustrates an adapter of a wheelset positioning assembly of a steering sub-system of the bogie assembly at a first pitch angle, according to an example of the present disclosure.

FIG. 49 illustrates the adapter shown in FIG. 48 at a second pitch angle, according to an example of the present disclosure.

FIG. 50 illustrates the adapter shown in FIG. 48 at a first rotational position, according to an example of the present disclosure.

FIG. 51 illustrates the adapter shown in FIG. 48 at a second rotational position, according to an example of the present disclosure.

FIG. 52 illustrates one or more forces acting on the bogie assembly, according to an example of the present disclosure.

FIG. 53 illustrates a motor unit of the bogie assembly being steered by a steering sub-system, according to an example of the present disclosure.

FIG. 54 illustrates a perspective view of a motor unit of the bogie assembly, according to an example of the present disclosure.

FIG. 55 illustrates a cross-sectional view of a portion of the motor unit shown in FIG. 54, according to an example of the present disclosure.

FIG. 56 illustrates a perspective view of a portion of the bogie assembly, according to an example of the present disclosure.

FIG. 57 illustrates a perspective view of a portion of a braking system of the bogie assembly, according to an example of the present disclosure.

FIG. 58 illustrates an exploded view of a brake rotor of the braking system shown in FIG. 57, according to an example of the present disclosure.

FIG. 59 illustrates a perspective view of a wheel of the motive system, according to an example of the present disclosure.

FIG. 60 illustrates an exploded view of the wheel shown in FIG. 59, according to an example of the present disclosure.

FIG. 61 illustrates a high-pressure system of a pressure control system of the autonomous rail vehicle, according to an example of the present disclosure.

FIG. 62 illustrates a low-pressure system of a pressure control system of the autonomous rail vehicle, according to an example of the present disclosure.

FIG. 63 illustrates a rear perspective view of a thermal control system of the autonomous rail vehicle, according to an example of the present disclosure.

FIG. 64 illustrates a top perspective view of the thermal control system shown in FIG. 63, according to an example of the present disclosure.

DETAILED DESCRIPTION OF THE DISCLOSURE

The foregoing summary, as well as the following detailed description of certain embodiments, will be better understood when read in conjunction with the appended drawings. As used herein, an element or step recited in the singular and preceded by the word “a” or “an” should be understood as not necessarily excluding the plural of the elements or steps. Further, references to “one embodiment” are not intended to be interpreted as excluding the existence of additional embodiments that also incorporate the recited features. Moreover, unless explicitly stated to the contrary, embodiments “comprising” or “having” an element or a plurality of elements having a particular condition may include additional elements not having that condition.

Examples of the present disclosure provide autonomous rail vehicle systems and methods. The autonomous rail vehicle may include a first motive system coupled with a first end of a trailer configured to carry a container, and a second motive system coupled with a second end of the trailer. The autonomous rail vehicle may include one or more systems that allow the vehicle to autonomously move from a first location to a second location (e.g., without operator input). In at least one example, the first location may be a port container terminal. The motive systems and the trailer can meet all of the Association of American Railroads structural and performance requirements, thereby allowing the autonomous rail vehicle to move along all railroads (e.g., mainline railroads, regional and short line tracks, etc.) between the port container terminal and the second location.

In one or more examples, the autonomous rail vehicle may include a coupler assembly that allows the vehicle to automatically couple to and/or decouple from adjacent vehicle(s) during transit (e.g., without stopping). For example, the coupler assembly may allow the autonomous rail vehicle to couple to a long-distance train and to move along with the long-distance train for at least a portion of a trip between the first and second locations. In one example, the autonomous rail vehicle may operate as a non-propulsion generating vehicle while moving along a route with the long-distance train, and may operate as a propulsion generating vehicle (e.g., providing its own propulsive efforts) while the autonomous rail vehicle is not coupled with another vehicle.

The autonomous rail vehicle described herein may include a bogie assembly having a suspension system and steering sub-system that allows the vehicle to operate on a degraded, rough, or poorly maintained track. For example, the bogie assembly includes displacement compensating components that allow a portion of the bogie assembly to decouple from another portion of the bogie assembly to control a level of displacement that is transferred from wheels of the bogie assembly to a vehicle frame, such as to increase a stability of the autonomous rail vehicle moving along the degraded, rough, or poorly maintained track.

The bogie assembly of the first and second motive systems described herein may include a steering sub-system including one or more wheelset positioning assemblies. The wheelset positioning assemblies may be operably coupled with each of the wheelsets of the bogie assembly and may maintain alignment of the bogie assembly with a straight and/or curved portion of a track. In one or more examples, a braking system of the bogie assembly may control a speed of rotational movement of the wheels and/or wheelsets while the alignment of the bogie assembly with a straight and/or curved portion of the tack is substantially maintained.

The autonomous rail vehicle described herein may provide a thermal control system that may direct coolant through portions of the motive systems to control a level of thermal energy of one or more components and/or systems of the vehicle. For example, the autonomous rail vehicle may be powered by electrical power supplied by one or more energy storage devices (e.g., batteries). The thermal control system may control a thermal energy level of the energy storage devices to ensure that a temperature of the energy storage devices is maintained within a determined range (e.g., that the energy storage devices do not get too cold or too hot).

FIG. 1 illustrates a schematic of an autonomous rail vehicle 100, according to an example of the present disclosure. The autonomous rail vehicle 100 may represent a propulsion-generating vehicle, such as a power generating vehicle that can generate its own power to propel along a route and/or to power one or more components or systems onboard the autonomous rail vehicle. The autonomous rail vehicle 100 moves along a route which includes rails. The autonomous rail vehicle 100 includes one or more motive systems 102 that are operably coupled with a trailer 103. Each of the one or more motive systems 102 includes a bogie assembly 118, a vehicle frame 119 operably coupled with the bogie assembly 118, and a control unit 116. In one example, the control unit 116 can represent hardware circuitry connected with and/or including one or more processors that perform the operations described herein in connection with the autonomous rail vehicle 100. The applications described herein may direct one or more operations of the autonomous rail vehicle 100, the motive system(s) 102, the trailer 103, and/or other devices.

FIG. 2 illustrates an autonomous rail vehicle 100, according to an example of the present disclosure. The autonomous rail vehicle 100 includes a first motive system 102A and a second motive system 102B. The vehicle 100 illustrated in FIG. 1 may represent the first and/or second motive systems 102A, 102B. For example, in one or more examples, one or both of the first or second motive systems 102A, 102B may provide propulsion and/or braking efforts to control movement of the autonomous rail vehicle 100. In one or more examples, the first and second motive systems 102A, 102B may communicate with each other (e.g., before embarking on a trip, during transit, after reaching a destination, or the like), such as to designate one as a leading vehicle and the other as a trailing vehicle, to designate and/or determine operating conditions of each of the motive systems (e.g., propulsion efforts, braking efforts, etc.), or the like.

In the illustrated example, the first and second motive systems are positioned such that a rear end of the first motive system 102A faces towards a rear end of the second motive system 102B. For example, the first and second motive systems 102A, 102B are mirrored with each other. In one example, the autonomous rail vehicle 100 may move in a first direction such that the first motive system 102A is the lead vehicle and the second motive system 102B is the trailing vehicle in a direction of travel of the vehicle 100. Alternatively, the autonomous rail vehicle 100 may move in a second direction such that the second motive system 102B is the lead vehicle and the first motive system 102A is the trailing vehicle in a direction of travel of the autonomous rail vehicle 100.

The autonomous rail vehicle 100 includes a trailer 103 operably coupled with and extending between the first and second motive systems 102A, 102B. For example, a first end 105 of the trailer 103 is operably coupled with the first motive system 102A and a second end 106 of the trailer 103 is operably coupled with the second motive system 102B. The first and second motive systems 102A, 102B include wheels that allow the autonomous rail vehicle 100 to move along a route, such as a railway track.

In one or more examples, the trailer 103 may be referred to as a trailer, a well, a well structure, or the like, and may be shaped, sized, and configured to receive one or more cargo containers. For example, FIG. 3 illustrates one example of the autonomous rail vehicle 100 including the trailer 103 that is shaped, sized, and permitted to carry a first container 104A and a second container 104B, wherein the first and second containers 104A, 104B may be about 20 ft in length. As another example, FIG. 4 illustrates one example of the autonomous rail vehicle 100 including the trailer 103 that is shaped, sized, and structurally capable of carrying three containers 104A-104C in a double stack arrangement. For example, the containers 104A, 104B may be about 20 ft in length, and the container 104C, positioned on top of the containers 104A, 104B may be about 40 ft in length. As another example, FIG. 5 illustrates one example of the autonomous rail vehicle 100 including the trailer 103 that is shaped, sized, and structurally capable of carrying a container 104D that may be about 40 ft in length, about 45 ft in length, or the like. In one or more examples, the trailer 103 may include one or more twist lock anchors (not shown) or an alternative locking mechanism that may couple the one or more containers 104 with the trailer 103, that may be capable of accommodating containers 104 having different lengths, or the like.

For example, the first and/or second motive systems 102A, 102B, and the trailer 103 may be designed to the Association of American Railroads Standards and Practice, and the Federal Railroad Administration (FRA) requirements. For example, the autonomous rail vehicle 100 may be designed to operate on FRA tracks including at least class one through class six tracks.

FIG. 6 illustrates a front perspective view of the first motive system 102A and FIG. 7 illustrates a rear perspective view of the first motive system 102A, according to an example of the present disclosure. The first motive system 102A includes a vehicle frame 119 that comprises panel structures 110A-F which may be stationary structures and/or adjustable structures. For example, the vehicle frame 119 includes a first structure 110A that can represent an adjustable spoiler, and second and third structures 110B, 110C can represent adjustable side panel elements. Each of the adjustable structures may be controlled to move between an extended state and a retracted state. In one or more examples, one or more of the adjustable structures may operate to move between the extended and retracted states independent of the other adjustable structures. In another example, the adjustable structures may be operably coupled such as to move together between the extended and retracted states. The adjustable structures (e.g., the spoiler and the side panels) may be shaped, sized, and positioned to substantially fill a space between the vehicle frame 119 and the container(s) 104 (shown in FIGS. 2-5) being carried by the trailer 103. For example, the position of the adjustable structure 110A (e.g., the spoiler) may be based on a distance between a top of the vehicle frame 119 and a surface (e.g., a top surface, a front edge, or the like) of the container 104, such as to control an amount of air that may be allowed to move within a gap between the spoiler 110A and the container 104.

The vehicle frame 119 may also include stationary structures, such as a fourth structure 110D that can represent a body fairing, a fifth structure 110E that can represent a skirt of the vehicle frame 119 that can cover at least a portion of one or more wheels 127 of the motive system, and a sixth structure 110F that can represent a side structural frame of the vehicle frame 119. The structures 110A-F that make up at least a portion of the vehicle frame 119 may be shaped, sized, positioned, and controlled to control a direction of air moving around the vehicle frame 119. For example, the structures 110A-F may be configured to control an amount of drag that is generated by air moving around the vehicle frame 119 and/or an amount of air drag from wheel fanning, or the like.

In one or more examples, the stationary structures of the vehicle frame may be based at least in part on controlling pressure and/or resistance of the first and second motive systems 102A, 102B moving together along the route. For example, the autonomous rail vehicle 100 may be traveling in a direction such that the first motive system 102A is the lead vehicle, and the second motive system 102B is the trailing vehicle. The body fairing of both the first and second motive systems may be shaped, positioned, and designed to control pressure and/or resistance caused by turbulence regardless of the direction in which the vehicle is traveling, which of the motive systems is the lead vehicle or trailing vehicle, or the like. For example, the autonomous rail vehicle 100 may need to change direction during a trip such that the vehicle 100 may first move in the first direction such that the first motive system 102A is the lead vehicle, and the vehicle 100 may subsequently move in a second direction such that the second motive system 102B is the lead vehicle. The fairing structures of the vehicle frame 119 of the first and second motive systems may be designed such that the pressure and/or resistance created by turbulent air moving past the vehicle 100 is substantially the same whichever motive system is the lead vehicle or the trailing vehicle.

The vehicle frame 119 is operably coupled with a bogie assembly 118 of the first motive system 102A. The bogie assembly may include one or more systems, components, or the like, that allow the unit 102A to move along the route. The bogie assembly 118 will be described in more detail with reference to FIGS. 25-41.

In the illustrated example shown in FIG. 7, the bogie assembly 118 includes a landing gear system 115 that includes an axle with a wheel disposed at each end of the axle, and one or more actuators that are operably coupled with the axle and control movement of the landing gear system 115 between an extended or deployed position and a retracted position. The landing gear system 115 may be in the retracted position while the autonomous rail vehicle 100 is in transit, and may be in the extended or deployed position while the autonomous rail vehicle 100 is stationary (e.g., such as to deliver cargo). For example, the landing gear system 115 may assist in stabilizing the motive system 102A. The landing gear system 115 will be described in more detail with reference to FIGS. 13-17.

The first motive system 102A may be operably coupled with another vehicle via a coupler assembly 108 that is operably coupled with the bogie assembly 118. FIG. 22 illustrates a perspective view of the coupler assembly 108 in an open position, and FIG. 23 illustrates a perspective view of the coupler assembly 108 in a closed position, according to an example of the present disclosure. The coupler assembly 108 may be referred to as an automatic coupler assembly 108 such that the assembly may automatically move between open and closed positions to couple with and/or decouple from another vehicle and without operator input. Additionally, the coupler assembly 108 may move between the open and closed positions while the autonomous rail vehicle 100 is in transit. For example, the autonomous rail vehicle 100 may be decoupled from another vehicle while the vehicles are moving along a route. The coupler assembly 108 may be designed and meet the Association of American Railroads standards and requirements.

The coupler assembly 108 includes a coupler yoke 191, a draft gear 192, and a follower block 199 that may be disposed at and operably coupled with one end of a coupler 188. The assembly 108 also includes a dynamic knuckle 195 and a stationary knuckle 198 that are disposed at and operably coupled with another end of the coupler 188. In the illustrated assembly, the dynamic knuckle 195 may be controlled to move towards the stationary knuckle and away from the stationary knuckle 198 to open and close the coupler assembly 108. The coupler assembly 108 includes a torsion spring 189 that maintains a position of the dynamic knuckle 195 in the open position. For example, the dynamic knuckle 195 may be held in place in the open position by the torsion spring 189. The torsion spring 189 may be arranged and/or positioned to encourage the dynamic knuckle 195 to remain in the open position.

The coupler assembly 108 includes an actuator 194 that is coupled with the dynamic knuckle 195 via a lever operator 193. In one or more examples, the actuator 194 may be a motor-actuated uncoupling lever that is arranged to rotate the lever operator 193 in the rotational direction of movement 197. For example, the actuator 194 may include a fractional horsepower direct current (DC) step motor that may operator through a gear reduction to provide about 25 foot-pounds (ft-lbs) of torque at the lever operator 193. The dynamic knuckle 195 may move in a linear direction of movement 196 responsive to the actuator 194 moving the lever operator 193 in the rotational direction of movement 197.

The coupler assembly 108 includes a load cell pin 190 (or one or more other sensors) that may be operably coupled with the actuator 194 and may sense or detect one or more forces that are applied to the coupler 188. During a decoupling event of the autonomous rail vehicle from another vehicle, the propulsion system of the autonomous rail vehicle 100 may change a throttle setting such as to increase a speed a movement of the autonomous rail vehicle 100. The increased speed may cause a force at the coupler assembly 108. The momentary force may release a tension on the load cell pin 190. Responsive to the load cell pin 190 no longer detecting or sensing a force, the load cell pin 190 may signal the actuator 194 to rotate the lever operator 193. With no load or substantially no load on the lock in the coupler 188, the dynamic knuckle 195 will move from the closed position to the open position to uncouple the autonomous rail vehicle 100 from the other vehicle.

