Patent Application
20210214174
Not applicable
Not applicable
The present invention relates to a system and method for transporting cargo containers and/or passenger containers between one or more locations, including between port and inland locations, loading/unloading those containers onto/off from that transport mode, and wherein terminal facilities have a relatively small footprint. The present invention also relates to handling cargo containers and/or passenger containers at terminal locations and repairing/maintaining transport/cargo container vehicles at terminal locations. The transportation mode sometimes referred to herein as Hyperrail™, preferably combines some aspects of innovative hyperloop technology with both monorail and conventional rail technologies and includes an on-demand movement of driver or driverless vehicles for carrying one or more shipping containers along a dedicated track or transportation line. The system and method preferably combines automated and manual operations and can include: Hyperrail™ electrically powered driver or driverless vehicles that employ innovative propulsion technologies and are designed to transport shipping containers and/or passenger containers; load zones for loading/unloading shipping containers at transportation line terminals; maintenance zones for maintaining/servicing vehicles; traffic lane patterns for automated guidance vehicles operating in and around load zones; infrastructure for negotiating tight right-of-way scenarios; passenger transportation combined with freight transportation on the transportation line; forecasting/alleviating ground settlement effects; and maximizing efficiency for refrigerated container movement.
The storage, handling, and movement of containers, e.g., shipping containers or cargo containers, in the prior art requires significant space. Transport of containers is typically done by railways, roadways, and/or waterways. Container ports are constrained by space limitations near the waterfront because of availability, cost, and geography. There is little or no room for footprint expansion or growth at current port facilities, and potential future port locations are constrained by the aforementioned real estate requirements.
Due to congestion, high costs, and limited efficiencies, container seaports around the world seek to move many of their operations further inland to “dry” ports or intermodal transfer locations, thereby freeing up valuable waterfront property for essential equipment/operations and port expansion. Tens of thousands of stacked shipping containers—many of these empty—occupy valuable port space that could otherwise be used to facilitate growth. Rail yards located within a port's boundaries require massive footprints, usually in excess of 30 acres (0.1214 square km), not including the additional space used for loading/unloading, eating up valuable limited acreage or land/property. The challenge has been to find an efficient and thrifty means by which to achieve such a shift of operations from waterfront to inland. Traditionally, even when these shifts have been contemplated, the mindset has been restricted to some combination of conventional rail and truck transportation as the only reasonably available modes of transport to move container freight from a port to an inland facility. Both of these modes have significant shortcomings, including a demonstrated unfriendliness to the environment due to heavy carbon emissions, and neither successfully meets the challenge of effectively shrinking needed waterfront real estate.
Hyperloop-related innovative rail transportation technologies have emerged, e.g., see U.S. Pat. No. 10,493,859, which involve on-demand movement of shipping containers by maglev (magnetic levitation) rail via Virgin Hyperloop One's conceptual VHO Runner, as well as by conventional rail via Virgin Hyperloop One's Cargospeed™. Hyperloop-based providers, however, are focused solely on the Hyperrail™ line and vehicle, providing high-speed, driverless, cargo container transportation from point A to point B, with no solution for operations at the terminal ends, including loading/unloading of containers, maintenance/recharging (if necessary) of vehicles, container movement to/from Hyperrail™ lines/vehicles, and passenger embarkation/debarkation.
In the prior art, at a container port/terminal, containers are unloaded from the incoming ship onto yard trucks which then bring them to a section on the terminal known as the container yard. Here the yard trucks are unloaded by rubber tired gantries (RTG) or rail mounted gantries (RMC) and the containers are placed in stacks. The containers are eventually removed (again by RTG/RMC) from their stacks and loaded onto a freight truck (drayage) or a freight train if there is a rail yard at the port. At an off-dock rail yard, containers are loaded and unloaded using RTG/RMC's and yard trucks also. There is another crane vehicle known as a reach stacker that can both lift and carry a container around the yard. The rail yard is also set up with container stacks awaiting the appropriate unit train before being loaded. As shown and described herein, the various embodiments of the system and method of the present invention solve problems in the prior art in a novel way that increases efficiency, saves time and cost, reduces the foot print needed at a terminal facility, and reduces the environmental impact at a terminal facility and with transport of shipping containers.
The following patents and patent publications are incorporated herein by reference.
The follow documents and web pages are incorporated herein by reference.
The apparatuses, systems and methods of the present invention solve the problems confronted in the art in a simple and straightforward manner What is provided in one or more preferred embodiments is a transportation mode that combines some of the emerging technologies of hyperloop with those of both monorail and conventional rail, reflected in an on-demand movement of individual vehicles, sometimes referred to herein as pods, along a dedicated track or transportation line. One or more preferred embodiments of the system and mode of the present invention is referred to sometimes herein as the Hyperrail™ transportation system or mode.
The vehicles or pods used in one or more preferred embodiments of the present invention are preferably electrically powered (hence, more environmentally friendly), may be propelled by magnetic levitation, linear movement, wheeled movement, or other desired means and are designed to carry fully-loaded standard shipping containers, e.g., either an FEU (Forty-foot (12.19 meter (m)) Equivalent Unit) or two TEUs (Twenty-foot (6.096 m) Equivalent Units) per vehicle, the total weighing as much as 35 tons (31,751.5 kilograms (kg)), for example, and may include the capacity to transport refrigerated container units. In other embodiments, non-standard sized shipping containers can be used if desired.
In other preferred embodiments, multiple vehicles or pods can be connected to form a trainset, and can carry multiple fully-loaded shipping containers, e.g., standard sized two FEUs or four TEUs per vehicle or pod. In these embodiments a vehicle or pod will be sometimes referred to herein as a train vehicle or train pod. In these embodiments, 3, 4, 5, 6, 7, 8, 9, or 10 or more cargo containers, e.g., preferably FEUs, can be transported at one time on a single trainset composed of multiple train vehicles or train pods.
In other embodiments, 4, 6, 8, 10, 12, 14, 16, 18, 20 or more cargo containers, e.g., preferably TEUs can be transported at one time on a single trainset composed of multiple train vehicles or train pods.
In other embodiments trainsets can include 2 to 20 or more cargo containers with a mix of FEU containers and TEU containers or other desired containers. For example, about 80% of the containers on a trainset can be FEUs and the remainder being a mix of TEUs or other containers.
