COLLAPSIBLE INTERMODAL CONTAINER

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the priority benefit of U.S. Provisional Patent Application No. 63/632,185, filed Apr. 10, 2024, which is hereby incorporated by reference in its entirety.

FIELD OF THE PRESENT DISCLOSURE

The present disclosure relates generally to shipping containers and, more specifically, to a collapsible intermodal container for enhancing the efficiency and sustainability of cargo transportation within the intermodal transport system.

BACKGROUND

The field of cargo transportation has long relied on intermodal containers as a standardized solution for the efficient transfer of goods across various modes of transportation, including ships, trains, and trucks. These containers, designed to be robust and secure, facilitate the seamless movement of cargo globally, ensuring that goods can be transported over long distances without the need for unloading and reloading at each transfer point. Intermodal shipping containers have been pivotal in transforming the global supply chain since their inception in the 1950s. These steel containers have revolutionized the transportation and storage of goods, offering a durable solution that eliminates the need for additional protective packaging. They enable the seamless movement of vast quantities of products across oceans, railways, and highways, ensuring secure stacking and attachment during transit.

Despite their widespread utility, the use of intermodal containers presents several challenges, particularly when dealing with the transportation of empty containers. The imbalance in trade flows often results in a significant number of containers being transported empty to their next point of use, resulting in approximately one-third of all containers traveling empty at any given time, leading to inefficiencies in logistics operations. This inefficiency leads to an annual expenditure of over $20 billion on repositioning empty containers, which not only undermines economic efficiency but also exacerbates environmental issues. The movement of these empty containers significantly contributes to carbon emissions, thereby aggravating climate change concerns. Additionally, the accumulation of unused containers in ports and storage facilities poses problems for space utilization and environmental degradation.

Conventional solutions to address the issue of transporting empty containers have included strategies such as repositioning, leasing, and storage. Repositioning involves the movement of empty containers to locations where they are needed, while leasing allows for the temporary use of containers by third parties. Storage solutions, on the other hand, focus on minimizing the footprint of empty containers at ports and container depots. These approaches aim to mitigate the logistical challenges and economic costs associated with the imbalance in container usage. However, these known solutions come with their own set of limitations. Repositioning and leasing often require complex logistics coordination and can still result in significant transportation costs. Storage solutions, while helpful in managing space at ports and depots, do not address the fundamental issue of inefficiency in transporting empty containers. Furthermore, these conventional methods do not adequately tackle the environmental concerns associated with the carbon footprint of moving empty containers over long distances.

In light of the limitations of existing solutions, there is a need for an approach to the design and use of intermodal containers that may address the inefficiencies associated with transporting and storing empty containers. The present disclosure seeks to fulfill this need by introducing a collapsible intermodal container that combines the features of traditional containers with enhanced functionality to significantly reduce the volume of the container when empty.

SUMMARY

The present disclosure provides a collapsible intermodal container that significantly enhances the efficiency of cargo transportation by reducing the volume of empty containers by up to 75%. The collapsible intermodal container of the present disclosure is equipped with a folding mechanism that enables it to transition between an erected state for transporting goods and a collapsed state for efficient repositioning when empty. These collapsible intermodal containers are designed to be folded or collapsed when empty, substantially reducing their volume and facilitating more cost-effective and efficient transportation back to their origin or next loading point. These collapsible intermodal containers directly address the logistical and environmental problems associated with the transportation and storage of empty containers.

The collapsible intermodal container of the present disclosure includes a roof and a floor, and a plurality of side panels configured to be hingedly connected to the roof and/or the floor. The side panels are configured to be arranged in a deployed position, where the side panels are extending perpendicularly to the roof/floor to define a volume for the container, or a stowed position where the side panels are folded parallel to the roof/floor. The collapsible intermodal container includes locking mechanisms at each corner of the side panels to secure the side panels in the deployed position with the roof/floor, and release the side panels to facilitate folding into the stowed position. The construction of the collapsible intermodal container is such that it maintains compatibility with existing handling equipment and intermodal transport systems, ensuring seamless integration into current logistics operations.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of example embodiments of the present disclosure, reference is now made to the following descriptions taken in connection with the accompanying drawings in which:

FIG. 1A illustrates a diagrammatic perspective view of the collapsible intermodal container with each side having a single side panel and the side panels in erected positions thereof, in accordance with a first embodiment;

FIG. 1B depicts the collapsible intermodal container with the side panels being moved to partially stowed positions thereof, in accordance with the first embodiment;

FIG. 1C depicts the collapsible intermodal container with the side panels in the stowed positions thereof, in accordance with the first embodiment;

FIG. 2A illustrates a diagrammatic perspective view of the collapsible intermodal container with each side having a double side panel and the side panels in erected positions thereof, in accordance with a second embodiment;