In one or more examples, the actuator 194 may be in an engaged position (e.g., actuated) while the dynamic knuckle 195 is in an open position (e.g., shown in FIG. 22). Alternatively, the actuator 194 may be in a rest position (e.g., non-actuated) while the dynamic knuckle 195 is in a closed position (e.g., shown in FIG. 23). For example, during a coupling operation between the autonomous rail vehicle 100 and another vehicle (not shown), the actuator 194 may be in the rest position (e.g., a non-actuated position) thereby allowing the dynamic knuckle 195 to be closed, such as when closed by another vehicle coupler of an adjacent vehicle.

Returning to FIGS. 6 and 7, in one or more examples, one or more components and/or systems of the first motive system 102A may be powered by electrical power that may be provided by one or more energy storage devices 114. The energy storage devices may represent a bank of batteries or other energy storage devices that may store and/or provide power to one or more systems and/or components of the motive system 102A. In the illustrated example, access panels 111A, 111B may allow access to the energy storage devices 114, such as by an operator. In one or more examples, the first motive system 102A may include a bank including about 18 batteries, or the like. As another example, the first and/or second motive systems 102A, 102B may include a bank including a different number of energy storage devices, energy storage devices having one or more different energy storage capacities, one or more energy storage devices having one or more similar or different charging capabilities, or the like.

The motive system 102A also includes a power connection 117 that may be electrically coupled with the one or more energy storage devices 114. For example, the power connection 117 may receive and/or be operably coupled with a charging device or other electrical device (e.g., another electrically powered vehicle, or the like) that may provide power to the energy storage devices 114 while the motive system 102A is not in use and is not in transit, such as to change a state of charge of one or more of the energy storage devices 114. In one or more examples, one or more of the energy storage devices 114 may provide electrical power to another device electrically coupled with the power connection 117.

The one or more energy storage devices 114 may provide power to the control unit 116 of the first motive system 102A that may be used to control one or more operations of the autonomous rail vehicle 100. As used herein, the term “control unit,” “central processing unit,” “CPU,” “computer,” or the like may include any processor-based or microprocessor-based system including systems using microcontrollers, reduced instruction set computers (RISC), application specific integrated circuits (ASICs), logic circuits, and any other circuit or processor including hardware, software, or a combination thereof capable of executing the functions described herein. Such are exemplary only, and are thus not intended to limit in any way the definition and/or meaning of such terms. For example, the control unit 116 may be or include one or more processors that are configured to control operation, as described herein.

In one or more examples, the control unit 116 associated with the various systems described herein may provide information associated with automatically controlling operation of the autonomous rail vehicle 100 (e.g., without operator manual input) through a journey based at least in part on logistics and/or protocols. For example, prior to the autonomous rail vehicle 100 embarking on a trip, the one or more processors of the autonomous rail vehicle may receive and/or determine a travel path of the vehicle, operating parameters for the vehicle at one or more different locations along the route (e.g., throttle and/or brake settings, wheelset positioning settings, etc.), or the like.

In one example, the control unit 116 may include and/or represent a power management system that can represent one or more components, sensors, processor(s), or the like, that may be used to manage an amount of power that is consumed by the autonomous rail vehicle 100, by components or systems of the autonomous rail vehicle 100, an amount of power that is stored within the energy storage devices 114, an amount of power that is generated by one or more systems of the vehicle 100, or the like. For example, the power management system may detect and/or determine a state and/or status of the one or more energy storage devices 114, one or more transformers of the vehicle 100, a rectifier and/or inverter associated with one or more motors of the vehicle 100, brake and/or steering pumps, processors and/or other computer modules of the vehicle 100, one or more fluid control devices (e.g., pumps, fans, or the like), auxiliary systems and/or components (e.g., lights, fans, etc.), one or more sensors of the vehicle 100, or the like.

In one example, the control unit 116 may include and/or represent a navigation system that can include one or more systems or components that may be used to map and/or track movement of the autonomous rail vehicle 100. For example, the navigation system may include a global positioning system (GPS), a global navigation satellite system (GNSS), a radio triangulation system (e.g., LORAN-C, Omega, Decca, or the like), a pilotage or other way point recognition system, a dead reckoning calculation and/or determination system, one or more wayfinding devices (e.g., a compass bearing or landmarks along the route), or the like. In one or more examples, the navigation system may be able to determine a location of the autonomous rail vehicle 100 and/or track movement of the autonomous rail vehicle 100 using three or more of the available navigational systems and/or devices. In one or more examples, updated and/or current navigational information may be made available to the autonomous rail vehicle 100, such as by a central data base, at the beginning of every trip of the autonomous rail vehicle 100.

In one example, the control unit 116 can include and/or represent a logistics system that can include one or more processors, systems, and/or components that may be used to manage delivery requirements or destination requirements of the autonomous rail vehicle 100. For example, the logistics system may include information associated with cargo being carrying and/or transported by the autonomous rail vehicle, information associated with the autonomous rail vehicle 100, or the like, such as, but not limited to, one or more destination locations, origin contact information, owner contact information, container or cargo numeric or other identifying information, container or cargo inventory information, cargo or container delivery information, routing directions to a target destination, routing way point contact information, a delivery address, delivery contact information, or the like.

In one example, the control unit 116 can include and/or represent a logistics system that can include one or more processors, systems, and/or components that may be used to manage delivery requirements or destination requirements of the autonomous rail vehicle 100. For example, the logistics system may include information associated with cargo being carrying and/or transported by the autonomous rail vehicle 100, information associated with the vehicle 100, or the like, such as, but not limited to, one or more destination locations, origin contact information, owner contact information, container or cargo numeric or other identifying information, container or cargo inventory information, cargo or container delivery information, routing directions to a target destination, routing way point contact information, a delivery address, delivery contact information, or the like.

The first motive system 102A includes one or more sensors 109 that may be used to sense and/or otherwise detect characteristics associated with the unit 102A, the route along which the vehicle 100 is moving, detect objects (e.g., hazards, obstacles, pedestrians, or the like) disposed proximate to and/or across the route, or the like. For example, the sensors may aid in navigating the autonomous rail vehicle 100 along the route (e.g., in navigation, in detection of objects on or proximate to the route, etc.). Optionally, the sensor(s) may detect characteristics associated with how the motive system 102A and/or how different systems or components are operating, such as operating temperatures, operating speeds, vibration information, or the like. The sensor(s) 109 may include and/or represent cameras (e.g., cameras that may capture still and/or video images), speed sensors or other propulsion based sensors, braking system based sensors, motion sensors, fuel or energy level sensors, light detection and radar (LIDAR) sensors or other global positioning based sensors, force and/or pressure sensors or other load cell sensors, thermal sensors, or the like. In one or more examples, the one or more sensors may detect or sense data associated with brake wear of brakes of the braking system, brake pressure levels, brake temperature levels, braking fluid levels, an amount of brake slippage, or the like. In one or more examples, the sensors may detect or sense characteristics associated with a steering fluid pressure and/or temperature levels, steering alignment of the autonomous rail vehicle 100 relative to a curvature of the route, or the like.

In one or more examples, the autonomous rail vehicle 100 may include one or more sensors coupled with the trailer 103 and/or the second motive system 102B. In one example, two or more of the sensors coupled with and/or disposed onboard the autonomous rail vehicle 100 may detect or sense similar data that may be compared, correlated, and/or the like, and the correlated data may be used to determine and/or detect the characteristics of the autonomous rail vehicle 100. As another example, two or more sensors may detect and/or sense similar data that may be compared, and a higher priority and/or higher rank may be given to data sensed by one sensor relative to a lower priority and/or lower rank given to data sensed by another sensor.

The first motive system 102A includes a thermal control system 138 that may include one or more thermal control devices the first motive system 102A. For example, the thermal control system 138 may include coolants, conduits, and/or fluid control devices configured to control a temperature of the first and second motive systems 102A, 102B, a temperature of the autonomous rail vehicle 100, or the like. In the illustrated example shown in FIG. 6, the thermal control system 138 includes two fans that are positioned proximate to an exterior portion of the vehicle frame 119. The fans may be operably coupled with one or more heat exchanger devices of the motive system 102A. The fans may be used to control a temperature of the vehicle frame 119, a temperature of the energy storage devices 114, a temperature of the control unit 116 that may generate heat or thermal energy during operation, or the like. The thermal control system 138 will be described in more detail with reference to FIGS. 63 and 64.

The devices of the autonomous rail vehicle may be communicatively coupled with each other by a communication system (not shown). The communication system can be formed from communication pathways provided by or extending in conductive pathways (e.g., cables, buses, etc., such as Ethernet cables or connections) and/or wireless pathways. For example, the autonomous rail vehicle 100 may include an antenna that may be used to wirelessly transceiver data between the communication system of the autonomous rail vehicle and another communication system (not shown) disposed off-board the vehicle 100. In one or more examples, some devices may be listener devices or listeners that may obtain or receive data from another device, make a calculation, determination, etc., based on the received data, and generate data as an output for another device and/or perform some action (e.g., change an operation of a system of the autonomous rail vehicle 100, such as changing a speed, throttle settings, etc., of the propulsion system and/or braking system).

In one or more examples, the control unit 116 of the autonomous rail vehicle 100 may include a consist exchange (not shown) that may allow the first motive system 102A to communicate with the second motive system 102B such that the two motive systems 102A, 102B may provide combined tractive efforts and/or braking efforts. The two motive systems 102 may communicate with each other, such as to adjust operating parameters, to designate one motive system as a lead vehicle and the other motive system as a trailing vehicle, or the like. In one or more examples, the first vehicle may be a first motive system and the second vehicle may be a second motive system, wherein the first and second motive systems may travel together a single vehicle along a route (shown below in FIG. 2). In another example, the first vehicle may be a first autonomous rail vehicle and the second vehicle may be a second autonomous rail vehicle that may be mechanically coupled with the first autonomous rail vehicle (not shown) and travel together along a single route.

In one or more examples, the communication system may transmit and receive information associated with the autonomous rail vehicle 100 such as, but not limited to, an authorization to operate on an assigned route, may contact the cargo or container origin to receive the cargo or container, may communicate with the owner that the cargo or container is on-board the autonomous rail vehicle 100, an estimated time of arrival, may request and/or receive authorization to operate on an assigned track such as to a next way point location along the route, may communicate information with a hierarchy module of one or more of the control units 116 of the autonomous rail vehicle 100 for approval, or the like.

In one or more examples, the control unit 116 may include and/or represent a vehicle monitoring and/or control system (not shown) that can provide information and/or status information associated with the autonomous rail vehicle 100. For example, the vehicle monitoring and/or control system may provide speed restrictions or speed limitations to the navigation system, may provide and/or confirm route information or waypoint locations with the logistics system, may confirm available amounts or levels of power with the power management system, may provide braking and/or propulsion power requirements or limitations with the braking system and propulsion system, may communicate instructions and/or information with other vehicles operably coupled with and traveling along the route with the autonomous rail vehicle 100, may confirm a status allowing the autonomous rail vehicle 100 to move according to an operating hierarchy module, or the like.

In one or more examples, the operating hierarchy module of the control unit 116 may coordinate and/or monitor all system modules of the autonomous rail vehicle 100 to allow the autonomous rail vehicle 100 to operate autonomously, such as without operator or manual input, without an operator manually controlling operation(s) of the vehicle 100, or the like. In one or more examples, the hierarchy module may represent a lead and/or governing system of the vehicle 100. For example, the hierarchy module may determine one system controller to control an operation of the vehicle ahead of, before, or the like, another system controller. In one example, the hierarchy module may receive or otherwise obtain one or more operating change requests from the other systems, and may provide a rank or order for which the operating change requests may be implemented. The hierarchy module may continuously review, prioritize, and/or approve changes and/or requests initiated by all of the other system modules to allow the vehicle to operate autonomously (e.g., without operator input).

In one or more examples, the vehicle monitoring and/or control system may also provide status information associated with one or more components or systems of the vehicle 100. For example, the vehicle monitoring and/or control system may indicate a gear location of one or more gear systems of the vehicle 100, a retracted or extended location of one or more adjustable structures of the vehicle (e.g., spoilers, side panels, etc.), a status associated with the power management system, a status associated with the braking system, a status associated with the thermal control system 138, a status associated with an amount of tractive effort generating by a propulsion system, a status associated with one or more auxiliary devices (e.g., lights, fans, power outlets, blowers, or the like), a status associated with one or more doors or other adjustable panels, a status associated with an operating temperature of the first and/or second motive systems 102A, 102B of the autonomous rail vehicle 100, or the like.

In one or more examples, the first and/or second motive systems 102A, 102B of the autonomous rail vehicle 100 may include a memory (not shown) or an alternative data storage system. For example, the memory can store information about the autonomous rail vehicle 100, about different vehicles operably coupled with the autonomous rail vehicle 100, the route, historical trip information (e.g., information associated with how the vehicle was automatically and/or manually controlled during previous trips along the route), historical trip information of other vehicle systems, or the like. Optionally, the autonomous rail vehicle 100 may receive data stored in a data storage device or memory of an off-board system (not shown), data stored in another storage system (e.g., a cloud storage database or other virtual storage system, or the like).

In one or more examples, the control unit 116 may include and/or be associated with controlling operation(s) of one or more of the communication system, the braking system, the propulsion system, the power management system, the pressure control system, the steering sub-system, the thermal control system, the navigation system, the vehicle monitoring and control system, the logistics system, the operating hierarchy module, and/or the like, that may allow or permit the autonomous rail vehicle 100 to operate automatically, independently, and without operator intervention. In one or more examples, the control unit 116 can represent a single processor or multiple processors. All operations can be performed by each processor, or each processor may perform at least one different operation than one other (or all) other processors.

FIG. 8 illustrates an exploded view of the vehicle frame 119 of the first or second motive systems 102A, 102B, according to an example of the present disclosure. The vehicle frame 119 includes a frame structure 139 that may be the primary or main load-carrying member of the corresponding motive system. The frame structure 139 includes an equipment floor 143 and the structure 110E (e.g., the skirt of the vehicle frame 119) that are mechanically attached thereto. The frame structure 139 also includes a sub-frame 145 mechanically attached thereto. The sub-frame 145 supports the structures 110D (e.g., the fairing structure) and access panels 148. The sub-frame 145 may also include a heat exchanger floor 144 and a spoiler sub-frame 147. The vehicle frame 119 may include one or more spoiler tracks and/or cylinders 146 that may be coupled with and extend between the sub-frame 145 and the spoiler sub-frame 147. The adjustable structures 110A-110C (e.g., the spoiler and the adjustable side panels) may be coupled with the spoiler sub-frame and move between the extended and retracted positions via the spoiler tracks and/or cylinders 146. FIG. 8 is for illustrative purposes only. In alternative examples, the vehicle frame 119 may include one or more other components or frame structures, may be devoid one or more of the elements illustrated in FIG. 8, or one or more of the elements shown in FIG. 8 may have an alternative shape, size, configuration, arrangement (e.g., relative to another element), or the like.