Having a trainset may be desirable to lower overall cost in a Hyperrail™ transportation system, given that fewer vehicles or pods are needed to transport the same amount of cargo containers. When using a trainset, cost may be saved with respect to the transportation lines and vehicles or pods, especially the powered vehicles, but additional land/space, cranes, and automated guidance vehicles (AGVs) may be needed at terminal ends to accommodate the longer trainsets. An AGV preferably is driver-less, electric.
Preferably, if trainsets are used in a transportation system and method of the present invention, the vehicles or pods are adapted to carry multiple cargo containers, while at the same time, terminals can still have a smaller footprint (e.g., preferably no more than five acres (20,234.3 square m)) than the 30-plus acres (121,406 plus square m) required for a conventional train railway system that typically uses trains of approximately 120 cars stretching more than a mile (1.609 km) long.
The vehicles or pods used in the Hyperrail™ transportation mode, including individual cargo container vehicles or pods and trainsets, are preferably driver or driverless and preferably controlled by operations towers incorporating digital freight-forwarding software that “call” shipping containers (e.g., tagged by RFID or similar identification methods) forward to be moved from one terminal of a transportation line to another terminal, or from a terminal storage facility to a another terminal. An example of digital freight-forwarding software that can be used in one or more preferred embodiments of the present invention includes software sold under the trademark Flexport™ and available from Flexport Customs, LLC. An example of a Hyperrail™ vehicle or pod that can be used in one or more preferred embodiments of the present invention is a VHO Cargospeed™ currently under development at Virgin Hyperloop One.
Because the transportation mode of the present invention can be configured to dispatch vehicles or pods as rapidly as needed, the rate-determining factor for the velocity of the entire system becomes the speed at which shipping containers can be loaded/off-loaded at each end of a transportation line, referred to herein as the “lift speed”. The maximum lift speed of the present invention is preferred to match the combined maximum lift speed of the cranes loading/off-loading a container ship at a designated pier or piers. In this way, containers only move from ship to AGV to Hyperrail™, and vice-versa in the opposite direction, without touching the seaport surface. This operational efficiency removes the need for container yards dedicated to stacking of FEUs at the port, freeing up yet additional large amounts of space.
In one or more preferred embodiments, in a system and/or method including 1 gantry spreader in each direction (2 total) for inbound and outbound transportation lines using pods or vehicles that can carry 1 FEU cargo container, a maximum cargo container lift rate can be 90 FEUs per hour (each direction), with about 1.5 cars per minute in a one-phase cycle with a cycle time of about 40 seconds, which can result in about 3.15 million cargo containers per year with 24 hr/365 day operation. With 70% of that operation time, about 2.21 million cargo containers per year can be loaded/offloaded.
In one or more preferred embodiments, in a system and/or method including 2 gantry spreaders in each direction (4 total) for inbound and outbound transportation lines using pods or vehicles that can carry 1 FEU cargo container, a maximum cargo container lift rate can be 180 FEUs per hour (each direction), with about 3 cars per minute in a two-phase cycle with a cycle time of about 40 seconds, which can result in about 6.31 million cargo containers per year with 24 hr/365 day operation. With 70% of that operation time, about 4.42 million cargo containers per year can be loaded/offloaded.
In one or more preferred embodiments, in a system and/or method including 3 gantry spreaders in each direction (6 total) for inbound and outbound transportation lines using pods or vehicles that can carry 1 FEU cargo container, a maximum cargo container lift rate can be 240 FEUs per hour (each direction), with about 4 cars per minute in a three-phase cycle with a cycle time of about 45 seconds, which can result in about 8.41 million cargo containers per year with 24 hr/365 day operation. With 70% of that operation time, about 5.89 million cargo containers per year can be loaded/offloaded In one or more preferred embodiments, in a system and/or method including 2 gantry spreaders in each direction (4 total) for inbound and outbound transportation lines using pods or vehicles that can carry 2 FEUs (also referred to as a 2×FEU car), a maximum cargo container lift rate can be about 180 FEUs per hour (each direction), with about 1.5 2×FEU cars per minute in a one-phase cycle with a cycle time of about 40 seconds, which can result in about 6.31 million cargo containers per year with 24 hr/365 day operation. With 70% of that operation time, about 4.42 million cargo containers per year can be loaded/offloaded.
In one or more preferred embodiments, in a system and/or method including 4 gantry spreaders in each direction (8 total) for inbound and outbound transportation lines using pods or vehicles that can carry 2 FEUs (also referred to as a 2×FEU car), a maximum cargo container lift rate can be about 360 FEUs per hour (each direction), with 3 2×FEU cars per minute in a two-phase cycle with a cycle time of about 40 seconds, which can result in about 12.6 million cargo containers per year with 24 hr/365 day operation. With 70% of that operation time, about 8.8 million cargo containers per year can be loaded/offloaded.
In one or more preferred embodiments, in a system and/or method including 10 total gantry spreaders and using train pods or train vehicles that can carry 10 FEUs (also referred to as a 10×FEU trainset), a maximum cargo container lift rate can be 300 FEUs per hour (each direction), with 0.5 10×FEU trainsets per minute in a two-phase cycle with a cycle time of about 60 seconds, which can result in about 10.5 million cargo containers per year with 24 hr/365 day operation. With 70% of that operation time, about 7.4 million cargo containers per year can be loaded/offloaded.
Containers other than FEU's can also be used in the above-referenced examples if desired.
Comparatively, it would require twenty-five (25) double-stacked 120-car trains per day, 365 days/year, each carrying 240 FEUs, to achieve the same 2.21 million container volume as the least robust WickedHyper™ system described above running 70% of the time. Because one or more preferred embodiments of the system and method of the present invention entails a series of individual vehicles or pods, or short trainsets, rather than long conventional trains of connected freight cars, the space requirements to load/unload the vehicles or pods is a fraction of that needed for a lengthy rail segment (a 120-car train, for example, is more than one mile (1.609 km) long) with multiple sidings. Similarly, the trucking component that would be needed to transport an equivalent amount of cargo—over 6,000 trucks daily, each carrying an FEU or two TEUs every day of the year—also presents significant stresses on the limited port resources, especially the requirement for drivers (and benefits), port gates, accelerated road wear and tear, and traffic management. The carbon footprint of such truck traffic is generally viewed as excessive and unacceptable in current port and infrastructure planning.