FIG. 2B depicts the collapsible intermodal container with the side panels being moved to partially stowed positions thereof, in accordance with the second embodiment;

FIG. 2C depicts the collapsible intermodal container with the side panels in the stowed positions thereof, in accordance with the second embodiment;

FIG. 3A depicts the collapsible intermodal container with the doors being moved to the stowed positions thereof, in accordance with one or more embodiments of the present disclosure;

FIG. 3B depicts the collapsible intermodal container with the doors in the stowed positions thereof, in accordance with one or more embodiments of the present disclosure;

FIG. 3C depicts the collapsible intermodal container with a roof in the stowed position thereof, in accordance with one or more embodiments of the present disclosure;

FIG. 4 depicts the collapsible intermodal container in a collapsed state thereof, in accordance with the first embodiment;

FIG. 5 depicts the collapsible intermodal container in a collapsed state thereof, in accordance with the second embodiment;

FIG. 6A illustrates a stacked configuration having one collapsible intermodal container in the collapsed state thereof, in accordance with one or more embodiments of the present disclosure;

FIG. 6B illustrates a stacked configuration having two collapsible intermodal containers in the collapsed states thereof stacked on top of each other, in accordance with one or more embodiments of the present disclosure;

FIG. 6C illustrates a stacked configuration having three collapsible intermodal containers in the collapsed states thereof stacked on top of each other, in accordance with one or more embodiments of the present disclosure;

FIG. 6D illustrates a stacked configuration having four collapsible intermodal containers in the collapsed states thereof stacked on top of each other, in accordance with one or more embodiments of the present disclosure;

FIG. 7 illustrates a standardized crane I-beam assembly engaged with the collapsible intermodal container in preparation for a collapsing sequence, in accordance with one or more embodiments of the present disclosure;

FIG. 8 illustrates a robotic jig assembly engaged with the collapsible intermodal container in preparation for a collapsing sequence, in accordance with one or more embodiments of the present disclosure;

FIG. 9A illustrates a high cube intermodal container accommodating a single layer stack of four collapsed intermodal containers, in accordance with one or more embodiments of the present disclosure;

FIG. 9B illustrates a side view of the high cube intermodal container, in accordance with one or more embodiments of the present disclosure;

FIG. 9C illustrates the process of enclosing the stack of collapsed intermodal containers within a high cube specialized intermodal container, in accordance with one or more embodiments of the present disclosure;

FIG. 10A illustrates a customized intermodal container configured for structural use, in accordance with one or more embodiments of the present disclosure;

FIG. 10B illustrates the customized intermodal container in a partial collapse sequence, in accordance with one or more embodiments of the present disclosure;

FIG. 10C illustrates the customized intermodal container in a further advanced stage of collapse, in accordance with one or more embodiments of the present disclosure;

FIG. 10D illustrates the customized intermodal container in a fully collapsed state, ready for stacking and transportation, in accordance with one or more embodiments of the present disclosure;

FIG. 10E illustrates a stack of customized intermodal containers in a collapsed state, in accordance with one or more embodiments of the present disclosure; and

FIG. 10F illustrates a custom transport trailer configured to move a stack of collapsed customized intermodal containers, demonstrating integration of the container with specialized transportation equipment, in accordance with one or more embodiments of the present disclosure.

DETAILED DESCRIPTION

In the following detailed description, reference is made to the accompanying drawings which form a part hereof wherein like numerals designate like parts throughout, and in which is shown by way of illustration examples that may be practiced. It is to be understood that other examples may be utilized and structural or logical changes may be made without departing from the scope of the present disclosure. Therefore, the following detailed description is not to be taken in a limiting sense, and the scope of examples is defined by the appended claims and their equivalents.

Aspects of the disclosure are disclosed in the accompanying description. Alternate examples of the present disclosure and their equivalents may be devised without parting from the spirit or scope of the present disclosure. It should be noted that like elements disclosed below are indicated by like reference numbers in the drawings.

Various operations may be described as multiple discrete actions or operations in turn, in a manner that is most helpful in understanding the claimed subject matter. However, the order of description should not be construed as to imply that these operations are necessarily order dependent. In particular, these operations may not be performed in the order of presentation. Operations described may be performed in a different order than the described example. Various additional operations may be performed and/or described operations may be omitted in additional examples.

For the purposes of the present disclosure, the phrase “A and/or B” means (A), (B), or (A and B). For the purposes of the present disclosure, the phrase “A, B, and/or C” means (A), (B), (C), (A and B), (A and C), (B and C), or (A, B and C).

The description may use the phrases “in an example,” or “in examples,” which may each refer to one or more of the same or different examples. Furthermore, the terms “comprising,” “including,” “having,” and the like, as used with respect to examples of the present disclosure, are synonymous.