FIG. 9 illustrates a perspective view of the trailer 103, according to an example of the present disclosure. The trailer 103 extends between the first end 105 and the second end 106. The trailer 103 includes a top chord 129A disposed on a first side 133 of the trailer that is coupled with a bottom chord 130A. The trailer 103 also includes a top chord 129B disposed on a second side 134 of the trailer that is coupled with a bottom chord 130B. The trailer 103 also includes a bottom face 135 that extends between the bottom chords 130A, 130B. The top and bottom chords and the bottom face define a cavity 132 of the trailer 103. Cross-plate stiffeners 131 extend between the top chord 129A and the bottom chord 130A, between the top chord 129B and the bottom chord 130B, and across the bottom face 135 of the structure 103. For example, the cross-plate stiffeners 131 may control a level of balance of the trailer 103.

In one or more examples, the trailer 103 may be designed to meet the Association of American Railroads standards and requirements. Additionally, the trailer 103 may be designed to meet clearance requirements for intermodal railcars. The trailer 103 may be capable of meeting a 1 million pounds (MM lbs) longitudinal compression load and/or a 900 thousand pounds (K lbs) tension load.

In one or more examples, the trailer may be referred to as a cargo trailer, a trailer well, a well structure, or the like. The trailer may be designed (e.g., shaped, sized, rated, etc.) to carry cargo within the cavity 132. For example, the trailer may hold one or more 20 foot (ft) containers, 40 ft containers, 45 ft containers, or the like. The bottom face 135 may include accommodations for one or more twist lock anchors (not shown) that may hold the container(s) in place during transportation. The twist lock anchors may be configured to fit a container having any length.

FIG. 10 illustrates a magnified view of a mounting portion of the trailer 103 in a first position, and FIG. 11 illustrates a magnified view of the mounting portion of the trailer 103 in a second position, according to an example of the present disclosure. The trailer 103 includes locking lugs 136 disposed proximate to the first end 105 and the second end 106 that may be used to couple the trailer 103 with the first and second motive systems 102A, 102B. The locking lugs 136 may be positioned around corresponding locking pins (not shown in FIG. 9 or 10) of the motive systems. The trailer 103 also includes a handle 137 that may be used to couple an umbilical conduit (not shown) between the motive systems and the trailer.

The trailer 103 also includes powered footing assemblies 140, with two powered footing assemblies 140A, 140B disposed at the first end 105 of the trailer 103, and two powered footing assemblies (shown in FIG. 9) disposed at the second end 106 of the trailer 103. The powered footing assemblies may be controlled to move between a first position (shown in FIG. 10) in which footing cylinders 142 are retracted into the trailer 103, and a second position (shown in FIG. 11) in which the footing cylinders 142 are extended out from the trailer 103 and a bottom portion 141 of the powered footing assemblies is engaged with a ground surface. The footing assemblies 140 may be controlled by one or both of the first or second motive systems 102A, 102B to move between the first and second positions. Moving the powered footing assemblies between the first and second positions changes a vertical position of the trailer 103 relative to the first and second motive systems 102A, 102B.

FIG. 12 illustrates a flow chart 1200 of a method of operating the autonomous rail vehicle 100, according to an example of the present disclosure. At 1202, the autonomous rail vehicle may automatically move along a route. In one example, the autonomous rail vehicle 100 may be coupled with another rail vehicle and may move along the route together with the other vehicle (e.g., another autonomous rail vehicle, another type of rail vehicle, or the like). As another example, the autonomous rail vehicle 100 may independently and automatically (e.g., without an operator manually controlling operations of the vehicle) move along the route.

At 1204, a determination is made if cargo that is carried by the autonomous rail vehicle 100 needs to be unloaded or if cargo needs to be loaded onto the autonomous rail vehicle 100. If cargo does not need to be loaded or unloaded, flow of the method returns to 1202 and the vehicle continues to move along the route. Alternatively, if cargo does need to be loaded or unloaded, flow of the method proceeds to 1206. In one or more examples, if the autonomous rail vehicle 100 is coupled with and traveling along the route with another vehicle, the coupler assembly 108 may automatically disconnect or decouple the autonomous rail vehicle 100 from the other vehicle, such as prior to beginning a cargo unloaded or loading operation.

FIG. 13 illustrates a rear perspective view of a portion of the autonomous rail vehicle 100 including the first motive system 102A and the first end 105 of the trailer 103; FIG. 14 illustrates the portion of the autonomous rail vehicle 100 shown in FIG. 13 with the vehicle frame 119 hidden for illustrative purposes; FIG. 15 illustrates a perspective view of the frame structure 139 of the bogie assembly; and FIG. 16 illustrates a perspective view of the landing gear system 115.

The container that may be positioned within the cavity of the trailer 103 has been hidden for illustrative purposes. In the illustrated example, the locking lugs 136 of the trailer 103 are operably coupled with and engaged with frame pins 153 of the first motive system 102A. In one or more examples, the locking lugs 136 may be held in place (e.g., engaged with the frame pins 153) with one or more locking pins 155. Additionally, the trailer may include locking lugs disposed at the second end of the trailer that may be coupled with corresponding frame pins of the second motive system (not shown). The adjustable structures 110A, 110B, and 110C are operably coupled with each other and one or more linkages 159 that may control movement of the adjustable structures between the extended positions and retracted positions. In the illustrated example of FIG. 13, while the autonomous rail vehicle 100 is in transit, the adjustable structures 110A-C are in the extended positions and the powered footing assemblies 140A (not shown) and 140B are in the first (e.g., retracted) position.

In one or more examples, the frame structure 139 may be designed to meet the Association of American Railroads standards and requirements. In one or more examples, the autonomous rail vehicle 100 may be designed to meet a 110 ton car requirement and may withstand about 1 million pounds (MM lbs) of compression and about 900 thousand pounds (K lbs) of tension. In alternative examples, the frame structure 139 and/or the autonomous rail vehicle may be designed to meet alternative force requirements and/or standards.

As illustrated in FIGS. 15-17, the landing gear system 115 and the coupler assembly 108 may be coupled with the frame structure 139. The frame pins 153 may also be coupled with the frame structure 139. The landing gear system 115 includes landing gear wheels 150 that are coupled with and disposed at ends of a landing gear axle 149. The landing gear system 115 also includes one or more actuators 151 that may be pivotally coupled with the landing gear axle 149 and may move the axle and wheels between a retracted position and an extended position. In the illustrated example, the landing gear system 115 includes two cylinder actuators 151, but in alternative examples, the landing gear system 115 may include less than two or more than two actuators. In the illustrated examples shown in FIGS. 13 and 14, the landing gear system 115 is in the retracted position. For example, the actuators 151 have moved the landing gear wheels and axle away from the route and positioned the system proximate to the bogie assembly 118.

Responsive to the autonomous rail vehicle 100 reaching a target location (e.g., where the cargo may need to be delivered), the autonomous rail vehicle 100 may stop moving along the route. At 1206, a position of one or more of the adjustable structures 110A-110C may be changed (e.g., from the extended position to a retracted position); at 1208, a position of the landing gear system 115 of the first and second motive systems 102A, 102B may be changed (e.g., from the retracted position to an extended position); and at 1210, one or more of the powered footing assemblies may be moved from the first position (e.g., the retracted position) to the second position (e.g., the extended position).

For example, FIG. 17 illustrates the portion of the autonomous rail vehicle 100 shown in FIG. 13 in an unloading position in which the adjustable structure 110A has been moved to the retracted position, the landing gear system 115 has been moved to the extended position (e.g., the landing gear wheels 150 are coupled with the route). Additionally, the locking pins 155 are retracted from the locking lugs 136.

In one or more examples, while the autonomous rail vehicle 100 is in transit, the frame structure 139 may be held in place by the trailer 103, which allows the trailer 103 to be supported on the bogie assembly 118. When the trailer 103 is to be disconnected from the first and second motive systems 102A, 102B (e.g., to load or unload cargo), the landing gear system 115 may deployed to support the frame structure 139, to align the frame structure 139 with the route, or the like. In one or more examples, the actuators 151 may be 3,000 psi pressure, double-acting cylinders that may be about 4 inch in diameter. Optionally, any other cylinder actuator devices may be used within the landing gear system.

The powered footing assemblies have been moved from the first (e.g., retracted) position to the second (e.g., extended) position (e.g., the footing assemblies are coupled with the route) so as to disengage the locking lugs 136 to disengage from the frame pins 153 of the motive system responsive to the powered footing assemblies moving to the second or extended positions. The footing cylinders 142 of the powered footing assemblies may be in the first or retracted position while the autonomous rail vehicle 100 is in transit. Responsive to the autonomous rail vehicle 100 reaching a destination (e.g., where the cargo being carried in the containers needs to be unloaded), the footing cylinders 142 may move to the second or extended position to move the trailer 103 in a vertical direction and allow the locking lugs 136 to move away from and disengage from the corresponding locking pins of the motive systems. For example, the powered footing assemblies 140 engaging the route may move the trailer 103 in a first direction of vertical movement 152 to disengage the locking lugs 136 from the frame pins 153 thereby clearing the locking lugs 136 of the frame pins 153. Extending the footing cylinders 142 away from the trailer 103 changes a vertical position of the trailer 103 relative to a vertical position of the first and second motive systems 102A, 102B. In one or more examples, the footing cylinders 142 extend about 10 inches from the trailer 103. As another example, the footing cylinders 142 may extend a distance that is greater than 10 in or less than 10 in from the trailer 103.

Returning to FIG. 12, at 1212, the first and/or second motive systems 102A, 102B are moved away from the trailer 103. For example, FIG. 18 illustrates a rear perspective view of the first motive system 102A that has been pulled away from the front end of the trailer 103, according to an example of the present disclosure. FIG. 19 illustrates the autonomous rail vehicle 100 shown in FIG. 18 in which the vehicle frame 119 has been hidden for illustrative purposes only. Responsive to the trailer 103 moving in the first direction of vertical movement 152 and the locking lugs 136 are disengaged from the frame pins 153, the first motive system 102A is free to move in a second direction of movement 154 away from the trailer 103.

In one or more examples, the autonomous rail vehicle 100 may include an umbilical conduit 156 that extends between a first end 157 that is operably coupled with the first motive system 102A and a second end 158 that is operably coupled with the trailer 103. The umbilical conduit 156 may mechanically and electrically couple the trailer 103 with the first motive system 102A. For example, the umbilical conduit may include one or more hoses, wires, cables, buses, or the like, that may allow the motive system 102A to control one or more operations of the trailer 103, to control operation of the powered footing assemblies, or the like. As one example, the umbilical conduit 156 may represent a hydraulic hose that may be operably coupled with a pressure control system of the first motive system. As another example, the umbilical conduit 156 may electrically couple one or more systems or components of the trailer 103 with the energy storage devices 114 of the motive systems 102A.

Returning to FIG. 12, at 1214, the powered footing assemblies are moved from the second position (e.g., extended position) to the first position (e.g., the retracted position). FIG. 20 illustrates a front perspective view of the autonomous rail vehicle 100 shown in FIG. 18. For example, the first motive system 102A has been moved forward and away from the front end of the trailer 103. Additionally, the powered footing assemblies 140A, 140B at the first end of the trailer 103 have been retracted and the trailer 103 has moved in a second direction of vertical movement 160 to be placed on the ground. Additionally, the powered footing assemblies at the second end of the trailer (not shown) may be retracted so that the first end and the second end of the trailer is positioned on the ground.

In one or more examples, the control unit of the first motive system 102A may control movement of the powered footing assemblies 140A, 140B disposed at the first end 105 of the trailer 103 between the retracted positions and the extended positions, and the control unit of the second motive system 102B may control movement of the powered footing assemblies 140 disposed at the second end 106 of the trailer 103 between the retracted positions and the extended positions. As another example, one of the control units of the first or second motive systems 102A, 102B may control movement of all of the powered footing assemblies 140 between the retracted positions and the extended positions. As one example, one or more of the powered footing assemblies 140 may be independently controlled to move between different extended positions. For example, the first powered footing assembly 140A may be controlled to extend a first distance, and the second powered footing assembly 140B may be controlled to extend a second distance that is different than the first distance. For example, the first and second powered footing assemblies may extend different distances based at least in part on a location of the autonomous rail vehicle 100 during a decoupling action of the trailer 103 from the motive systems (e.g., on an incline, a slope, or the like).

At 1216, the second end 158 of the umbilical conduit 156 is disconnected from the first end of the trailer 103 and is retracted towards the first motive system 102A. For example, FIG. 21 illustrates that the trailer 103 is positioned on the ground, the first motive system 102A is moved away from the trailer 103, and the umbilical conduit is disconnected from the trailer 103. In one or more examples, the umbilical conduit may be disconnected by the handle 137 (shown in FIGS. 10 and 18). In one or more examples, while the trailer is positioned on the ground, the container 104 may be accessed or opened such as to load and/or unload cargo from the container. For example, the container 104 may be accessible by another vehicle (e.g., a loading and/or unloading vehicle), thereby allowing the container 104 to be opened with access for vehicle(s) and/or operators to load and/or unload the container.

In the illustrated example shown in FIGS. 13-21, the first motive system 102A is illustrated as decoupling from the trailer 103. The second motive system 102B may be similarly decoupled from the trailer 103. For example, one or more of steps of the flow chart 1200 may also be performed by the second motive system 102B such that both the first and second motive systems 102A, 102B decouple from the trailer.

In one or more examples, the first and second motive systems 102A, 102B may be coupled with the trailer 103, such as responsive to the cargo being loaded and/or unloaded from the trailer 103. The method of coupling the trailer 103 with the first and second motive systems 102A, 102B may mimic the steps shown in FIG. 12, but may be completed in a reverse order. For example, the umbilical conduits of the first and second motive systems may be connected with the trailer; the powered footing assemblies may be moved from the first position (e.g., retracted position) to the second position (e.g., the extended position); the first and second motive systems 102A, 102B may move towards the trailer 103 such as to align the frame pins 153 with the locking lugs 136 of the trailer; one or more of the powered footing assemblies may be moved from the second position (e.g., extended position) to the first position (e.g., retracted position) to change a vertical position of the trailer 103 and to engage the locking lugs with the frame pins; the locking pins 155 of the motive systems may be engages with the locking lugs and frame pins; the landing gear system 115 may be moved from the extended or deployed position to the retracted position; and one or more of the adjustable structures 110A-C may be moved from the retracted position to the extended position.

In one or more examples, the container(s) 104 may be loaded onto and/or off of the trailer 103 of the autonomous rail vehicle 100 at one or more locations. As one example, the locations may include a port container terminal 172 illustrated in FIG. 24. In the illustrated example, the port container terminal 172 includes an on-dock rail 174 (e.g., containing tracks of a railroad), a road 175 (e.g., a paved or un-paved route that may be used by non-rail vehicles, such as trucks), and a container storage region 176. A marine vessel 173 may be positioned proximate to the on-dock rail 174 and may be carrying containers 104. One or more autonomous rail vehicles 100 may be dispatched to move along the on-dock rail 174 to receive one or more containers. The autonomous rail vehicles may deliver the container to a specific customer. For example, the autonomous rail vehicles may move along railway tracks between the port container terminal to a destination of a specific customer.

In one or more examples, the port container terminal may include a near-dock rail (not shown) for movement of the autonomous rail vehicles, and a road for non-rail vehicles, such as trucks.

In one or more examples, the autonomous rail vehicles 100 may be controlled to move toward a rail terminal (not shown) where one or more of the autonomous rail vehicles may be operably coupled with a train consist. In one example, the train consist may be a long-distance train consist that may be setup to travel several hundred miles. For example, one or more of the autonomous rail vehicles may be identified to be included in the long-distance train consist to move with the train consist for at least a portion of the travel distance of the train consist. The autonomous rail vehicles 100 may be directed to and/or positioned on sorting tracks at the rail terminal until the autonomous rail vehicles 100 have been assigned to a train consist. Additionally, the sorting tracks and/or switches of the rail terminal may be used to strategically position each of the one or more autonomous rail vehicles 100 within one or more different train consists. For example, the autonomous rail vehicles 100 may be positioned relative to one or more neighboring vehicles (or neighboring autonomous rail vehicles) of the train consist based on a destination location of each of the autonomous rail vehicles (e.g., the autonomous rail vehicles may be sorted based on a drop-off order).