In one or more preferred embodiments of the system and method of the present invention, various elements of a transportation rail or line are addressed beyond the actual propulsion system, track, electrical source, vehicle, and point-to-point vehicle controls (e.g., acceleration/deceleration, braking). Included in one or more preferred embodiments of the system and method of the present invention are solutions for loading/unloading shipping containers at transportation line terminals (e.g., ports, rail yards, distribution centers), maintaining/recharging vehicles or pods, negotiating tight right-of-way scenarios, enabling passenger transportation on the same transportation line with cargo containers, forecasting/alleviating ground settlement effects, and maximizing efficiency for refrigerated container movement. One or more preferred embodiments of the system and method of the present invention blends automated operations and human or manual operations to ensure the highest degrees of safety and efficiency.
One or more preferred embodiments of the system and method of the present invention include load/unload zones, sometimes referred to herein as WickedHyper Load™. Load/unload zones preferably include an automated system whereby vehicles or pods enter/exit terminal lines. In an automated load/unload zone, shipping containers (e.g., FEUs and TEUs) can be loaded onto/off of pods or vehicles by automated gantries at any terminal end of a transportation line, e.g., a Hyperrail™ transportation line, whether that be an inland location, a port, a rail yard, or a distribution center. Automated Guidance Vehicles (AGVs), or other suitable terminal end transport vehicles, can transport the shipping containers once off-loaded from the transportation line pods or vehicles, and also from the container storage locations to load onto the pods or vehicles on the transportation line. Loading/off-loading phases preferably can be achieved in 20-second to 60-second intervals. The time interval can be increased to accommodate slower flows of containers, as necessary. Gates into/out of loading and other operation zones preferably are controlled by sensors, precluding multiple pods or vehicles from occupying a single location. Sensors that can be used include motion sensors available from TDK.
A gantry that can be used in one or more preferred embodiments of the present invention, preferably is about 2-3 stories high, or 25 to 35 feet (7.62 to 10.67 m) high, and can be a rubber-tired gantry (a RTG) of the type with a crane, or a more stationary gantry, but preferably is capable of lifting about 40 tons (36,287 kg) and can be incorporated into an automated and synchronized system activated by sensors. An automated RTG available from Kone Cranes (see www.konecranes.com) is an example of a gantry that can be used and potentially modified for use in one or more embodiments of the system and method of the present invention. An RTG can be at a semi-fixed location at a terminal end and preferably is automated.
One or more preferred embodiments of the system and method of the present invention includes a marine or inland river port support system for the transportation system, which is sometimes referred to herein as WickedHyper Port™. A port support system of the present invention preferably includes load/unload zones, maintenance zones, potential passenger containers for moving people, and possibly automated shelving systems for ocean-bound and inland-bound containers (or for end terminal inbound or end terminal outbound containers). Preferably existing/developing technology, such as imbedded pavement sensors, installed wires, directional magnetic tapes, lasers, and/or transponders can be used to determine routes for driverless Automated Guidance Vehicles (AGVs) that can be incorporated into one or more embodiments of port support systems of the present invention. Multiple programmed routes—with slight variations—can be utilized to help preclude rutting of pavement that would more quickly occur if fully laden AGVs (e.g., carrying several tons (kilograms), e.g., around 35 to 40 tons (31,751.5 to 36,287 kg) each) retraced the exact same route between two points in the port. Preferably a port support system also makes efficient use of space through reliance upon the on-demand nature of the transportation line and organizational effectiveness of automated shelving systems, alleviating space-consuming stacks of containers throughout a port site. A port support system of the present invention also eliminates the need for a spacious rail yard within the limited confines of the port, freeing up valuable space for profitable growth-intensive purposes. One or more preferred embodiments of the system and method of the present invention include a rail yard system, which is sometimes referred to herein as WickedHyper Rail™. An organizational layout of a rail yard system of the present invention at a rail yard location preferably includes load/unload zones, maintenance zones, buses or passenger containers for moving people and possibly automated shelving systems for inbound and outbound containers, if desired. Preferably a rail yard system integrates existing/developing technology, such as imbedded pavement sensors that determine routes for driverless Automated Guidance Vehicles (AGVs). Multiple programmed routes—with slight variations—are preferably included to help to preclude rutting of pavement that would more quickly occur if fully laden AGVs (e.g., carrying several tons (kilograms), e.g., 35 to 40 tons (31,751.5 to 36,287 kg) each) retraced the exact same route between two points at the rail yard. Preferably a rail yard system also makes efficient use of space through reliance upon the on-demand nature of the transportation line, which enables containers to be pulled from the pores automated shelving system only when the outbound traditional train is ready for loading, as well as off-loading containers from incoming trains directly onto a transportation line for transshipment to a port, or other desired terminal destination.
One or more preferred embodiments of the system and method of the present invention include a hub support system, sometimes referred to herein as WickedHyper Hub™. A hub support system of the present invention can be used at distribution centers, e.g., distribution centers used by big-box retailers. Such distribution centers are optimally located inland from a port, in an area that is less congested and provides a nexus from which further distribution of goods can be efficiently performed. A hub support system preferably includes load/unload zones, maintenance zones, buses or passenger containers for moving people and possibly automated shelving systems, if desired in lieu of warehouses, for inbound and outbound containers. A hub support system of the present invention preferably integrates existing/developing technology, such as imbedded pavement sensors that determine routes for driverless Automated Guidance Vehicles (AGVs). Multiple programmed routes—with slight variations—are preferably included to help preclude rutting of pavement that would more quickly occur if fully laden AGVs (e.g., carrying several tons (kilograms), e.g., 35 to 40 tons (31,751.5 to 36,287 kg) each) retraced the exact same route between two points at the distribution center. Preferably a hub support system makes efficient use of port space by combining the higher speeds of a transportation line of the present invention and RFID-type container tagging, which enable containers to be rapidly moved from the port to a distribution center's outbound warehouse or hub and eliminates stacking of containers at the port. Additionally, the incorporation of a hub support system at distribution centers removes a tremendous amount of short-haul truck traffic from the roads, which greatly lengthens the life of the roadways, reduces the massive carbon footprint, and eases traffic congestion between the port and distribution center. Furthermore, a hub support system of the present invention significantly decreases the need for the extensive truck-gate system traditionally employed by container ports.