Referring now to FIG. 1A, illustrated is a perspective view of a collapsible intermodal container 100 (hereinafter, sometimes, referred to as “container 100” without any limitations), in accordance with a first embodiment of the present disclosure. Collapsible intermodal container 100 may be configured to transition between a deployed state for use in transportation or storage, and a collapsed state for more efficient handling and repositioning when not in use. In FIG. 1A, collapsible intermodal container 100 is depicted in the deployed state, ready for use in transportation or storage, and showing the foundational structure and design that characterizes the solution for cargo transportation and storage. Collapsible intermodal container 100 may include multiple interconnected components that collectively form a secure and adaptable enclosure suitable for a wide range of cargo types.

As illustrated in FIG. 1A, collapsible intermodal container 100 includes a roof 102 and a floor 104. Roof 102 spans an entire top surface of collapsible intermodal container 100, providing structural integrity and protection from the external environment. Floor 104 constitutes the base of container 100, and may be configured to support the weight of the cargo while being compatible with the collapsing mechanism that characterizes collapsible intermodal container 100. Collapsible intermodal container 100 may also include a plurality of side panels 106. Side panels 106 of collapsible intermodal container 100 may be hingedly attached to both roof 102 and floor 104. Collapsible intermodal container 100 may further include doors 108 located at one or both ends, which facilitate access to an interior space of container 100 for loading and unloading of cargo. In keeping with the collapsible nature of container 100, in one or more embodiments, doors 108 are hingedly connected to floor 104. In yet other embodiments, doors 108 may be hingedly connected to roof 102. This way doors 108 are integrated into the design such that they complement the folding action of side panels 106, ensuring that container 100 retains a compact form when collapsed.

Collapsible intermodal container 100 may further include locking mechanisms 110 which are employed to secure side panels 106 in their erected position, thereby ensuring that container 100 maintains its structural form during transport. As shown, each side panels 106 may include four locking mechanisms 110, with each of the four locking mechanisms 110 being arranged along one of the four corners of side panels 106. Thereby, locking mechanisms 110 may lock side panels 106 against one of roof 102 or floor 104 when in the erected position thereof. In a non-limiting example, locking mechanisms 110 may be in the form of a mechanical latch or the like. Locking mechanisms 110 may be strategically placed and designed to be easily disengaged when container 100 is to be collapsed, thereby contributing to the ease and efficiency of the transition process.

In the present embodiments, collapsible intermodal container 100 may provide a modular architecture. Collapsible intermodal container 100 may be manufactured in a range of container lengths, enabling the production of units including 5′, 10′, 20′, 40′, 45′, or 53′ lengths, catering to diverse logistical needs. Collapsible intermodal container 100 may be constructed with roof 102 and floor 104, both adhering to the stringent dimensional standards established for high cube and standard intermodal containers. Roof 102 may be fabricated from materials such as steel, aluminum, or a composite, chosen for their strength and durability. The construction of roof 102 aligns with industry standards, ensuring that container 100 can be integrated into the existing transportation infrastructure without necessitating alterations to handling equipment. Similarly, floor 104 may be fabricated from materials that provide both resilience and support, including steel, aluminum, or a composite. In some examples, the surface of floor 104 may be enhanced with a finish of wood, bamboo, or an alternative composite material, which may enhance structural integrity of floor 104 and may offer additional benefits such as improved grip or resistance to wear.

Further, side panels 106 may be fabricated from a selection of steel, aluminum, or a composite material, thereby providing the flexibility needed for different cargo requirements and operational scenarios. In one or more versions, side panels 106 may take the form of a single side panel on each side. Doors 108 may take the form of a roll-up assembly or a standard hinged double door assembly, allowing for versatility in cargo loading and unloading operations. Doors 108 may be fabricated from materials, such as steel, aluminum, or composite materials, which ensure that doors 108 secure the cargo during transit and provide durability over many cycles of use. Locking mechanisms 110 may be constructed from resilient materials such as steel, aluminum, or advanced composites. Locking mechanisms 110 may be strategically located at each corner, functioning as pivotal points for securing side panels 106 in place or releasing side panels 106 during the collapsing sequence.

In the deployed state of collapsible intermodal container 100, side panels 106 may be locked in the erected position, extending vertically to form the sidewalls of container 100 and defining a protective enclosure for the cargo within container 100 (as shown in FIG. 1A). When container 100 is not in use, the hinged connections of side panels 106 may allow for a transition to their respective stowed positions, in which side panels 106 may be folded down towards floor 104, or up towards roof 102, depending on the design of the collapsible mechanism, to dispose collapsible intermodal container 100 in the collapsed state thereof. It may be appreciated that the hinged attachments (not shown) for side panels 106 may be designed to be robust to withstand the rigors of cargo transport, yet flexible enough to allow for transitioning the panels 106 between its two positions.