In one or more examples, the autonomous rail vehicle 100 may continuously move between the port container terminal and a target location. For example, the autonomous rail vehicle 100 may travel the distance between first and second locations without stopping. Alternatively, cargo being carried by trucks and moved over routes of paved roads need to stop at determined increments to allow the operator of the truck to rest, to change operators, or the like. The autonomous rail vehicle 100 may receive the container 104 and may travel to the destination location without stopping.

In one or more examples, the autonomous rail vehicles 100 may be automatically coupled with a train consist while the train consist is moving along the route (e.g., at locations outside of a rail terminal or rail yard). For example, the autonomous rail vehicle 100 may wait on a first route at an intersection between the first route and a second route for a train consist that is moving along the second route. The first and second routes may be connected via a switch device. Responsive to the train consist moving past the switch device at the intersection, the position of the switch may change to allow the autonomous rail vehicle 100 to move from the first route onto the second route in the same direction of movement of the train consist. The autonomous rail vehicle may request authority from a controller of the train consist and/or a controller of an off-board dispatch center to automatically couple with the train consist via the coupler assembly 108 while the train consist and the autonomous rail vehicle are in transit.

While the one or more autonomous rail vehicles 100 move along with the train consist, the autonomous rail vehicles 100 may rely on other propulsion-generating vehicles of the train consist to provide propulsion and/or braking efforts for the autonomous rail vehicles 100. For example, the autonomous rail vehicles 100 may operate as non-propulsion generating vehicles while moving along a route with the train consist. Additionally, while the autonomous rail vehicles are operating as non-propulsion generating vehicles, the propulsion and/or braking systems of the autonomous rail vehicles may include one or more components that may generate energy during transit. For example, energy generated by the braking system (or another system of the autonomous rail vehicles) may be directed to and stored in the one or more energy storage devices 114 of the autonomous rail vehicle, such as to change a state of charge of one or more of the energy storage devices 114. As another example, the autonomous rail vehicles may be electrically coupled with an energy storage system of another vehicle of the train consist (e.g., via an electrical bus, or the like) and may receive some electric energy from the other vehicle.

In one or more examples, the autonomous rail vehicle 100 may move along the route with the train consist until the autonomous rail vehicle 100 is proximate to a target location. The target location may be a delivery location associated with where the autonomous rail vehicle is to deliver the container. Alternatively, the target location may be a transfer location. For example, the autonomous rail vehicle 100 may move along the route with a first train consist, but may need to decouple from the first train consist and couple with a second train consist proximate to the transfer location to move toward a final (e.g., delivery) location.

In one or more examples, the target location may include a predetermined range or distance associated with the target location. The predetermined range may be based on a location and/or direction of tracks. For example, the train consist may be moving along a first route that intersects a second route. The autonomous rail vehicle 100 may need to decouple from the train consist prior to the intersection of the first and second routes, and may need to move along the second route to reach a final (e.g., delivery) location.

Responsive to the autonomous rail vehicle 100 reaching the predetermined range or distance associated with the target location, the autonomous rail vehicle 100 may automatically communicate with a controller of the train consist to notify the train consist that the autonomous rail vehicle 100 needs to decouple from the train consist. In one example, the autonomous rail vehicle 100 may communicate a request to decouple, and the controller of the train consist may communicate a response to the autonomous rail vehicle authorizing or denying the request. Optionally, the autonomous rail vehicle 100 may communicate a request to decouple to an off-board trail controller or control system (e.g., a dispatch center, or the like).

In one or more examples, if the autonomous rail vehicle 100 needs to couple to a different train consist subsequent to decoupling from the first train consist, the autonomous rail vehicle 100 may communicate a request to the second train consist to couple thereto. The autonomous rail vehicle 100 may automatically couple with the second train consist via the coupler assembly 108 responsive to the second train consist communicating a response authorizing the coupling request. For example, the autonomous rail vehicle(s) may separate from and couple to different train consists while traveling from the starting location to the target destination. In one example, the target destination may be a warehouse location, may be a railroad crossing, or may be any alternative location having a substantially flat surface that is adjacent to the autonomous rail vehicle.

In one or more examples, responsive to the autonomous rail vehicle 100 decoupling from another vehicle or a train consist, the autonomous rail vehicle 100 may be automatically controlled to move along the route or track to a destination location. The destination location may represent a location where cargo is to be loaded onto and/or unloaded from the vehicle 100. For example, the control unit(s) 116 of the autonomous rail vehicle 100 may automatically control operation of the vehicle 100 to move the vehicle towards the destination location. In one or more examples, the autonomous rail vehicle 100 may be electrical power stored within the energy storage devices 114 to move the vehicle 100 toward the destination location.

In one or more examples, the autonomous rail vehicle 100 may be designed to travel along railway tracks. For example, the autonomous rail vehicle 100 may be designed and/or capable of traveling along mainline railroads, such as used by long-distance train consists, regional and/or short-line tracks, or the like. For example, the autonomous rail vehicle 100 may move from a first location (e.g., a port container terminal) to a second location (e.g., a customer target destination) along railway tracks without needing to move along paved roads or routes used by non-rail vehicles (e.g., trucks).

FIG. 25 illustrates a perspective view of the bogie assembly 118 of one or both of the first or second motive systems 102A, 102B, and FIG. 26 illustrates an exploded view of the bogie assembly 118, in accordance of an example of the present disclosure. In one or more examples, the bogie assembly 118 may be referred to as a powered bogie assembly.

The bogie assembly 118 includes a first side frame 349A and a second side frame 349B (e.g., left and right side frames, respectively), a bolster 350 that is coupled with and extends between the first and second side frames 349A, 349B, and a transom 368 that is coupled with and extends between the first and second side frames 349A, 349B. In one or more examples, the autonomous rail vehicle 100 may be designed such that the bogie assemblies 118 of the first and second motive systems 102A, 102B may be capable of carrying a capacity of about 286,000 lb. In another example, the bogie assemblies may be designed and capable of carrying a total load capacity that is greater than 286,000 lb.

In the illustrated example, the bolster 350 includes a center bowl 338 that may include a wear liner. The center bowl 338 may have about a 16 in diameter, or the like. The bolster 350 includes a first side bearing 352A that is positioned on a first side of the center bowl 338 and a second side bearing 352B that is positioned on a second side of the center bowl 338.

The bogie assembly 118 also includes a first traction bar 354A that is coupled with and disposed proximate to a first end of the bolster 350 and a second traction bar 354B that is coupled with and disposed proximate to a second end of the bolster 350. The first and second traction bars 354A, 354B connect the bolster 350 to the first and second side frames 349A, 349B. For example, a first end of the first traction bar 354A is coupled with the first end of the bolster 350 and a second end of the first traction bar 354A is coupled with a portion of the first side frame 349A via a mounting bracket 364 of the first side frame 349A (shown in FIG. 27). A first end of the second traction bar 354B is coupled with the second end of the bolster 350 and a second end of the second traction bar 354B is coupled with a portion of the second side frame 349B. The first and second traction bars 354A, 354B allow vertical displacement of the bolster 350 relative to the first and second side frames 349A, 349B. Optionally, the bogie assembly 118 may include two or more traction bars coupling the bolster 350 with the first side frame 349A, and/or two or more traction bars coupling the bolster 350 with the second side frame 349B. Optionally, the traction bars may be positioned in an alternative position and/or alternative arrangement relative to the bolster 350 and/or the first or second side frame 349A, 349B.

The bogie assembly 118 includes suspension springs 353 disposed proximate to the first and second ends of the bolster 350. A suspension system of the bogie assembly 118 includes at least the traction bars 354A, 354B, the suspension springs 353, and dampers 355, 356. The dampers will be described in more detail with reference to FIGS. 31-38.

The transom 368 of the bogie assembly 118 is pivotally attached to the first and second side frames 349A, 349B via first and second transom pivot pins 385A, 385B, respectively. For example, FIG. 27 illustrates a magnified view of an exploded portion of the bogie assembly 118, according to an example of the present disclosure. The transom 368 includes a passage 362 that, when assembly, is axially aligned with a passage 363 of a mounting portion 361 of a first mounting end 360A of the transom. The first transom pivot pin 385A is received within the passages 362 and 363 to pivotally couple the first mounting end 360A of the transom 368 with the first side frame 349A. The transom 368 also includes a second mounting end 360B (shown in FIG. 29) that includes a mounting portion having a passage (not shown) that is shaped and sized to receive the second transom pivot pin 385B to pivotally couple the second mounting end 360B of the transom with the second side frame 349B.

The transom 368 also includes motor hanger supports 381A-D. Each of the motor hanger supports 381A-D is operably coupled with a corresponding motor hanger 373A-D. The bogie assembly 118 includes a propulsion system 122 that includes at least a first motor unit 341 and a second motor unit 342 that are operably coupled with the bogie assembly 118 via the motor hangers 373A-D. Optionally, the propulsion system 122 can represent one or more components that are powered to propel the autonomous rail vehicle, such as motors. Optionally, the propulsion system 122 may include an engine and/or alternator or generator that operates to separately provide electric energy to power loads of the powered system. In one or more examples, the propulsion system 122 may be operably coupled with the one or more energy storage devices 114 that may provide power to one or more components of the propulsion system 122. Optionally, the propulsion system 122 may generate power that may be directed to and/or stored within the energy storage devices 114.

The propulsion system 122 may control a speed of movement of the autonomous rail vehicle. The first motor unit 341 includes a first motor 359A and the second motor unit 342 includes a second motor 359B. In one or more examples, the first and/or second motors 359A, 359B may be rated as about 119 horsepower nine (9) phase permanent magnetic motors. In alternative examples, the bogie assembly 118 may include a different type of motor, a motor having an alternative power generating capability, the first motor may differ from the second motor (e.g., in shape, size, power capabilities, type, etc.) or any combination therein.

The bogie assembly 118 includes a first axle 357A with a first wheelset including wheels 327A, 327B operably coupled with the first axle 357A, and a second axle 357B with a second wheelset including wheels 327C, 327D operably coupled with the second axle 357B. The first axle 357A is operably coupled with the first motor unit 341 such that the first motor unit 341 controls rotational movement of the first axle 357A. The second axle 357B is operably coupled with the second motor unit 342 such that the second motor unit 342 controls rotational movement of the second axle 357B. The bogie assembly 118 includes brakes 358. Each of the brakes 358 are operably coupled with a corresponding wheel 327A-D such that brakes 358 may control a speed of rotation of each of the wheels. The brakes 358 will be described in more detail with reference to FIGS. 57-60.

In the illustrated example, the motor hangers 373A-D support the first and second motors 359A, 359B, the brakes 358, and first and second axles 357A, 357B, and the wheelsets 327A-D. The bogie assembly 118 includes a steering sub-system 365 (shown in more detail in FIGS. 42-53) that includes steering elements 369A-D that are positioned proximate to each of the wheels 327A-D to control steering of the wheels 327A-D. For example, the steering sub-system 365 may include one or more sensors, actuators, controllers, and/or other devices operably coupled with bogie assembly 118 of the first and second motive systems 102A, 102B to control a direction of movement of the autonomous rail vehicle 100 as the vehicle 100 moves along a route. Additionally, the steering sub-system 365 yaws the first and second wheelsets 327A-D, the brakes 358, and the motors 359A, 359B through frames of the first and second motor units 341, 342.

FIG. 29 illustrates a perspective view of the motor units 341, 342 of the bogie assembly 118. The first motor unit 341 is coupled with the transom 368 via the motor hangers 373A, 373B that are coupled with the first motor unit 341 and the motor hanger supports 381A, 381B, respectively. The second motor unit 342 is coupled with the transom 368 via the motor hangers 373C, 373D that are coupled with the second motor unit 342 and the motor hanger supports 381C, 381D, respectively. In one or more examples, the motor hangers 373A-D may be coupled with the corresponding motor hanger supports 381A-D via pin joints. For example, the pin joints may allow the first and second motor units 341, 342 to decouple from the transom with lateral movement of the wheelsets. Optionally, the motor hangers may be operably coupled with the motor hanger supports via an alternative coupling mechanism, an alternative coupling arrangement, or the like.

In the illustrated example, the first and second motors 359A, 359B include coolant ports 347. For example, the coolant ports may be coupled with one or more conduits associated with a thermal control system such as to direct a coolant into and out of the motors 359A, 359B, such as to control a temperature of the first and second motors 359A, 359B.

FIG. 30 illustrates a partial perspective side view of the bogie assembly 118 shown in FIG. 25, according to an example of the present disclosure. The suspension springs 353 and the motor units 341, 342 are hidden from view for illustrative purposes. The bogie assembly 118 includes the first and second side frames 349A, 349B that are operably coupled with the bolster 350 via the traction bars 354A, 354B, and are pivotally coupled with the transom 368 via the transom pivot pins 385A, 385B. The transom 368 includes one or more transom stops 395 and the bolster 350 includes one or more bolster stops 396 that are positioned between the transom 368 and the bolster 350 to control a position of the transom 368 relative to a position of the bolster 350.

In one or more examples, a portion of the bogie assembly 118 may be referred to as a first frame portion 330 of the bogie assembly 118, and another portion of the bogie assembly 118 may be referred to as a second frame portion 331 of the bogie assembly 118. In one example, the transom 368 may be included in the first frame portion 330 of the bogie assembly 118, and the bolster 350 may be included in the second frame portion 331 of the bogie assembly 118.

The first frame portion 330 may be configured to move in one or more directions (e.g., in one or more of a vertical direction, in a lateral direction, in a rotational or pivotal direction, or the like) relative to the second frame portion 331, such as responsive to displacement of one or more of the wheels 327A-D during transit of the autonomous rail vehicle along a route. For example, the wheels 327A-D operably coupled with the transom 368 via the motor hangers 373A-D may be included in the first frame portion 330. The first frame portion 330 may be allowed to move in one or more directions relative to the second frame portion 331 responsive to displacement of one or more of the wheels 327A-D of the first frame portion 330. For example, the first frame portion 330 may be allowed to move relative to the second frame portion 331 responsive to the autonomous rail vehicle 100 operating or moving along a rough track, a degraded track, a track that is not maintained or has been poorly maintained, or the like, to reduce a risk of derailment of the autonomous rail vehicle 100 from the track relative to the first frame portion not being allowed to move relative to the second frame portion. In one or more examples, the first frame portion 330 may decouple from the second frame portion 331, such as responsive to displacement of one or more of the wheels 327A-D moving along the track. Examples of the first frame portion 330 decoupling from the second frame portion 331 will be described in more detail with reference to FIGS. 39-41.

In the illustrated example of FIG. 30, the bogie assembly 118 includes the dampers 355, 356 that are coupled with and extend between the bolster 350 and the side frames 349A, 349B. The dampers 355, 356 may be shaped, sized, and positioned within the bogie assembly 118 to allow movement of the first frame portion 330 relative to the second frame portion 331. In one or more examples, the dampers 355 may be referred to as vertical dampers 355, and the dampers 356 may be referred to as lateral dampers 356. For example, the vertical dampers 355 may be shaped, sized, designed, and/or positioned within the bogie assembly 118 to control vertical movement of the first frame portion 330 relative to the second frame portion 331, and the lateral dampers 356 may be shaped, sized, designed, and/or positioned within the bogie assembly 118 to control one or more forces between the first frame portion 330 and the second frame portion 331 responsive to lateral movement of the first frame portion 330.