One or more preferred embodiments of the system and method of the present invention include a maintenance zone or facility, sometimes referred to herein as WickedHyper Fix™. Preferably a maintenance zone or facility of the present invention enables transportation line vehicles or pods, including individual container vehicles or pods or train vehicles or pods, to be pulled off-line for repairs or routine service without disrupting container transport operations. Preferably a maintenance zone or facility of the present invention extends from the end of a load/unload zone, separated by an additional control gate. Depending upon the electrical power source (e.g., in-line through the transportation line structure or a pod-mounted/vehicle-mounted battery), a maintenance zone or facility can have different configurations or lay-outs based on the need for recharging of pod or vehicle batteries.
In one or more embodiments a maintenance zone or facility does not include recharging capacity. This facility can be smaller, e.g., including three service bays that include lift capability for pods or vehicles, including for individual container vehicles or pods or train vehicles or pods, being worked on. A maintenance zone or facility can include as many bays as desired. Also preferably included in a maintenance zone or facility are critical and routine spare parts to reduce the wait time for repairs; diagnostic tools to quickly identify mechanical, electrical, or electronic problems; and welding equipment to perform on-site metal work as needed.
In one or more embodiments a maintenance zone or facility includes recharging capacity. Such a maintenance zone or facility preferably has additional bays for recharging pod or vehicle batteries, e.g., 1, 2, 3, 4, or more recharging bays with a total of 4, 5, 6, 7 or more total bays. The recharging bays can be placed on either end of the facility and preferably allow for stacking of pods or vehicles, e.g., “double stacking” or “triple-stacking”, of pods or vehicles, including individual container vehicles or pods or train vehicles or pods. The stacking can be done, for example, by means of rails that lower and raise, which can be similar to what is used to load automobiles on a car-carrying truck. Entry/exit of pods or vehicles into/out of the maintenance zone or facility preferably is controlled manually to ensure safe and efficient introduction/extraction. In other embodiments, entry/exit of pods or vehicles into/out of the maintenance zone or facility can be automated or partially automated with some manual or human oversight.
One or more preferred embodiments of the system and method of the present invention include a turntable, sometimes referred to herein as WickedHyper Turn™. Preferably a turntable of the present invention is a mechanism that enables the transportation line to perform turns of any angle, especially when limited by rights-of-way (ROW) whose linear representation features sharp turns. The ROW available between a port and an inland transfer facility must often pass through congested and urbanized geographic areas with little, if any, allowance for wide turns. One or more embodiments of a turntable of the present invention preferably provide a means by which transportation lines may intersect at any angle, connected by the turntable, which can be a trestle-type turntable. Preferably a turntable of the present invention is elevated as a safety measure to prevent at-grade interaction with pedestrians and/or motorists and avoid at-grade dangers. Prior to reaching a turntable, a pod or vehicle, including individual container vehicles or pods, or train vehicles or pods, can be signaled by imbedded transportation line sensors, installed wires, directional magnetic tapes, lasers, and/or transponders, included as part of the overall transportation system or Hyperrail™ system, to decelerate.
A turntable preferably is guarded by entry gates that require the oncoming pod or vehicle to come to a full stop before engaging the turntable or trestle, which preferably has a pair of guide rails built in to match rails of the entering/exiting transportation line. Once engaged, the turntable aligns its built-in rails with mating rails on those of the entering pod or vehicle, opens the gate, signals for the pod or vehicle to enter, stops the pod or vehicle and closes the gate. The turntable then rotates to align its rails with rails of the exit direction, stops, and signals the pod or vehicle to exit. The pod or vehicle can then accelerate to its next destination, whether a terminal or another turntable.
One or more preferred embodiments of the system and method of the present invention include shims, sometimes referred to herein as WickedHyper Shims™. One or more preferred embodiments of a shim of the present invention is a proactive measure in the construction of pylons that support the transportation line structure. Calculating for ground settlement below pylons over a period of time is responsible planning, especially in areas known for less sturdy substrata. Given that the transportation line will have a maximum tolerance relating to such settlement because of the effect it has on the integrity and subsequent operation of the transport line structure, it is preferable to have a pre-planned method for addressing repairs related to settlement rather than having to react with more expensive solutions. Preferably, a shim solution includes a two-piece pylon, with the seam between sections covered by a locking sheath, that can be a wide metal collar, and securing hardware, which makes it sufficient to prevent lateral slippage between the supported pieces. If ground settlement beneath the pylon nears the maximum tolerance allowable for that particular section of the transportation line, a repair team can unlock the sheath and lift the transportation line support structure by using, for example, hydraulic jacks and sturdy beams to push up under the spreading arms of the pylon or a mobile crane to provide lift from above, for example. Once the upper part of the pylon has been lifted to a sufficient height, a pre-made concrete shim of applicable thickness can be placed in the gap, the top portion of the pylon can be set back down, and the metal sheath can be closed and locked. Without a shim of the present invention, the repair would likely involve placement of new, taller pylons to address the ground settlement.
One or more preferred embodiments of the system and method of the present invention include passenger containers, sometimes referred to herein as a bus or as WickedHyper Bus™. Although a transportation line of one or more preferred embodiments of the system or method of the present invention is primarily for transporting container cargo, a passenger container of the present invention can be included in the system and method with the capability to move people between terminals. A passenger container of the present invention preferably includes interior seats and expansive windows; is tall enough to allow passengers to comfortably walk about inside; and can be carried around the terminal by an AGV or other suitable terminal end cargo transportation vehicle. A passenger container preferably has an outer shape that approximates an FEU, or a TEU, including clamp points around the top for the gantries to secure.
A passenger station preferably is located at each terminal as part of a passenger container system, allowing people to embark/debark without the very short time constraints associated with cargo load/unload zones. Once an outgoing passenger container is ready to depart and all passengers are securely restrained, an AGV, or other suitable terminal end cargo transport vehicle, is preferably placed into a departing/on-loading queue by a control tower. From there, the passenger container can be treated just like a cargo container, lifted by a gantry and loaded onto a waiting pod or vehicle, including individual container vehicles or pods or train vehicles or pods, at the transportation line. The gantry preferably lifts the passenger container no higher than necessary to safely move the container between a pod or vehicle and AGV, and sensors can ensure that gantry clamps are secured before lifting, as with shipping containers. Once securely on the pod or vehicle, the passenger container can depart the terminal in accordance with the next loading phase time interval, e.g., a 20-second to 45-second loading phase. Passenger container travel can be simultaneous in both directions or staggered, and the departure intervals are preferably managed by the control tower.
One or more preferred embodiments of the system and method of the present invention include a refrigeration continuation system, sometimes referred to herein as WickedHyper Chill. Preferably a refrigeration system of the present invention ensures that refrigerated shipping containers have access to electrical power during transport on a transportation line or track or Hyperrail™ line or track, if necessary. Refrigerated containers, sometimes referred to herein as reefers, preferably are stored at terminals on reefer racks, which can be metal storage racks designed to hold multiple reefers connected to electrical supply while awaiting transshipment. Once designated to move, the electrical supply preferably is manually disconnected for safety reasons, but disconnection can also be automated if desired. If it is determined that it is allowable for the reefer to travel without access to electrical power, based on the temperature sensitivity of the contents and/or the length of the transshipment time, then the reefer preferably is loaded onto an AGV, or other suitable terminal end cargo transportation vehicle, and is placed into the a load queue by a control tower operator.
If powered refrigeration is needed throughout the transshipment time, a battery pack preferably can be secured to the top of the reefer in a manner that does not interfere with the gantry clamps, and an electrical cable can be extended from the battery pack to the appropriate electrical socket. Once the reefer arrives at its next terminal and has immediate access to a different source of electrical power (e.g., a train or another reefer rack) the battery pack can be disconnected, e.g., manually, and removed from the reefer. In one or more embodiments of the system and method, battery packs preferably are stored and recharged near reefer racks at a port support system, the transportation line and/or at a hub support system.
In one or more preferred embodiments of a cargo transportation system and method of the present invention, a pod or vehicle is provided for about every 20 seconds of a transportation line or track.
In one or more preferred embodiments of a cargo transportation system and method of the present invention, a pod or vehicle is provided for about every 20 to 50 seconds of a transportation line or track.
In one or more preferred embodiments of the present invention an average speed of a pod or vehicle traveling along a transportation line or track is about 75 to 100 mph (33.528 to 44.704 meters per second).
In one or more preferred embodiments of the present invention an average speed of a pod or vehicle traveling along a transportation line or track is about 60 to 200 mph (26.823 to 89.408 meters per second).
In one or more preferred embodiments, a cargo transportation system of the present invention includes 50 vehicles or pods that can carry one to two cargo containers, wherein some of said pods are in use and some of said pods are undergoing maintenance or recharging.
In one or more preferred embodiments, a cargo transportation system of the present invention includes multiple trainsets of vehicles or pods that can each carry, e.g., 10, 18, or 20 cargo containers, wherein some of said pods are in use and some of said pods are undergoing maintenance or recharging. The number of trainsets can be determined by the transient time between terminal locations and the cargo container capacity of the trainset.
In one or more preferred embodiments, a cargo transportation system of the present invention includes a desired amount of pods or vehicles, e.g., between about 10 and 200, and possibly more or less depending on client demands of the system and/or capacity of the system.
In one or more preferred embodiments, a cargo transportation system of the present invention includes 10 to 100 vehicles or pods, wherein some vehicles or pods are in use and some vehicles or pods are undergoing maintenance or recharging.
In one or more preferred embodiments, a cargo transportation system of the present invention includes 180 to 200 vehicles or pods, wherein some vehicles or pods are in use and some vehicles or pods are undergoing maintenance or recharging.
In one or more preferred embodiments, a cargo transportation system of the present invention includes 20 to 120 vehicles or pods, wherein some vehicles or pods are in use and some vehicles pods are undergoing maintenance or recharging.
In one or more preferred embodiments, a cargo transportation system of the present invention includes multi-vehicle trainsets, each consisting of powered end-vehicles and interior cargo vehicles. Such trainsets can be configured to carry, e.g., 10, 18, or 20 FEU cargo containers, with each powered end-vehicle carrying a single FEU container and each interior cargo vehicle carrying two FEU containers.
In one or more preferred embodiments, a cargo transportation system of the present invention includes a desired amount of pods or vehicles such that the system can transport up to 20,160 TEUs per day between a port support system and an inland support system, or between a first desired terminal and a second desired terminal, assuming the system is operating at 70% of maximum capacity.
In one or more preferred embodiments, a cargo transportation system of the present invention includes a desired amount of pods or vehicles such that the system can transport up to about 22,000 shipping containers per day between a port support system and an inland support system, or between a first desired terminal and a second desired terminal, assuming the system is operating at 70% of maximum capacity.
In one or more preferred embodiments, a cargo transportation system of the present invention includes a desired amount of pods or vehicles such that the system can transport about 10,000 to 40,000 shipping containers per day between a port support system and an inland support system, or between a first desired terminal and a second desired terminal, assuming the system is operating at 70% of maximum capacity, e.g., depending on the size of the shipping containers.
In a one or more preferred embodiments a cargo transportation system of the present invention can be adapted to include a desired amount of pods or vehicles such that the system can transport a desired amount of FEUs or TEUs or other sized shipping containers per day between a port support system and an inland support system, or between a first desired terminal and a second desired terminal, depending on client demands on the system and/or desired capacity of the system.
In one or more preferred embodiments, a transfer vehicle at a terminal end can be an AGV and driverless. In other embodiments, a transfer vehicle can be a transfer vehicle that can have a driver that can drive or monitor while transferring containers.
In one or more preferred embodiments, loading/unloading of a pod or vehicle with a shipping container can be performed in 40 seconds to 20 minutes.
In one or more preferred embodiments, loading/unloading of a pod or vehicle with a shipping container can be performed in 40 seconds to 10 minutes.
In one or more preferred embodiments, loading/unloading of a pod or vehicle with a shipping container can be performed in 2 minutes to 10 minutes.