In the illustrated example, the bogie assembly 118 includes four vertical dampers 355 and two lateral dampers 356 (shown in FIG. 26). In an alternative example, the bogie assembly 118 may include less than four or more than four vertical dampers 355, and/or the bogie assembly 118 may include less than two or more than two lateral dampers 356. The vertical and lateral dampers 355, 356 may control an amount of displacement, an amount of movement, an amount of travel, or the like, of the bolster 350 relative to the transom 368. Optionally, the vertical and lateral dampers 355, 356 may be configured to absorb at least some energy that may transfer between the bolster 350 and the transom 368, or the bolster 350 and the side frames 349A, 349B.

FIG. 31 illustrates a perspective view of one of the vertical dampers 355, and FIG. 32 illustrates an exploded view of the vertical damper 355 shown in FIG. 31, according to an example of the present disclosure. The vertical damper 355 includes a barrel 406 that has a manifold 403 with a gallery 404 positioned on a side of the barrel 406. The gallery 404 may be and/or include a fluid control circuit disposed therein. For example, the gallery 404 accommodates a rod side orifice 411, a blind side orifice 412, with one or more ports (not shown) that may be shaped, sized, and positioned based on one or more characteristics of the motive system(s), based on one or more requirements (e.g., vertical dampening requirements) of the motive system(s), or the like. The manifold 403, the gallery 404, and ports (not shown) may be sealed with one or more plugs 407, that may control an amount of fluid that is allowed into and/or out of the manifold 403.

In the illustrated example, the vertical damper 355 is held in place relative to the bolster 350 and each of the side frames 349A, 349B via a pin 400 and a snap-ring retainer 402 disposed at a first end 388 of the vertical damper and a pin 400 and a snap-ring retainer 402 disposed at a second end 389 of the vertical damper. Each of the pins 400 are positioned to extend through and couple with a spherical bearing 401. In one example, the spherical bearings may be designed to accommodate misalignment during operation of the autonomous rail vehicle.

The vertical damper 355 includes a rod 416 that includes a rod eye 417 that is positioned at one end of the rod 416. The rod 416 and the rod eye 417 may be manufactured and/or formed as a single, unitary structure. In the illustrated example, the rod 416 includes threads that may be used to retain a piston 414 and one or more corresponding piston seals 415. In one or more examples, the piston 414 may include a snap-ring that may be used to control the piston from unthreading from the threads of the rod 416. Optionally, the piston may be held in place relative to the rod by an alternative coupling mechanism and/or features.

The rod 416 is retained in the barrel 406 via a packing gland 399 having one or more seals that is positioned proximate the rod eye 417. In the illustrated example, the packing gland 399 includes threads that may be coupled with corresponding threads of the barrel 406.

In one or more examples, the vertical damper 355 may be designed to accommodate about 3,000 pounds per square inch (psi) pressure, and may operate within temperature ranges from about minus 40 degrees Fahrenheit (F) to about 140 degrees F. In one example, the vertical damper 355 may be shaped, sized, and arranged to have about a 4.75 in stroke, or the like, and may include a bore that has about 2 in diameter. Optionally, the vertical damper 355 may be designed to meet one or more alternative characteristics such as being capable of operating in an alternative temperature range (e.g., ambient temperature, operating and/or exhaust temperatures of the motive system, or the like), may be designed to accommodate a longer or shorter stroke, may have a bore that has a larger or smaller diameter, may be capable of accommodating more than 3,000 psi pressure or less than 3,000 psi pressure, or any combination therein.

Additionally, the vertical damper 355 may be referred to as a double acting vertical damper, such that the vertical damper is configured to control forces in two different and/or opposing vertical directions. For example, FIG. 33 illustrates a schematic of a flow diagram of the vertical damper 355 with forces being applied in a first direction 418A, and FIG. 34 illustrates a schematic of a flow diagram of the vertical damper 355 with forces being applied in a second direction 418B, according to an example of the present disclosure.

The vertical damper includes two check valves 410 that may be used to control a direction of flow of a pressurized fluid 421. Referring to FIGS. 31-34, responsive to forces being applied to the vertical damper. For example, responsive to forces being applied in the first direction 418A, flow of the pressurized fluid 421 is prohibited from moving out of the barrel via the check valve 410 and at least some of the pressured fluid is directed out of the barrel 406 via the orifice 412 (shown in FIG. 33). Alternatively, responsive to forces being applied in the second direction 418B, flow of the pressurized fluid 421 is prohibited from moving out of the barrel 406 via the check valve 410 and at least some of the pressurized fluid is directed out of the barrel 406 via the orifice 411 (shown in FIG. 34). For example, the check valves 410 may reduce, limit, or stop flow of the pressurized fluid 421 from the barrel 406 and into the low pressure side of the gallery 404.

The vertical damper 355 also includes an accumulator 408 that may receive and/or accommodate at least some of the fluid that may be received from the blind side cavity via the orifices 411, 412. The accumulator 408 may keep, stop, or prevent at least some of the fluid from cavitating as the fluid flows or moves through the gallery 404. In the illustrated example shown in FIGS. 31 and 32, the vertical damper 355 includes an accumulator piston 409 positioned within the accumulator 408 that may separate a fluid side of the vertical damper from a high-pressure side that may be filled with nitrogen or an alternative gaseous substance via a valve 405. In one example, the high-pressure side may be charged to about 75 pounds per square inch (psi), or the like.

FIG. 35 illustrates a perspective view of one of the lateral dampers 356, and FIG. 36 illustrates an exploded view of the lateral damper 356 shown in FIG. 35, according to an example of the present disclosure. The lateral damper 356 may be held in place relative to the bolster 350 and the transom 368 via a pin 400 and a snap-ring retainer 402 disposed at a first end of the lateral damper and a pin 400 and a snap-ring retainer 402 disposed at a second end of the lateral damper. Each of the pins 400 are positioned to extend through and couple with a spherical bearing 401. In one example, the spherical bearings may be designed to accommodate misalignment during operation of the autonomous rail vehicle. The pins 400, snap-ring retainers 402, and spherical bearings 401 of the lateral dampers 356 may the same and/or substantially the same as the pins 400, the snap-ring retainers 402, and the spherical bearings 401 of the vertical dampers 355. Alternatively, one or more of the pins, the snap-ring retainers, or the spherical bearings of the lateral dampers maybe different than the corresponding components of the vertical dampers.

The lateral damper 356 includes a packing gland 429 and a trunnion packing gland 433. The lateral damper a barrel 432 that extends between the packing gland 429 and the trunnion packing gland 433 with bolts 431 that retain a position of the barrel 432, the packing gland 429, and the trunnion packing gland 433. A rod 425 is positioned within the barrel 432 between the packing gland 429 and the trunnion packing gland 433. In one example, the packing gland 429 and the trunnion packing gland 433 may contain seals that may seal the rod 425 and the barrel 432 within the packing gland 429 and the trunnion packing gland 433. In the illustrated example, the packing gland 429 includes a fill port 422 and the trunnion packing gland 433 includes a fill port 422.

The lateral damper 356 includes a rod eye 423 that is operably coupled with the rod 425 via threads and a roll pin 424. In alternative examples, the rod eye 423 may be manufactured with the rod 425 as a single, unitary structure. Optionally, the rod cyc 423 may be coupled with the rod via an alternative coupling mechanism and/or features. The lateral damper 356 also includes a piston 427 that includes a center passage that is configured to receive the rod 425. The piston 427 also includes one or more piston seals 428.

In the illustrated example, the lateral damper 356 may operate and/or be referred to as a double acting lateral damper 356, such that the lateral damper 356 may be configured to control forces in two different and/or opposing directions. For example, the rod 425 includes an orifice 426 that may provide damping in two different directions while the piston 427 and piston seals 428 work in the two different directions. For example, FIG. 37 illustrates a schematic of a flow diagram of the lateral damper 356 with a force being applied in a first direction 430A, and FIG. 38 illustrates a schematic of a flow diagram of the lateral damper 356 with a force being applied in a second direction 430B, according to an example of the present disclosure. Responsive to the force being applied in the first direction 430A, a pressurized fluid 420 may be positioned within the barrel 432 on a first side of the piston 427 with at least some of the fluid moving through the orifice 426 toward the second side of the piston 427 (e.g., toward the trunnion packing gland 433). Alternatively, responsive to the force being applied in the second direction 430B, the pressurized fluid 420 may be positioned within the barrel 432 on the second side of the piston 427 within at least some of the fluid moving through the orifice 426 toward the first side of the piston 427 (e.g., toward the packing gland 429).

In one or more examples, the lateral damper 356 may be designed to accommodate about 3,000 pounds per square inch (psi) pressure, and may operate within temperature ranges from about minus 40 degrees Fahrenheit (F) to about 140 degrees F. In one example, the lateral damper 356 may be shaped, sized, and arranged to have about 1 in stroke (e.g., in each direction), or the like, and may include a bore that has about 1.5 in diameter. Optionally, the lateral damper 356 may be designed to meet one or more alternative characteristics such as being capable of operating in an alternative temperature range (e.g., ambient temperature, operating and/or exhaust temperatures of the motive system, or the like), may be designed to accommodate a longer or shorter stroke, may have a bore that has a larger or smaller diameter, may be capable of accommodating more than 3,000 psi pressure or less than 3,000 psi pressure, or any combination therein.

In one example, the side frames 349A, 349B are pivotally connected to the axles 357A, 357B. For example, referring to FIGS. 27 and 28, FIG. 28 illustrates a partial cross-sectional view of a portion of the side frame 349A. The bogie assembly 118 includes a rotating lug 386 (of the wheelset positioning system 369A) that engages with a plan bearing 387. For example, the wheelsets transfer lateral motion through the pivot of the rotating lug 386, through the side frame 349A, 349B, to the pivot pin 385, and finally through the transom 368.

During operation of the autonomous rail vehicle moving along a route or a track, the wheels 327 may be displaced. For example, the wheels 327, the axles 357 and the motor units may displace to follow anomalies (e.g., lateral perturbations) in the track. In order to control a displacement of the wheels from being transferred to the vehicle frame 119 and to increase a stability of the vehicle frame 119 and the motive system, the bogie assembly 118 includes one or more components that allow the first frame portion 330 of the bogie assembly 118 to move relative to second frame portion 331. For example, the bogie assembly 118 includes displacement compensating components that allow the transom 368 to move with the displacement of the wheels 327 while substantially maintaining a position of the side frames 349A, 349B and the bolster 350, and thereby the vehicle frame 119.

In one or more examples, the displacement compensating components may include the vertical dampers 355, the lateral dampers 356, the motor hangers 373, and one or more fasteners including, but not limited to, the transom pivot pins 385, the rotating lugs 386 of the steering sub-system, the plan bearings 387 of the steering sub-system, or the like. For example, the first frame portion 330 is pivotally coupled with the second frame portion 331 via the transom pivot pins 385, the rotating lugs 386, and the plan bearings 387 such that the first frame portion is allowed to move relative to the second frame portion by pivoting about one or more of the transom pivot pins 385, the rotating lugs 386, or the plan bearings 387.

FIG. 39 illustrates a front view of the bogie assembly 118 and one example of the first frame portion 330 moving relative to the second frame portion 331, according to an example of the present disclosure. In the illustrated example, a first example 382A illustrates one example of the first frame portion 330 decoupling from the second frame portion 331 by the first frame portion 330 moving towards the left; a second example 382B illustrates the first frame portion 330 and the second frame portion 331 at a centered position, and a third example 382C illustrates the first frame portion 330 decoupling from the second frame portion 331 by the first frame portion 330 moving towards the right. The displacement compensating components laterally decouple the first frame portion from the second frame portion. For example, responsive to first frame portion moving towards the left (shown in the first example 382A), the displacement compensating components allow the first frame portion 330 to rotate in a right decoupling rotational direction 383 (e.g., towards a positive side of vertical). Alternatively, responsive to the first frame portion moving towards the right (shown in the third example 382C), the displacement compensating components allow the first frame portion 330 to rotate in a left decoupling rotational direction 384 (e.g., towards a negative side of vertical).

FIG. 40 illustrates a front view of the bogie assembly 118. The motor units have been hidden for illustrative purposes. The illustrated example includes a first example 390A that illustrates one example of the first frame portion 330 decoupling from the second frame portion 331 by the first frame portion 330 moving towards the left; a second example 390B that illustrate the first frame portion 330 and the second frame portion 331 at a centered position, and a third example 390C that illustrates the first frame portion 330 decoupling from the second frame portion 331 by the first frame portion 330 moving towards the right.

In the illustrated example, the first frame portion 330 is allowed to pivot about the transom pins 385A, 385B and the rotating lugs 386. For example, responsive to first frame portion moving towards the left (shown in the first example 390A), the transom pivot pins 385 and the rotating lugs 386 allow the first frame portion 330 to rotate in the right decoupling rotational direction 383 (e.g., towards a positive side of vertical). Alternatively, responsive to first frame portion moving towards the right (shown in the third example 390C), the transom pivot pins 385 and the rotating lugs 386 allow the first frame portion 330 to rotate in the left decoupling rotational direction 384 (e.g., towards a negative side of vertical).

Additionally, responsive to the motor units (not shown) laterally displacing to follow the anomalies in the track, the motor hangers 373A, 373B angularly decouple from the transom 368 and the motor units. The motor hangers 373A, 373B allow the transom 368 and motor units to rotate in the left decoupling rotational direction 384 responsive to the first frame portion moving towards the right (e.g., shown in the first example 390A). Alternatively, the motor hangers 373A, 373B allow the transom 368 and motor units to rotate in the right decoupling rotational direction 383 responsive to the first frame portion moving towards the left (e.g., shown in the third example 390C).

FIG. 41 illustrates a front view of the bogie assembly 118. The motor units have been hidden for illustrative purposes. The illustrated example includes a first example 392A that illustrates one example of the first frame portion 330 decoupling from the second frame portion 331 by the first frame portion 330 moving towards the left; a second example 392B that illustrate the first frame portion 330 and the second frame portion 331 at a centered position, and a third example 392C that illustrates the first frame portion 330 decoupling from the second from portion 331 by the first frame portion 330 moving towards the right.

In the illustrated example, the first frame portion 330 is allowed to pivot about the vertical dampers 355. For example, responsive to first frame portion moving towards the left (shown in the first example 392A), the vertical dampers 355 allow the first frame portion 330 to rotate in the right decoupling rotational direction 383 (e.g., towards the positive side of vertical). Alternatively, responsive to first frame portion moving towards the right (shown in the third example 392C), the vertical dampers 355 allow the first frame portion 330 to rotate in the left decoupling rotational direction 384 (e.g., towards a negative side of vertical). Additionally, the lateral dampers 356 may displace responsive to lateral displacement of the wheels exceeding a designated threshold (e.g., about 1.0 in in each direction, or the like).

In one or more examples, the lateral dampers 356 may operate to displace the bolster 350. For example, the lateral dampers 356 may provide additional decoupling in a first direction 393 responsive to the first frame portion 330 moving towards the left (shown in the first example 392A), or the lateral dampers 356 may provide additional decoupling in a second direction 394 responsive to the first frame portion 330 moving towards the right (shown in the third example 392C). For example, the lateral dampers 356 may operate to dissipate at least some of the lateral forces acting on the bogie assembly 118.