In one or more preferred embodiments, the system of the present invention includes:
i. WickedHyper Load™—a system for on/off-loading of containers from Hyperrail™ transport vehicles or pods, including a switch track, automated cranes with clamp sensors, synchronization software, automated guidance vehicle (AGV) or gondola movement;
ii. WickedHyper Port™—a port configuration for Hyperrail™ cargo terminal, including WickedHyper Load™, inbound/outbound warehouses and/or automated shelving systems, such as BoxBay, freight forwarding control system, WickedHyper Bus™, power plant, maintenance facility (WickedHyper Fix™);
iii. WickedHyper Rail™—a railyard configuration for Hyperrail™ cargo terminal, which includes WickedHyper Load™, WickedHyper Bus™, power plant, WickedHyper Fix™;
iv. WickedHyperHub™—a distribution center configuration for a Hyperrail™ cargo terminal, which includes WickedHyper Load™, WickedHyper Bus™, power plant, WickedHyper Fix™;
v. WickedHyper Turn™—a device enabling cargo Hyperrail™ pods to make sharp turns, which includes trestle/turntable, control software, power station;
vi. WickedHyper Fix™—a maintenance facility for Hyperrail™ transport pods or vehicles, which preferably includes a system of exit/entry, critical parts storage, diagnostics, indoor repair structure, and can also include charging stations when pods are battery-operated, wherein the exit/entry system can be an extension of the switch track at the end of the WickedHyper Load™ system, and wherein rather than returning to be uploaded, the pod or vehicle can instead be directed to continue through to the maintenance/recharging facility.
vii. WickedHyper Bus™—a passenger movement system on the container cargo line, including a passenger station at each terminal;
viii. WickedHyper Chill™—a system for handling refrigerated/frozen cargo, including placement of reefer racks, possible automated or manual system for electrical hookup on Hyperrail™ pods, and wherein the system assesses need for power hookup based on contents, allowable temperature variance, and length of time; and
ix. WickedHyperShim™—a Hyperrail™ support column assembly design that foresees ground settlement and allows for adjustment (shim insertion) rather than column replacement.
For a further understanding of the nature, objects, and advantages of the present invention, reference should be had to the following detailed description, read in conjunction with the following drawings, wherein like reference numerals denote like elements and wherein:
In the various preferred embodiments, the size of the pods or vehicles for traveling along a transportation line 83 can be different. For example, in
“Hyperrail™” is used herein and in the drawings with regard to a transportation mode and system that combines some of the emerging technologies of hyperloop with those of both monorail and traditional rail, reflected in an on-demand movement of individual vehicles or pods 47 (see, e.g.,
A pod or vehicle 47 preferably is designed to carry fully-loaded shipping containers 48, e.g., a standard FEU (40-Forty foot (12.19 m) Equivalent Unit) or two TEUs (20-Twenty foot (6.096 m) Equivalent Units) per vehicle or pod 47, the total which can weigh around 35 tons (31,751.5 kg), for example, and including the capacity to transport refrigerated units. A shipping container 48 can be secured in vehicle or pod 47 with fitted recesses that hold the container firmly, for example. A shipping container 48, e.g., a 30-ton (27,215.5 kg) container, sitting in a recessed fitting is very secure.
A trainset pod or vehicle 101 preferably is designed to carry 10 fully-loaded shipping containers 48, e.g., 10 standard FEUs (40-Forty foot (12.19 m) Equivalent Unit) or twenty standard TEUs (20-Twenty foot (6.096 m) Equivalent Units) per trainset vehicle or pod 101, the total which can weigh around 350 tons (317,515 kg), for example, and including the capacity to transport refrigerated units. A shipping container 48 can be secured in a trainset vehicle or pod 101 with fitted recesses that hold the container firmly, for example.
A pod or vehicle 121 preferably is designed to carry 2 fully-loaded shipping containers 48, e.g., 2 standard FEUs (40-Forty foot (12.19 m) Equivalent Unit) or 4 standard TEUs (20-Twenty foot (6.096 m) Equivalent Units) per vehicle or pod 121, the total which can weigh around 70 tons (63,502.9 kg), for example, and including the capacity to transport refrigerated units. A shipping container 48 can be secured in a vehicle or pod 121 with fitted recesses that hold the container firmly, for example.
Although trainsets, pods or vehicles that can carry 1 FEU/2TEUs, 2 FEUs/4TEUs, or 10 FEUs/20TEUs are shown in the figures, it should be understood that a trainset, pod or vehicle can be used in one or more preferred embodiments of the present invention that can carry other desired numbers of shipping containers, e.g., trainsets, pods or vehicles that can carry 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13,14, 15, 16, 17, 18, 19, 20 or more as desired can be used in one or more preferred embodiments. It should also be understood that containers of other sizes than a standard FEU or TEU can also be used in the various embodiments of the present invention. Preferably a multiple-container trainset, pod or vehicle is of a size that still allows terminal ends to have a smaller footprint than what is required for a full-size traditional train that can be over one mile long (1.609 kilometer (km)), for example. Preferably a terminal end can have a footprint of 4 to 6 acres (16,187.4 to 24, 281.1 square m).
A trainset, vehicle or pod 47, 101, 121 is preferably automated and equipped with driverless technology that can be controlled by an operations tower or control tower 18 that can incorporate digital freight-forwarding software that can “call” shipping containers (e.g., tagged by RFID or similar identification methods) forward to be moved from one terminal of the transportation line to another terminal, e.g., at a remote location, e.g., 200 miles (321.87 km) away. Preferably a trainset, pod or vehicle 47, 101, 121 is electric and can be propelled along a transportation line 83 via magnetic levitation, linear propulsion, or wheeled movement. A trainset, vehicle or pod 47, 101, 121 can also be adapted for full or part operational control by a driver in a trainset, vehicle or pod 47, 101, 121.
A transportation line 83 can be of the type as shown in
Preferably in one or more embodiments of the system and method of the present invention trainsets, pods or vehicles 47, 101, 121 are dispatched as rapidly as needed from a control tower 18. One rate-determining factor for dispatch rates will be the speed at which shipping containers can be loaded/off-loaded at each end or terminal of a transportation line 83. Dispatch rates are also influenced by the number and speed of crane systems available in a load/unload zone, including ship-to-shore cranes 141 (see
In a preferred embodiment of a container system and method of the present invention, one pod or vehicle 47 can be dispatched in each direction (e.g., for a two-track system) about every 20 seconds. If a pod or vehicle 47 is dispatched in each direction every 20 seconds, this enables a total movement of 6.3 million TEU shipping containers, annually, assuming 24-hour/365-day operation. Comparatively, it would require 36 double-stacked 120-car trains per day to achieve the same volume over a 365-day period.
In embodiments of the system and method of the present invention including a series of individual vehicles or pods 47 or 121, rather than long trains of connected freight cars, the space requirements to load/unload the pods or vehicles 47 or 121 is a fraction of that needed for a lengthy rail segment of the prior art, when a train is used to move cargo containers from a port to an inland location for example. A terminal end that uses pods or vehicles 47, 121 can have a footprint of about 3 to 5 acres (12,140.6 to 20,234.3 square m). A 120-car train, for example can be more than a mile (1.609 km) long and a port incorporating a rail yard can require 20 to 40 acres (80,937 to 161,874 square m), depending on the number of track sidings. The trucking component that would be needed to transport an equivalent amount of cargo—about 8,640 trucks every day of the year—also presents significant stresses on limited port resources, especially the requirement for port gates, road wear and tear, and traffic management both in and around the port. The carbon footprint of such truck traffic is detrimental to the environment.
When trainset vehicles or pods 101 are used that can carry more than 2 FEUs, e.g., 10 FEU cargo containers, for example, a terminal end can be larger than what is needed with pods 47 or 121, but the footprint is still much smaller than what is needed for a 120-car traditional railway train. A terminal end that uses trainset pods or vehicles 101 that can carry 10 to 20 FEUs can have a footprint of about 4 to 6 acres (16,187.4 to 24, 281.1 square m). A terminal end that uses trainset pods or vehicles 101 that can carry 10 to 20 FEUs can also have a footprint of about 3.8 to 6 acres (15,378.1 to 24,281.1 square m). It is also possible that a terminal end that uses trainset pods or vehicles 101 that can carry 10 to 20 FEUs with 10 to 20 container wagons or wells can also have a footprint of about to 3 to 6 acres (12,140.6 to 24,281.1 square m).
In one or more preferred embodiments, the system and method of the present invention includes various elements beyond the actual propulsion system, track, electrical source, vehicle, and point-to-point vehicle controls (i.e., acceleration/deceleration, braking). In one or more preferred embodiments, the system and method include: (1) a first terminal facility with a land area of about 3 to 6 acres (12,140.6 to 24,281.1 square m). Having a load/unload zone, a maintenance zone, a recharge zone, a refrigeration zone, a storage zone, and a passenger zone; (2) a second terminal facility with a land area of about 3 to 6 acres (12,140.6 to 24,281.1 square m) having a load/unload zone, a maintenance zone, a recharge zone, a refrigeration zone, a storage zone, and a passenger zone; (3) a transportation line extending between the first terminal facility and the second terminal facility on which vehicles carrying passenger or cargo containers can be transported to or from the first and second terminal facilities. In one or more embodiments a vehicle with a passenger container can be on the transportation line at the same time as another vehicle with a cargo container. In these embodiments, pods or vehicles 47, 121 can be utilized in the system and method, or pods or vehicles that can carry 1 to 2 FEU cargo containers.
In one or more preferred embodiments, the system and method of the present invention includes various elements beyond the actual propulsion system, track, electrical source, vehicle, and point-to-point vehicle controls (i.e., acceleration/deceleration, braking). In one or more preferred embodiments the system and method include: (1) a first terminal facility with a land area of about 3.8 to 6 acres (15,378.1 to 24,281.1 square m) having a load/unload zone, a maintenance zone, a recharge zone, a refrigeration zone, a storage zone, and a passenger zone; (2) a second terminal facility with a land area of about 3.8 to 6 acres (15,378.1 to 24,281.1 square m) having a load/unload zone, a maintenance zone, a recharge zone, a refrigeration zone, a storage zone, and a passenger zone; (3) a transportation line extending between the first terminal facility and the second terminal facility on which vehicles carrying passenger or cargo containers can be transported to or from the first and second terminal facilities. In one or more embodiments, a vehicle with a passenger container can be on the transportation line at the same time as another vehicle with a cargo container. In these embodiments, trainsets, pods or vehicles 47, 101, and 121 can be utilized in the system and method.
A preferred embodiment of load/unload zone 58 for a transportation system and method utilizing pods or vehicles 47 is depicted in
A pod 47 traveling on line 11 carrying a cargo container 48 can be unloaded at a loading dock which can include a gantry 13 set up at inbound line 11, which preferably is automated. A close-up, partial view of a gantry 13 is shown in
An empty pod 47 on outbound line 12 can be loaded with a desired cargo container 48 at another loading dock having a gantry 13 set up for an outbound line 12. A desired cargo container 48 can be removed from automated shelving system 19, which can be an inbound shelving system, loaded onto an AGV 14, and automatically advanced to gantry 13 at outbound line 12 via a crane 46. After said cargo container 48 is loaded on outbound line 12, pod 47 can be automatically advanced on outbound line 12 to another transportation terminal. The automated shelving system is preferably digitally connected to software that controls the freight-forwarding system and the control tower can dictate which containers to remove from the automated shelving system.
A gate 50 preferably is provided before and/or after a gantry 13. A gate 50 can also be provided at switch 35 locations. Sensors 81 can be included in an inbound line 11 and outbound line 12 prior to a gate 50. When a pod 47 passes over a sensor 81, it can be programmed to brake and/or stop and/or accelerate depending on the signal received from the sensor. A pod 47 can be programmed to automatically slow down/stop prior to a gate 50 when a gate 50 is closed based on a signal received from a sensor 81 in line 11 or 12. A pod or vehicle 47 can also be programmed to accelerate when a gate opens based on a signal received from a sensor 82 in line 11 or 12.
Twenty second Phases for the method of
Phase 1—Gates open
Phase 2
A passenger container or bus 17 can also be placed on an AGV 14 and automatically moved to a passenger station 16.
A control tower 18 can be included near a passenger station 16, or at another desired location at the terminal facility. A control tower 18 can be manned with personnel to send instructions to a pod 47, AGV 14, gate 50, and/or automated shelving system 19 or 20, which can be included as part of the software controlling a pod 47, AGV 14, gate 50 and/or shelving system 19, 20.
An AGV 14 can also move from gantry 13 at inbound line 11 in the direction of arrow/line 29 to a maintenance/recharge facility 15 or to a passenger station 16. A passenger bus 17 can be loaded onto an empty AGV 14 at passenger station 16. A passenger bus can be the same or similar to the sizing of a FEU or TEU, or another desired size.