Referring to FIG. 25 of the bogie assembly 118, the bogie assembly 118 includes a steering sub-system 365 that is configured to control an angular position of the motive system relative to the route along which the autonomous rail vehicle is moving. The steering sub-system 365 includes the wheelset positioning assemblies 369A-D that are coupled with the first and second side frames 349A, 349B and positioned proximate the corners of the bogie assembly 118.

FIG. 42 illustrates a magnified view of a portion of the bolster 350 of the bogie assembly, according to an example of the present disclosure. The bolster 350 includes the center bowl 338 with a first vehicle potentiometer 462A positioned on a first side of the center bowl 338 and a second vehicle potentiometer 462B positioned on a second side of the center bowl 338. In another example, the bogie assembly 118 may include less than two or more than two potentiometers positioned in one or more alternative locations within the bogie assembly 118. Optionally, the bogie assembly 118 may include one or more additional and/or alternative sensors in addition to or in place of the potentiometers.

The first and second vehicle potentiometers 462A, 462B may sense, detect, and/or determine an angle of the bogie assembly 118 relative to a curvature of the track along which the autonomous rail vehicle is moving. In one example, the first and second vehicle potentiometers 462A, 462B may independently detect data, and the independently detected data may be combined to determine the curvature of the track. For example, a difference between data sensed by the first vehicle potentiometer 462A and the data sensed by the second vehicle potentiometer 462B may represent and/or be used to determine the curvature of the track.

FIG. 43 illustrates a magnified view of one of the wheelset positioning assemblies 369A of the steering sub-system 365 of the bogie assembly 118 shown in FIG. 25, FIG. 44 illustrates the wheelset positioning assembly 369A, and FIG. 45 illustrates an exploded view of a portion of the wheelset positioning assembly 369A, according to an example of the present disclosure.

The wheelset positioning assembly 369A includes a potentiometer 463 that is operably coupled with an adapter lever 467. The adapter lever 467 is also coupled with a powered cylinder device 465 of the wheelset positioning assembly 369A. The wheelset positioning assembly 369A also includes a counter-balance valve 464 that is fluidly coupled with the powered cylinder device 465 via hoses 470A, 470B. The counter-balance valve 464 may lock the wheelset positioning assembly 369A in place. In one example, added differential steering pressure may release the counter-balance valve 464 to allow the powered cylinder device 465 to move to a new position. The powered cylinder device 465 also includes one or more ports 469 (e.g., bleed ports) through which at least some air may be removed from the wheelset positioning assembly 369A.

In one example, the cylinder device 465 may be referred to as a double acting hydraulic cylinder 465. In one or more examples, the powered cylinder device 465 may be designed to accommodate about 3,000 psi of pressure, and to operate within temperature ranges from about minus 40 degrees Fahrenheit (F) to about 140 degrees F. In one example, the powered cylinder device 465 may be shaped, sized, and arranged to have about a 1 in stroke, about a 3 in stroke, about a 5 in stroke, or the like, and may include a bore that has about a 3 in diameter. Optionally, the powered cylinder device 465 may be designed to meet one or more alternative characteristics such as being capable of operating in an alternative temperature range (e.g., ambient temperature, operating and/or exhaust temperatures of the motive system, or the like), may be designed to accommodate a longer or shorter stroke, may have a bore that has a larger or smaller diameter, may be capable of accommodating more than 3,000 psi pressure or less than 3,000 psi pressure, or any combination therein.

The double acting hydraulic cylinder 465 activates a radius rack gear 473 and radius pinion gear 474 between a rotating lug 386 and an adapter 471. The adapter lever 467 is operably coupled with the adapter 471 via bolts 472 and mating nuts 343. The bolts 472 extend though passages 344 of the adapter lever 467 and passages 345 of the adapter 471. The adapter 471 bears against the rotating lug 386 by engaging with the rotating lug 386 between the radius rack gear 473 of the rotating lug 386 and the radius pinion gear 474 of the adapter 471.

With reference to FIGS. 42-45, the vehicle potentiometers 462A, 462B may communicate one or more signals with a pressure control system (shown in FIG. 61) to change a setting of one or more steering valves of the pressure control system. Changing the setting of the one or more steering valves changes an amount of fluid or level of pressure that is sent to the wheelset positioning assemblies 369A-D to change a position of the wheelset positioning assemblies 369A-D of the steering sub-system 365 and thereby change a position of one or more of the wheelsets. For example, the potentiometers may communicate a signal with the pressure control system to change one or more settings of the one or more wheelset positioning assemblies 369A-D to change a position of one or more of the wheelsets of the bogie assembly 118 to align or substantially align the wheelsets of the bogie assembly 118 with the curvature of the track. In one example, the signals communicated by the vehicle potentiometers 462A, 462B may be sent instantaneously, substantially instantaneously and/or simultaneously, or substantially simultaneously to the potentiometers 462A, 462B determining the angle of the bogie assembly 118 relative to the curvature of the track (e.g., within about 1 millisecond, or the like).

During operation, the potentiometer 463 of the wheelset positioning assembly 369A governs the displacement of the powered cylinder device 465, which is transferred to the adapter lever 467. For example, steering pressure is received by the wheelset positioning assembly 369A and is routed through the counter-balance valve 464. The pressure and fluid flow displaces or changes a position of the powered cylinder device 465 and the potentiometer 463. The displacement that is transferred through the adapter lever 467 is transferring through the adapter 471 to the wheelset operably coupled with the axle 357. The angular movement transferred through the adapter lever 467 and the adapter 471 translates to movement of the wheelset and aligns the wheelset to the curvature of the track.

In the illustrated example, the bogie assembly 118 includes four wheelset positioning assemblies 369A-D of the steering sub-system 365. Each of the wheelset positioning assemblies 369A-D may be independently controlled to independently control movement of the corresponding wheelset to which the wheelset positioning assemblies 369A-D are connected to align each wheelset to the curvature of the track.

FIG. 46 illustrates a cross-sectional view of a portion of the wheelset positioning assembly of the steering sub-system shown in FIG. 44, according to an example of the present disclosure. The cross-sectional view illustrates the rotating lug 386 and a super-imposed view of the radius rack gear 473. FIG. 47 illustrates a cross-sectional view of the portion wheelset positioning assembly of the steering sub-system shown in FIG. 44, and illustrates a super-imposed view of the radius pinion gear 474 of the adapter 471 that has a radial surface 477 that allows the pinion gear 474 to pitch relative to the rack gear 473. For example, FIGS. 48-51 illustrate different examples of the wheelset positioning assemblies controlling a pitch angle and/or a rotational position of the wheels 327A-D of the bogie assembly 118.

For example, in the illustrated example shown in FIG. 48, the powered cylinder device 465 may move the adapter lever 467 in a first direction 468A. Movement of the adapter lever 467 may translate through the rotating lug 386 and the adapter 471 via the rack and pinion gears 473, 474 to position the wheelset at a first pitch angle 478A. For example, the pinion gear 474 is allowed to pitch on or relative to the rack gear 473.

Alternatively, in the illustrated example shown in FIG. 49, the powered cylinder device 465 may move the adapter lever 467 in a second direction 468B, which may translate through the rack and pinion gears 473, 474 of the rotating lug 386 and the adapter 471 to position the wheelset at a second pitch angle 478B.

The adapter 471 is also allowed to rotate relative to the rotating lug 386 based on the mating relationship between the gear teeth of the rack and pinion gears 473, 474, such as to allow the adapter 471 to remain rotational aligned with the axle and wheelset. For example, in the illustrated example shown in FIG. 50, the adapter 471 can rotate relative to the rotating lug 386 to a first rotational position 479A, or alternatively, in the illustrated example shown in FIG. 51, the adapter 471 can rotate relative to the rotating lug 386 to a second rotational position 479B so that the adapter 471 remains substantially rotationally aligned with the wheelset.

FIGS. 52 and 53 illustrate an example of the first motor unit 341 being driven by the wheelset positioning assemblies 369A, 369B of the steering sub-system 365, according to an example of the present disclosure. In the illustrated example of FIG. 52, the cylinder device of the first wheelset positioning assembly 369A moves in a direction 475A, thereby causing the adapter lever of the first wheelset positioning assembly 369A to pitch the axle 357A in a direction 476A. Alternatively, the cylinder device of the second wheelset positioning assembly 369B moves in an opposite direction 475B (e.g., receiving opposing flows of fluid pressure) thereby causing the adapter lever of the second wheelset positioning assembly 369B to pitch the axle 357A in an opposite direction 476B.

Additionally, as shown in FIG. 53, the opposing flows of fluid pressure to the cylinder devices of the first and second wheelset positioning assemblies 369A, 369B causes the corresponding adapters to rotate, thereby causing the axle 357A to rotate in a direction 486 to a rotational position 479. For example, the adapters displace (e.g., shown by 478A, 478B) and rotate (e.g., shown by 479) the wheelset to align the wheelset to the curve. In one or more examples, the steering sub-system 365 may be configured to actuate and/or hold or maintain a position of the wheelset in place while one or more of tractive efforts or braking efforts are applied to the powered bogie assembly 118.

In one or more examples, the displacement pitch and rotation of the adapters via the powered cylinder devices may generate one or more forces 346A-D that may act on or be applied to the motor hangers 373.

FIG. 54 illustrates a perspective view of the first motor unit 341, and FIG. 55 illustrates a cross-sectional view of a portion of the first motor unit 341, according to an example of the present disclosure. The first motor unit 341 includes the motor frame 370A which includes and maintains a position of the motor 359A that is operably coupled with the gear case 374A. The gear case 374A is operably coupled with the axle 357A to which the wheels 327A, 327B are coupled. The first motor unit 341 also includes the brakes 358 that are operably coupled with corresponding disc brake rotors 372 of the wheels 327A, 327B. The motor frame 370A of the first motor unit 341 is held in place relative to the bogie assembly 118 via the motor hangers 373A, 373B. In one or more examples, the motor hangers 373A, 373B may be shaped, sized, and/or otherwise configured to react to a motor torque while allowing the motor unit 341 to accommodate steering and lateral decoupling of the motor unit 341 from the bogie assembly 118.

In the illustrated example shown in FIG. 55, the first motor unit 341 includes a motor gear 376, an idler gear 377, and an axle gear 378 positioned within the gear case 374A. In one or more examples, the ratio between the gears may provide about a substantially continuous operating speed of about 80 miles per hour (mph) at about 2,000 motor rpms. Additionally, in the illustrated example, the gears may be referred to as straight spur gears having a pressure angle of about 25 degrees. Optionally, the motor unit may include one or more additional and/or alternative gears, one or more of the gears may have an alternative shape, size, number of gear teeth, the gear teeth may be at an alternative pressure angle, or any combination therein, based on one or more operating requirements of the motive system.

In one or more examples, the first motor unit 341 may also include a speed sensor 375. In the illustrated example, the speed sensor 375 is positioned within the gear case 374A and may sense and/or detect one or more characteristics of the axle gear 378. For example, the speed sensor may sense or detect wheel slippage, such as during braking or acceleration, based at least in part on one or more of the operating characteristics of the axle gear. In one or more examples, the speed sensor 375 may be a Hall Effect switch (or other similar device) that is mounted to the gear case 374A and may be triggered by the position of the gear teeth of the axle gear 378.

FIG. 56 illustrates a perspective view of a portion of the bogie assembly 118, according to an example of the present disclosure. In the illustrated example, the wheelsets have been hidden for illustrative purposes. The motor frame 370A of the first motor unit 341 is held in place relative to and suspended from the bogie assembly 118 via the motor hangers 373A, 373B, and the motor frame 370B of the second motor unit 342 is held in place relative to and suspended from the bogie assembly 118 via the motor hangers 373C, 373D. The motor hangers 373A-D couple the motor units 341, 342 to and suspend the motor units 341, 342 from the motor hanger supports 381A-D of the transom 368.

The bogie assembly 118 includes first and second controllers 436A, 436B that are operably coupled with the first and second motors 359A, 359B, respectively, that may represent inverter and frequency controllers of the motors 359A, 359B. In the illustrated example, each of the first and second controllers 436A, 436B have nine-phase cable connections to the corresponding motors 359A, 359B, but in alternative examples, may have an alternative number of phases of connections.

In the illustrated example, each of the coolant ports 347 of the motor frames 370A, 370B are operably coupled with corresponding coolant lines 435. The coolant lines 435 may be fluidly coupled with a thermal control system (described below with reference to FIGS. 63 and 64). At least one coolant line 435 may direct a coolant (e.g., gas, liquid, gas-liquid mixture, or the like) into one or more cavities of the motor frames 370A, 370B, and another coolant line 435 may direct at least some of the coolant out of the corresponding motor frames 370A, 370B subsequent to the coolant exchanging thermal energy with one or more components of the motor frames to control a temperature of the components of the motor frames. In one or more examples, the motors 359A, 359B may include one or more coolant lines extending in one or more directions within a cavity of the motor (not shown).

FIG. 57 illustrates a perspective view of one of the brakes 358 of a braking system 339 of the bogie assembly 118, FIG. 58 illustrates an exploded view of a brake rotor 372 of the brake 358 shown in FIG. 57, according to an example of the present disclosure. In one example, the braking system 339 can include one or more of friction brakes, air brakes, dynamic brakes (e.g., one or more traction motors of a propulsion system that can also generate braking efforts via dynamic braking), or the like. In one or more examples, energy generated by the braking system may be directed to and/or stored in one or more energy storage devices 114 (e.g., batteries or another electric energy storage device). Energy stored within the energy storage devices 114 may be used within one or more systems of the autonomous rail vehicle 100, may be used to power one or more loads of the autonomous rail vehicle (e.g., auxiliary and/or non-auxiliary loads of the vehicle), or the like.

The braking system 339 includes one of the brakes 358 positioned at each of the four wheels 327A-D of the bogie assembly 118. In one or more examples, the brakes 358 may be referred to as check block self-cooling disc brakes 358. In the illustrated example of the bogie assembly 118, each of the brakes 358 are substantially the same, include the same or substantially the same components, are capable of providing the same or substantially the same amount of braking efforts (e.g., within about 5%, within about 10%, or the like), or the like. Optionally, the braking system 339 may include one or more brakes that may differ from one or more of the other brakes (e.g., include different components, provide a different amount of braking effort, or the like).

The brake 358 includes a disc brake caliper assembly 371 that is designed to engage with a disc brake rotor 372. The brake 358 includes a connection 445 that fluidly couples a brake hose 446 with the disc brake caliper assembly 371. Referring to FIG. 58, the disc brake caliper assembly 371 includes first and second caliper housings 447A, 447B that are operably coupled with each other via bolts 456. Each of the caliper housings 447A, 447B includes a brake pad 451 that is coupled with a backing plate 450, and pistons 448 that are positioned between the backing plate 450 and an interior surface of the corresponding caliper housing 447A, 447B. The brake hose 446 is fluidly coupled with the disc brake caliper assembly 371 via lines 454, 455. In the illustrated example, the lines 454 may represent brake pressure lines, and the lines 455 may represent brake return lines. The brake fluid that is directed into the disc brake caliper assembly 371 via the brake pressure lines 454 may be allowed to circulate behind each of the pistons 448 in a direction from the brake pressure line 454 to the brake return line 455. In each caliper housing 447A, 447B, the circulation of the brake fluid is permitted to flow proximate to the pistons 448, such as to dissipate heat and/or exchange thermal energy with the brake pads 451 and the pistons 448.

In one or more examples, the brake lines 454 may be configured to supply a substantially equal amount of brake fluid and/or a substantially amount of pressure across both sides of the disc brake caliper assembly 371. For example, the two sides of the disc brake caliper assembly 371 may provide substantially the same amount of force to displace the corresponding brake pads 451.