From passenger station 16 an AGV 14 can move in the direction of arrow/line 30 to gantry 13 on outbound line 12. At gantry 13 at outbound line 12, a container 48 or passenger bus 17 can be loaded onto a pod or vehicle 47 on outbound line 12. From gantry 13 at outbound line 12, an empty AGV 14 can move in the direction of arrow 31 to shelving system 19, which can be an inland bound shelving system, for example, and pick up a cargo container 48 which can then be moved in the direction of arrow 33 to gantry 13 at outbound line 12 for loading on a pod 47 on outbound line 12. Cargo containers 48 can be moved on AGVs 14 from ships/barges 21, 23 on a river or body of water 22 to shelving system 19, e.g., in the direction of line 34, for example, for subsequent movement to pods 47 on outbound line 12. If desired, an AGV 14 carrying a container 48 received from automated shelving system 19 can also be delivered to a ship 21 or 23, e.g., via line 32 for example. Automated shelving systems 19, 20 can also be warehouses or other storage facilities if desired.
The lines and/or routes of travel depicted in
In viewing the figures, it should be understood that an inbound line 11 at a port support system 65 in
Any desired numbers of bays 79 and/or 52 can be included in a maintenance facility 15 of the type depicted in
Entry/exit of pods or vehicles into/out of the maintenance zone or facility preferably is controlled manually to ensure safe and efficient introduction/extraction. In other embodiments, entry/exit of pods or vehicles into/out of the maintenance zone or facility can be automated or partially automated with some manual or human oversight.
A turntable 54 can be adapted to accommodate different sizes of pods, vehicles or trainsets 47, 101, 121 depending on which types of pods, vehicles or trainsets 47, 101, 121, e.g., how long they are based on how many cargo containers they carry, are used in the system and method.
AGVs 14 transporting passenger buses 17 can be programmed at a control tower 18 to proceed to a passenger station 16 from an inbound gantry 13 at line 11 or to move from a passenger station 16 to an outbound gantry 13 (or gantry at line 12. Passenger buses 17 can be designated for movement from a passenger station 16 every 30 minutes for example, or based on any desired time intervals.
An outbound passenger bus 17 can debark from a passenger station 16 and be moved by an AGV 14 to an onload gantry 2 (see
An inbound passenger bus 17 on a pod, vehicle of trainset 47, 101, 121 on line 11 and also be moved from pod, vehicle or trainset 47, 101, 121 on line 11 to an AGV 14 via a crane 46 at an offload gantry 1 at line 11. Said AGV 14 can then transport the passenger bus 17 to passenger station 16 or to another desired location at the terminal station 10, 100, 120, 130. For example, gate 50 on inbound line 11 can open with a pod, vehicle or trainset 47, 101, 121 that is carrying a passenger bus 17 moving forward to the offload gantry 13 at line 11. The gantry 13 can secure the passenger bus 17 with crane 46 and lift and transfer passenger bus 17 to an AGV 14 which can then transfer passenger bus 17 to a passenger station 16 for unloading.
In
A trainset 101 can travel along a transportation line 83 in a same or similar manner as a pod or vehicle 47. To enable savings on cost and space, preferably the number of gantries 13 provided at inbound and outbound lines 11, 12 corresponds to the number of containers 48 carried on a trainset 101. For example, preferably 10 gantries 13 with cranes 46 are included at a load/unload zone 110 with a trainset 101 that can transport 10 to 20 containers 48 as shown in
A load/unload zone 110 designed to accommodate trainsets 101 that can carry 10 FEU containers can be about 500 feet (152.4 m) long by 140 feet (42.67 m) wide, e.g., for loading and unloading a trainset 101 carrying 10 FEU containers 48. A total land area for a terminal end 100 can preferably be about 3.8 acres (15,378.1 square m). A total land area for a terminal end 100 that accommodates trainsets 101 can also be about 4 to 5 acres 16,187.4 to 20,234.3 square m), which still has a significantly smaller footprint than a traditional rail yard that accommodates trains that can be a mile (1.609 km) long, for example, needing 20 to 40 acres (80,937 to 161,874 square m).
In phase 3, trainset 101A departs and gantries 13 are moved to be positioned along outbound line 12 to repeat the cycle and conduct phase 1, unloading of trainset 101B on line 12 and phase 2, loading of trainset 101B on line 12. In another phase 3 trainset 101B departs and gantries 13 can be moved back to be positioned along line 11. If gantries 13 are included along both lines 11 and 12, phases 1 and 2 can be conducted at the same time for both a trainset 101A and a trainset 101B.
In
A passenger station 108 of a combined passenger/maintenance zone 109 can be similar to a passenger station 16 with an area for passengers to wait and space to accommodate a passenger container or bus 17. A maintenance zone 113 can be similar to a maintenance facility 15 as shown in
Referring now to
In
In the embodiment(s) as shown in
In one or more preferred embodiments the WickedHyper loading/unloading and maintenance facility at a terminal end has a footprint of about 3 to 6 acres (12,140.6 to 24,281.1 square m). Terminal ends can also have larger footprints if desired or land area is available. The entire WickedHyper™ system at a terminal end, which the AGV paths to and from the ship-to-shore cranes, has a footprint of about 16-19 acres (64,749.7-76,890.3 square meters).
As shown and described herein, included in one or more preferred embodiments of the cargo container transportation system and method, are solutions for loading/unloading shipping containers at Hyperrail™ terminals (ports, rail yards, distribution centers), maintaining/recharging Hyperrail™ vehicles and automated guidance vehicles, negotiating tight right-of-way scenarios, enabling passenger transportation on the Hyperrail™ line, forecasting/alleviating ground settlement effects, and maximizing efficiency for refrigerated container movement. Preferred embodiments of the system and method of the present invention blends automated and human operations to ensure the highest degrees of safety and efficiency.
The following is a list of parts and materials suitable for use in the present invention:
101A
101B
All measurements disclosed herein are at standard temperature and pressure, at sea level on Earth, unless indicated otherwise. All materials used or intended to be used in a human being are biocompatible, unless indicated otherwise.
The foregoing embodiments are presented by way of example only; the scope of the present invention is to be limited only by the following claims.
Priority to and/or the benefit of U.S. Provisional Patent Application Ser. No. 63/019,811, filed on 4 May 2020, and U.S. Provisional Patent Application Ser. No. 62/953,336, filed on 24 Dec. 2019 is hereby claimed and each of which is hereby incorporated herein by reference.
| Number | Date | Country | |
|---|---|---|---|
| 63019811 | May 2020 | US | |
| 62953336 | Dec 2019 | US |