During a braking operation, pressure is achieved at the brake pads 451 and the pistons 448 by restricting flow on the brake return lines 455 (e.g., via a control valve of a pressure control system of the motive system). In one example, the brakes may be capable of providing about 2,800 psi of pressure, or the like, with an adhesion coefficient of friction of about 0.37. Optionally, the brakes 358 may be capable of providing alternative levels of brake fluid pressure during a braking operation.

After the braking application, the brake pads 451 may be retracted back towards the corresponding caliper housing 447A, 447B by return springs 452. The return springs 452 may be held in position within the respective caliper housing 447A, 447B via bolts 453. In one or more examples, each of the caliper housings 447A, 447B also include one or more bleed ports 457 through which at least some fluid (e.g., air) may be directed out of the brakes 358, such as during assembly of the bogie assembly.

FIG. 59 illustrates components of the disc brake rotor 372 of one of the wheels 327 of the bogie assembly 118, and FIG. 60 illustrates an exploded view of the wheel shown in FIG. 59, according to an example of the present disclosure. The disc brake rotor 372 includes a front rotor section 460 and a back rotor section 461 that are coupled with a straight plate wheel 458. The straight plate wheel 458 includes passages 444 through which bolts 459 may extend. The bolts 459 are coupled with corresponding nuts 449 to couple the front and back rotor sections 460, 461 with the wheel 458. In one example, the front and back rotor sections 460, 461 may be manufactured by being die-cast and manufactured of nodular iron. Optionally, the rotor sections may be formed by an alternative forming method and/or of an alternative material. Additionally, the wheel 458 may be machined in a web such as to align the front rotor section 460 with the back rotor section 461. Optionally, the front and/or back rotor sections 460, 461 may be subjected to a secondary manufacturing operation, such as to receive a surface finish on the wheel 458 to align the rotor sections to the brake pads 451.

In one or more examples, the first and second motive systems 102A, 102B may include a pressure control system that may include one or more conduits, valves, fluids, and/or fluid control devices. The pressure control system may be used to control operation of one or more components and/or systems of the autonomous rail vehicle 100, of one or more components and/or systems of the first and/or second motive systems 102A, 102B, of one or more components of the trailer 103, or the like. In one example, the pressure control system may include and/or control a high-pressure system and a low-pressure system of the first and second motive systems 102A, 102B. For example, FIG. 61 illustrates a high-pressure system 200 of a pressure control system 125 of the autonomous rail vehicle 100, according to an example of the present disclosure. The high-pressure system 200 may control the disc brakes 358, the wheelset positioning assemblies 369A-D of the steering sub-system 365, and the coupler assembly 108. For example, the high-pressure system 200 may be fluidly coupled with at least each of the disc brakes 358, the wheelset positioning assemblies 369A-D, and the coupler assembly 108 via conduits 440.

In one example, the high-pressure system 200 may be a 3,500 psi closed-center hydraulic system. The high-pressure system 200 includes a pump 443 that can deliver about 3 gallons per minute (gpm) at about 3,500 psi and may be run by a 3 horsepower (hp), 24 volt DC motor. A level of the pressure within the closed system may be maintained by accumulators 413. Each of the accumulators 413 may be shaped, sized, and designed to hold about 0.5 gallons and supply about 11 gpm.

The high-pressure system 200 includes control valves 439, including at least four valves, one for each of the four corresponding wheelset positioning assemblies 369A-D, and four additional valves, one for each of the four corresponding brakes 358. The control valves 439 of the high-pressure system 200 may be individually controlled via a valve control system 437. For example, the conduits 440 fluidly couple the brakes 358, the wheelset positioning assemblies 369A-D of the steering sub-system 365, and the coupler assembly 108 with the control valves 439, which may be controlled via the valve control system 437.

In one example, the valve control system 437 of the high-pressure system 200 may control operation of one or more of the valves 439 based on an operating condition of the autonomous rail vehicle. The operation condition may include, but is not limited to, if the rail vehicle is in transit, if a speed of movement of the vehicle needs to change, if a position of the bogie assembly 118 needs to change based on a curvature of the track, if the autonomous rail vehicle needs to couple to or decouple from another vehicle while in transit, or the like.

In one example, the high-pressure system 200 also includes a hydraulic tank 441 that includes a heat exchanger 442 disposed within the tank and/or is thermally coupled with the tank 441. At least some of the hydraulic fluid may be directed through the tank 441 where at least some thermal energy may be dissipated via the heat exchanger 442.

The pressure control system 125 of the autonomous rail vehicle 100 also includes a low-pressure system. For example, FIG. 62 illustrates a schematic of the low-pressure system 201 of the power control system 125, according to an example of the present disclosure. The low-pressure system 201 may provide pressurized fluid to control one or more of the locking pins 155, the landing gear 115, cylinders 485 operably coupled with the adjustable structures 110A-D (e.g., the spoiler and the adjustable side panels), and the powered footing assemblies 140 of the trailer. In one or more examples, the cylinders of the low-pressure system may include counter-balance valves 466 to hold the corresponding components and/or assemblies in place in the extended or retracted positions (e.g., the spoiler in the extended or retracted position, the powered footing assemblies in the extended or retracted positions, or the like).

In one example, the low-pressure system 201 may be about a 3,000 psi pressure system with open centered valves. The low-pressure system 201 may include a pump assembly 484 that can provide pressurized fluid at about 10 gallons per minute (gpm) and may be powered by a 24 volt, 18 hp motor. In one example, the hydraulic fluid of the low-pressure system 201 may be Skydrol 500A or an alternative equivalent fluid.

The low-pressure system 201 includes two assembly points 483 positioned upstream and downstream from a filter 482. In one example, the filter 482 may include a tank that is capable of holding about 25 gallons of fluid and may include a 10 micron filter. Optionally, the tank may be sized to hold an alternative volume of fluid, and the filter may have an alternative rating and/or size. The low-pressure system 201 includes conduits 419 that are directed to and/or from the two assembly points 483.

In the illustrated example, the footing cylinders 142 of the powered footing assemblies 140 of the trailer are fluidly coupled with the low-pressure system 201 via the umbilical conduit 156 extending between the pump assembly 484 and a disconnect valve positioned proximate to the handle 137. In one example, the umbilical conduit 156 can be extended and/or retracted about 10 feet between the motive system and the trailer. Additionally, the lower-pressure system includes a second umbilical conduit 480 that fluidly connects the low-pressure components and/or systems of the motive system with the pump assembly 484.

The control system 481 of the low-pressure system 201 may control operation of the valves 466 based on an operating condition of the autonomous rail vehicle (e.g., if the rail vehicle is in transit, if the rail vehicle is starting to decouple the trailer from the motive systems, if the decoupling of the trailer is complete, etc.). For example, the low-pressure system 201 may be controlled to retract the landing gear cylinder actuators 151 of the landing gear 115 while the autonomous rail vehicle is in transit, and may be controlled to extend the landing gear cylinder actuators 151 to deploy the trailer from the motive systems. Additionally, the low-pressure system 201 may be controlled to extend the cylinders 485 of the adjustable structures while the autonomous rail vehicle is in transit, and may be controlled to retract the cylinders 485 to deploy the trailer from the motive systems. Additionally, the low-pressure system 201 may be controlled to extend the locking pins 155 while the autonomous rail vehicle is in transit, and may be controlled to retract the locking pins 155 when the trailer is deployed from the motive systems. The locking pins 155 are extended during transit to hold the trailer and locking lugs 136 in place.

FIG. 63 illustrates a bottom perspective view of the thermal control system 138, and FIG. 64 illustrates a top perspective view of the thermal control system 138 of the motive system, according to an example of the present disclosure. In one example, the thermal control system 138 may be referred to as a heating and/or cooling system of the motive system.

The thermal control system 138 includes a fluid control device 507 that can represent a pump or the like. In one example, the fluid control device 507 may be powered by a 0.25 hp 24 volt DC motor that can operate at one or more different speeds. Additionally, the fluid control device 507 may be capable of circulating between about 18 gallons per minute (gpm) to about 25 gpm. Optionally, the motor powering the fluid control device may have an alternative rating and/or one or more different specifications, the fluid control device may be capable of circulating different ranges of coolant, or the like.

The thermal control system 138 includes an expansion tank 508 that may be sized to hold or contain about 7 gallons of coolant and may be designed to be capable of being pressurized to about 30 psi. The thermal control system 138 also includes fans 509. In one example, each of the fans 509 may be powered by a 1 hp 24 volt DC motor. Optionally, the thermal control system 138 may include a single fan or three or more fans, and the one or more fans may be controlled to operate by one or more power devices.

The thermal control system 138 also includes a heat exchanger device 380 that is operably coupled with the fans and the fluid control device 507 (e.g., the circulation pump). In the illustrated example, the heat exchanger device 380 is a dual core device having a delivery core and a return core. In one example, the heat exchanger device 380 may be a dual core radiator capable of holding about 97 gallons of coolant. The coolant may be a fluid that meets one or more regulatory requirements, such as meeting a requirement to be safe to use in, around, or proximate to electrical equipment.

The fluid control device 507 may control coolant circulating between the delivery core and the return core of the heat exchanger device 380 in order for the heat exchanger device 380 to control a temperature and/or a level of thermal energy of one or more components and/or systems of the motive system. In one example, the thermal control system 138 may control a temperature of the components of the motive system between about 40 degrees F. to about 110 degrees F.

The thermal control system 138 includes conduits 511, 512 and coolant passages 513, 514 that are fluidly coupled with the heat exchanger device 380 and that direct coolant towards one or more components and/or systems of the motive system. For example, the coolant passages 513 may direct coolant towards the energy storage devices 114. In one example, the energy storage devices 114 may be positioned in a vertically stacked arrangement, and may include one or more cooling plates, cooling passages, or the like, extending between the vertically stacked energy storage devices 114. Additionally, the coolant passages 514 may direct at least some coolant towards and away from the first and second motor units 341, 342, towards and away from the controller(s) 436 (e.g., inverter and/or frequency controllers) of the bogie assembly 118, a transformer box 505 of the bogie assembly 118, and a heat exchanger 506.

In one example, the thermal control system 138 may be operably coupled with the high-pressure system 200 (shown in FIG. 61) to control a temperature of the hydraulic fluid within the tank 441. In one example, responsive to an external ambient temperature (e.g., an ambient temperature of a region in which the autonomous rail vehicle is traveling) being below a designated threshold, the temperature of the hydraulic fluid within the tank 441 may be used to increase a temperature of the coolant moving within the thermal control system 138. For example, the hydraulic fluid may have a temperature that is greater than a temperature of the coolant of the thermal control system, and the hydraulic fluid may be relied upon to increase a temperature (e.g., a thermal energy level) of the coolant, such as to increase a thermal energy level of the components of the motive system (e.g., the energy storage devices, such as to extend a lifespan of the energy storage devices).

In one or more examples, all or parts of the systems and methods described herein may be or otherwise include an artificial intelligence (AI) or machine-learning system that can automatically perform the operations of the methods also described herein. For example, control unit(s) of the autonomous rail vehicle (e.g., the processor(s) associated with one or more of the communication system, the braking system, the propulsion system, the power management system, the hierarchy module, the pressure control system, the steering sub-system, the thermal control system, the navigation system, the vehicle monitoring and/or control system, the logistics system, or the like) can be an artificial intelligence or machine learning system. These types of systems may be trained from outside information and/or self-trained to repeatedly improve the accuracy with how data is analyzed. Over time, these systems can improve by determining such information with increasing accuracy and speed, thereby significantly reducing the likelihood of any potential errors. For example, the AI or machine-learning systems can learn and determine the performance capabilities of the autonomous rail vehicle 100, anticipated or expected movements or motions of the autonomous rail vehicle 100, new routes and/or travel directions, and the like, and automatically determine how to control operation of the autonomous rail vehicle.

The AI or machine-learning systems described herein may include technologies enabled by adaptive predictive power and that exhibit at least some degree of autonomous learning to automate and/or enhance pattern detection (for example, recognizing irregularities or regularities in data), customization (for example, generating or modifying rules to optimize record matching), and/or the like. The systems may be trained and re-trained using feedback from one or more prior analyses of the data, ensemble data, and/or other such data. Based on this feedback, the systems may be trained by adjusting one or more parameters, weights, rules, criteria, or the like, used in the analysis of the same. This process can be performed using the data and ensemble data instead of training data, and may be repeated many times to repeatedly improve operation of the autonomous rail vehicle 100 (e.g., improving travel efficiency, or the like). The training minimizes conflicts and interference by performing an iterative training algorithm, in which the systems are retrained with an updated set of data (for example, data received before, during, and/or after each use of the autonomous rail vehicle 100) and based on the feedback examined prior to the most recent training of the systems. This provides a robust analysis model that can better determine situational information in a cost effective and efficient manner.

Further, the disclosure comprises embodiments according to the following clauses:

Clause 1: an autonomous rail vehicle, comprising:

• • one or more motive systems comprising:
  • a bogie assembly;
  • a vehicle frame operably coupled with the bogie assembly; and
  • a control unit configured to control one or more operations of the one or more motive systems; and
  • a trailer operably coupled with the one or more motive systems, the trailer comprising surfaces defining a cavity configured to receive one or more cargo containers, the trailer including one or more powered footing assemblies configured to be controlled by the control unit of the one or more motive systems, wherein the one or more powered footing assemblies are configured to move between a first position and a second position to change a vertical position of the trailer relative to a position of the one or more motive systems.

Clause 2: the autonomous rail vehicle of clause 1, further comprising a coupler assembly operably coupled with the bogie assembly, the coupler assembly including one or more sensors configured to detect one or more forces acting on the coupler assembly, the coupler assembly including an actuator configured to control a position of the coupler assembly between an open position and a closed position based at least in part on the detection of the one or more forces acting on the coupler assembly.

Clause 3: the autonomous rail vehicle of clause 2, wherein the actuator of the coupler assembly is configured to control the position of the coupler assembly between the open position and the closed position to couple the bogie assembly with a rail vehicle or decouple the bogie assembly from the rail vehicle while the autonomous rail vehicle is in transit.

Clause 4: the autonomous rail vehicle of clauses 1-3, wherein the vehicle frame includes structures configured to control a direction of air moving around the vehicle frame.

Clause 5: the autonomous rail vehicle of clauses 1-4, further comprising one or more adjustable structures operably coupled with the vehicle frame, wherein the one or more adjustable structures are configured to move between extended states and retracted states.

Clause 6: the autonomous rail vehicle of clauses 1-5, further comprising one or more energy storage devices disposed onboard the one or more motive systems, wherein the one or more energy storage devices are configured to provide power to one or more systems of the one or more motive systems.

Clause 7: the autonomous rail vehicle of clause 6, wherein the one or more motive systems include a thermal control system including conduits disposed proximate to the one or more energy storage devices, the thermal control system comprising a fluid control device configured to direct a coolant through the conduits to control a thermal energy level of the one or more energy storage devices.

Clause 8: the autonomous rail vehicle of clause 7, wherein the one or more motive systems include one or more motor units configured to provide one or more of propulsion efforts or braking efforts to move the autonomous rail vehicle along the route, wherein the conduits of the thermal control system are configured to direct at least some of the coolant through the one or more motor units to control a thermal energy level of the one or more motor units.

Clause 9: the autonomous rail vehicle of clauses 1-8, wherein the bogie assembly includes a first frame portion and a second frame portion operably coupled with the first frame portion, wherein the first frame portion is configured to move in one or more directions relative to the second frame portion.

Clause 10: the autonomous rail vehicle of clause 9, wherein the bogie assembly includes damper assemblies extending between the first frame portion and the second frame portion configured to control movement of the first frame portion in the one or more directions relative to the second frame portion.

Clause 11: the autonomous rail vehicle of clause 10, wherein the damper assemblies include one or more vertical damper assemblies and one or more lateral damper assemblies, the one or more vertical damper assemblies configured to control vertical movement of the first frame portion relative to the second frame portion, the one or more lateral damper assemblies configured to control lateral movement of the first frame portion relative to the second frame portion.

Clause 12: the autonomous rail vehicle of clause 10, wherein the damper assemblies are double-acting damper assemblies, wherein the double-acting damper assemblies are configured to control one or more forces between the first frame portion and the second frame portion in at least two directions.

Clause 13: the autonomous rail vehicle of clause 9, further comprising wheels operably coupled with the first frame portion, wherein the first frame portion is configured to move in the one or more directions relative to the second frame portion responsive to a displacement of at least one of the wheels of the first frame portion.

Clause 14: the autonomous rail vehicle of clause 13, further comprising one or more fastener devices extending between the first frame portion and the second frame portion, wherein the first frame portion is pivotally connecting to the second frame portion via the one or more fastener devices, wherein the first frame portion is configured to move relative to the second frame portion by pivoting about the one or more fastener devices.

Clause 15: the autonomous rail vehicle of clauses 1-14, wherein the one or more motive systems include a steering sub-system operably coupled with the bogie assembly, the steering sub-system configured to control an angular position of the autonomous rail vehicle relative to a route along which the autonomous rail vehicle is configured to move, the steering sub-system including one or more sensors operably coupled with the bogie assembly and configured to detect a curvature of the route, the steering sub-system including a wheelset positioning assembly configured to change a position of one or more wheelsets of the one or more motive systems based at least in part on the curvature of the route that is detected.

Clause 16: the autonomous rail vehicle of clause 15, wherein the wheelset positioning assembly includes a powered cylinder device configured to move between one or more positions based at least in part on the curvature of the route that is detected, wherein the powered cylinder device is configured to control one or more of a pitch angle or a rotational position of the one or more wheelsets based at least in part on the position of the powered cylinder device.

Clause 17: the autonomous rail vehicle of claim 1, further comprising a pressure control system operably coupled with the one or more motive systems and the trailer, wherein the pressure control system includes valves configured to move between open positions and closed positions based on an operating condition of the autonomous rail vehicle.

Clause 18: the autonomous rail vehicle of clauses 1-17, wherein the one or more motive systems include a braking system configured to control a speed of movement of the autonomous rail vehicle, the braking system including a brake caliper assembly configured to control an amount of pressure that is applied to one or more wheels of the one or more motive systems by one or more brake pads of the braking system.

Clause 19: a method, comprising:

• • changing a position of one or more powered footing assemblies of a trailer from a first position to a second position to change a vertical position of the trailer relative to a position of a first motive system and a second motive system, the trailer extending between a first end operably coupled with the first motive system and a second end operably coupled with the second motive system; and
  • decoupling the trailer from the first and second motive systems by moving the first and second motive systems in a direction away from the trailer, wherein decoupling the trailer from the first and second motive systems includes changing the position of the one or more powered footing assemblies from the second position to the first position.

Clause 20: an autonomous rail vehicle, comprising:

a first motive system and a second motive system, each of the first and second motive systems comprising:

a bogie assembly including a first frame portion and a second frame portion operably coupled with the first frame portion, wherein the first frame portion is configured to move in one or more directions relative to the second frame portion;

• • a vehicle frame operably coupled with the bogie assembly, the vehicle frame including structures configured to control a direction of air moving around the vehicle frame, wherein one or more of the structures are adjustable structures and are configured to move between extended states and retracted states;
  • one or more energy storage devices configured to provide power to the autonomous rail vehicle;
  • a steering sub-system including one or more sensors operably coupled with the bogie assembly and configured to detect a curvature of a route along which the autonomous rail vehicle is configured to move, the steering sub-system including a wheelset positioning assembly configured to change a position of one or more wheelsets of the first and second motive systems based at least in part on the curvature of the route that is detected;
  • a propulsion system and a braking system configured to control a speed of movement of the autonomous rail vehicle;
  • a thermal control system configured to control a thermal energy level of one or more components of the autonomous rail vehicle;
  • a pressure control system comprising valves configured to move between open positions and closed positions based at least in part on an operating condition of the autonomous rail vehicle; and
  • a control unit configured to control one or more operations of one or more of the energy storage devices, the steering sub-system, the propulsion system, the braking system, the thermal control system, and the pressure system; and
  • a trailer extending between a first end and a second end, wherein the first end of the trailer is configured to be operably coupled with the first motive system and the second end of the trailer is configured to be operably coupled with the second motive system, the trailer comprising surfaces defining a cavity configured to receive one or more cargo containers, the trailer including one or more powered footing assemblies configured to be controlled by one or more of the control unit of the first motive system or the control unit of the second motive system, wherein the one or more powered footing assemblies are configured to move between a first position and a second position to change a position of the trailer relative to a position of the first and second motive systems.

While various spatial and directional terms, such as top, bottom, lower, mid, lateral, horizontal, vertical, front and the like may be used to describe embodiments of the present disclosure, it is understood that such terms are merely used with respect to the orientations shown in the drawings. The orientations may be inverted, rotated, or otherwise changed, such that an upper portion is a lower portion, and vice versa, horizontal becomes vertical, and the like.

The diagrams of examples herein may illustrate one or more control or processing units, such as the control unit(s) 116. It is to be understood that the processing or control units may represent circuits, circuitry, or portions thereof that may be implemented as hardware with associated instructions (e.g., software stored on a tangible and non-transitory computer readable storage medium, such as a computer hard drive, ROM, RAM, or the like) that perform the operations described herein. The hardware may include state machine circuitry hardwired to perform the functions described herein. Optionally, the hardware may include electronic circuits that include and/or are connected to one or more logic-based devices, such as microprocessors, processors, controllers, or the like. Optionally, the control unit(s) 116 may represent processing circuitry such as one or more of a field programmable gate array (FPGA), application specific integrated circuit (ASIC), microprocessor(s), and/or the like. The circuits in various examples may be configured to execute one or more algorithms to perform functions described herein. The one or more algorithms may include aspects of examples disclosed herein, whether or not expressly identified in a flowchart or a method.

As used herein, the terms “software” and “firmware” are interchangeable, and include any computer program stored in a data storage unit (for example, one or more memories) for execution by a computer, including RAM memory, ROM memory, EPROM memory, EEPROM memory, and non-volatile RAM (NVRAM) memory. The above data storage unit types are exemplary only, and are thus not limiting as to the types of memory usable for storage of a computer program.

As used herein, a structure, limitation, or element that is “configured to” perform a task or operation is particularly structurally formed, constructed, or adapted in a manner corresponding to the task or operation. For purposes of clarity and the avoidance of doubt, an object that is merely capable of being modified to perform the task or operation is not “configured to” perform the task or operation as used herein.

It is to be understood that the above description is intended to be illustrative, and not restrictive. For example, the above-described embodiments (and/or aspects thereof) may be used in combination with each other. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the various embodiments of the disclosure without departing from their scope. While the dimensions and types of materials described herein are intended to define the parameters of the various embodiments of the disclosure, the embodiments are by no means limiting and are exemplary embodiments. Many other embodiments will be apparent to those of skill in the art upon reviewing the above description. The scope of the various embodiments of the disclosure should, therefore, be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. In the appended claims, the terms “including” and “in which” are used as the plain-English equivalents of the respective terms “comprising” and “wherein.” Moreover, the terms “first,” “second,” and “third,” etc. are used merely as labels, and are not intended to impose numerical requirements on their objects. Further, the limitations of the following claims are not written in means-plus-function format and are not intended to be interpreted based on 35 U.S.C. § 112(f), unless and until such claim limitations expressly use the phrase “means for” followed by a statement of function void of further structure.

This written description uses examples to disclose the various embodiments of the disclosure, including the best mode, and also to enable any person skilled in the art to practice the various embodiments of the disclosure, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the various embodiments of the disclosure is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if the examples have structural elements that do not differ from the literal language of the claims, or if the examples include equivalent structural elements with insubstantial differences from the literal language of the claims.

Claims

1. An autonomous rail vehicle, comprising: one or more motive systems comprising: a bogie assembly;a vehicle frame operably coupled with the bogie assembly; anda control unit motive systems configured to control one or more operations of the one or more motive systems; anda trailer operably coupled with the one or more motive systems, the trailer comprising surfaces defining a cavity configured to receive one or more cargo containers, the trailer including one or more powered footing assemblies configured to be controlled by the control unit of the one or more motive systems, wherein the one or more powered footing assemblies are configured to move between a first position and a second position to change a vertical position of the trailer relative to a position of the one or more motive systems.

2. The autonomous rail vehicle of claim 1, further comprising a coupler assembly operably coupled with the bogie assembly, the coupler assembly including one or more sensors configured to detect one or more forces acting on the coupler assembly, the coupler assembly including an actuator configured to control a position of the coupler assembly between an open position and a closed position based at least in part on the detection of the one or more forces acting on the coupler assembly.

3. The autonomous rail vehicle of claim 2, wherein the actuator of the coupler assembly is configured to control the position of the coupler assembly between the open position and the closed position to couple the bogie assembly with a rail vehicle or decouple the bogie assembly from the rail vehicle while the autonomous rail vehicle is in transit.

4. The autonomous rail vehicle of claim 1, wherein the vehicle frame includes structures configured to control a direction of air moving around the vehicle frame.

5. The autonomous rail vehicle of claim 1, further comprising one or more adjustable structures operably coupled with the vehicle frame, wherein the one or more adjustable structures are configured to move between extended states and retracted states.

6. The autonomous rail vehicle of claim 1, further comprising one or more energy storage devices disposed onboard the one or more motive systems, wherein the one or more energy storage devices are configured to provide power to one or more systems of the one or more motive systems.

7. The autonomous rail vehicle of claim 6, wherein the one or more motive systems include a thermal control system including conduits disposed proximate to the one or more energy storage devices, the thermal control system comprising a fluid control device configured to direct a coolant through the conduits to control a thermal energy level of the one or more energy storage devices.

8. The autonomous rail vehicle of claim 7, wherein the one or more motive systems include one or more motor units configured to provide one or more of propulsion efforts or braking efforts to move the autonomous rail vehicle along the route, wherein the conduits of the thermal control system are configured to direct at least some of the coolant through the one or more motor units to control a thermal energy level of the one or more motor units.

9. The autonomous rail vehicle of claim 1, wherein the bogie assembly includes a first frame portion and a second frame portion operably coupled with the first frame portion, wherein the first frame portion is configured to move in one or more directions relative to the second frame portion.

10. The autonomous rail vehicle of claim 9, wherein the bogie assembly includes damper assemblies extending between the first frame portion and the second frame portion configured to control movement of the first frame portion in the one or more directions relative to the second frame portion.

11. The autonomous rail vehicle of claim 10, wherein the damper assemblies include one or more vertical damper assemblies and one or more lateral damper assemblies, the one or more vertical damper assemblies configured to control vertical movement of the first frame portion relative to the second frame portion, the one or more lateral damper assemblies configured to control lateral movement of the first frame portion relative to the second frame portion.

12. The autonomous rail vehicle of claim 10, wherein the damper assemblies are double-acting damper assemblies, wherein the double-acting damper assemblies are configured to control one or more forces between the first frame portion and the second frame portion in at least two directions.

13. The autonomous rail vehicle of claim 9, further comprising wheels operably coupled with the first frame portion, wherein the first frame portion is configured to move in the one or more directions relative to the second frame portion responsive to a displacement of at least one of the wheels of the first frame portion.

14. The autonomous rail vehicle of claim 13, further comprising one or more fastener devices extending between the first frame portion and the second frame portion, wherein the first frame portion is pivotally connecting to the second frame portion via the one or more fastener devices, wherein the first frame portion is configured to move relative to the second frame portion by pivoting about the one or more fastener devices.

15. The autonomous rail vehicle of claim 1, wherein the one or more motive systems include a steering sub-system operably coupled with the bogie assembly, the steering sub-system configured to control an angular position of the autonomous rail vehicle relative to a route along which the autonomous rail vehicle is configured to move, the steering sub-system including one or more sensors operably coupled with the bogie assembly and configured to detect a curvature of the route, the steering sub-system including a wheelset positioning assembly configured to change a position of one or more wheelsets of the one or more motive systems based at least in part on the curvature of the route that is detected.

16. The autonomous rail vehicle of claim 15, wherein the wheelset positioning assembly includes a powered cylinder device configured to move between one or more positions based at least in part on the curvature of the route that is detected, wherein the powered cylinder device is configured to control one or more of a pitch angle or a rotational position of the one or more wheelsets based at least in part on the position of the powered cylinder device.

17. The autonomous rail vehicle of claim 1, further comprising a pressure control system operably coupled with the one or more motive systems and the trailer, wherein the pressure control system includes valves configured to move between open positions and closed positions based on an operating condition of the autonomous rail vehicle.

18. The autonomous rail vehicle of claim 1, wherein the one or more motive systems include a braking system configured to control a speed of movement of the autonomous rail vehicle, the braking system including a brake caliper assembly configured to control an amount of pressure that is applied to one or more wheels of the one or more motive systems by one or more brake pads of the braking system.

19. A method, comprising: changing a position of one or more powered footing assemblies of a trailer from a first position to a second position to change a vertical position of the trailer relative to a position of a first motive system and a position of a second motive system, the trailer extending between a first end operably coupled with the first motive system and a second end operably coupled with the second motive system; anddecoupling the trailer from the first and second motive systems by moving the first and second motive systems in a direction away from the trailer, wherein decoupling the trailer from the first and second motive systems includes changing the position of the one or more powered footing assemblies from the second position to the first position.

20. An autonomous rail vehicle, comprising: a first motive system and a second motive system, each of the first and second motive systems comprising: a bogie assembly including a first frame portion and a second frame portion operably coupled with the first frame portion, wherein the first frame portion is configured to move in one or more directions relative to the second frame portion;a vehicle frame operably coupled with the bogie assembly, the vehicle frame including structures configured to control a direction of air moving around the vehicle frame, wherein one or more of the structures are adjustable structures and are configured to move between extended states and retracted states;one or more energy storage devices configured to provide power to the autonomous rail vehicle;a steering sub-system including one or more sensors operably coupled with the bogie assembly and configured to detect a curvature of a route along which the autonomous rail vehicle is configured to move, the steering sub-system including a wheelset positioning assembly configured to change a position of one or more wheelsets of the first and second motive systems based at least in part on the curvature of the route that is detected;a propulsion system and a braking system configured to control a speed of movement of the autonomous rail vehicle;a thermal control system configured to control a thermal energy level of one or more components of the autonomous rail vehicle;a pressure control system comprising valves configured to move between open positions and closed positions based at least in part on an operating condition of the autonomous rail vehicle; anda control unit configured to control one or more operations of one or more of the energy storage devices, the steering sub-system, the propulsion system, the braking system, the thermal control system, and the pressure system; anda trailer extending between a first end and a second end, wherein the first end of the trailer is configured to be operably coupled with the first motive system and the second end of the trailer is configured to be operably coupled with the second motive system, the trailer comprising surfaces defining a cavity configured to receive one or more cargo containers, the trailer including one or more powered footing assemblies configured to be controlled by one or more of the control unit of the first motive system or the control unit of the second motive system, wherein the one or more powered footing assemblies are configured to move between a first position and a second position to change a position of the trailer relative to a position of the first and second motive systems.