As discussed, collapsible intermodal container 100 may be engineered with a distinct structural composition that enables it to alternate between the deployed state, suitable for traditional cargo transportation needs, and the collapsed state that significantly reduces its storage footprint. For this purpose, collapsible intermodal container 100 may be divided into two primary assemblies, an upper assembly UA which includes roof 102 and side panels 106, and a lower assembly LA, which includes floor 104 and doors 108 (as better illustrated in FIG. 3B). In yet other embodiments, upper assembly UA may include roof 102 and doors 108 while lower assembly LA may include floor 104 and side panels 106. Again, as better shown in FIG. 3B, the two primary assemblies are integrated through the use of threaded rods assemblies 112 (hereinafter, sometimes, simply referred to as “rods 112” without any limitations). Rods 112 may function as a frame for collapsible intermodal container 100, maintaining the spatial relationship between roof 102 and floor 104, and as pivotal connectors that facilitate the transformation of collapsible intermodal container 100 from one state to another. During the erect sequence, rods 112 extend, pulling upper assembly UA away from lower assembly LA to deploy container 100 to its full height and volume. Conversely, in the collapse sequence, rods 112 retract, drawing upper assembly UA downward towards lower assembly LA, thereby collapsing the container for more efficient repositioning or storage when not in active use.

FIGS. 1B and 1C depict collapsible intermodal container 100, as per the first embodiment of the present disclosure, in different stages of the collapsing process. In FIG. 1, container 100 is shown with side panels 106 transitioning from the erected state to a partially stowed position. For this purpose, locking mechanisms 110 are disengaged, allowing side panels 106 to start their inward folding. In particular, the disengagement of locking mechanisms 110 allows side panels 106 to pivot upwards towards roof 102. In FIG. 1C, the transition progresses as side panels 106 are further collapsed, now laying almost flat against roof 102, to be disposed in the stowed positions thereof. This marks the transitional phase where container 100 begins to reduce its overall height and volume, to be eventually disposed in the collapsed state thereof.

In some embodiments, collapsible intermodal container 100 of the present disclosure may include a variety of sensors, such as GPS and telematics, to provide real-time tracking and monitoring capabilities. These sensors are integrated into container 100, enhancing the functionality and security of the cargo transportation process. Collapsible intermodal container 100 may further incorporate seals made from composite rubber or other water-tight materials to ensure that all joints and interfaces remain impervious to the elements, maintaining the integrity of the cargo within.

In some embodiments, locking mechanisms 110 may include a multi-stage locking feature that allows for partial engagement of side panels 106 in an intermediate position between the fully deployed and fully stowed positions, thereby enabling variable configurations of internal volume of container 100. In some examples, locking mechanisms 110 may be actuated by a centralized control system, which enables simultaneous release or engagement of all locking mechanisms 110 to transition container 100 between the deployed and collapsed states. Further, a safety mechanism may be integrated with locking mechanisms 110, preventing unintended release of side panels 106 when container 100 is in the deployed state.

In some embodiments, the hinged connections associated with side panels 106 may include a damping system to moderate the speed of folding and unfolding of side panels 106, enhancing operational safety and control. Container 100 may also incorporate indicator means associated with locking mechanisms 110, providing a visual or auditory signal indicative of the locked or unlocked status of each side panel 106. Further, container 100 may include integrated guide tracks for directing the movement of side panels 106 from the erected position to the stowed position, ensuring a smooth and guided transition. Furthermore, container 100 may incorporate an alignment system with side panels 106, ensuring precise positioning of side panels 106 in the deployed position for secure locking and sealing.

Referring to FIG. 2A, illustrated is a second embodiment of a collapsible intermodal container 200, in accordance with the present disclosure, where each side of container 200 features a double-panel configuration. Collapsible intermodal container 200 of the second embodiment shares the fundamental structural features and functionalities with container 100 of the first embodiment, and may be characterized by the double-panel side construction. The descriptions of collapsible intermodal container 100 (as per the first embodiment) in reference to FIGS. 1A-1C apply generally to collapsible intermodal container 200 of the second embodiment as well, encompassing the use of hinged connections, locking mechanisms, and threaded rod assemblies that facilitate the transformation between erected and collapsed states.

As illustrated in FIG. 2A, collapsible intermodal container 200, similar to collapsible intermodal container 100, includes a roof 202 and a floor 204. Roof 202 and floor 204, similar to the first embodiment, adhere to the established standard dimensions for high cube or standard intermodal containers and are constructed from durable materials like steel, aluminum, or composites. Particularly, in the second embodiment, each side of container 200 includes an upper side panel 206a and a lower side panel 206b which are hingedly connected to roof 202 and floor 204, respectively, of collapsible intermodal container 200. Further, collapsible intermodal container 200 includes doors 208, which can be implemented as either roll-up assemblies or standard hinged double door assemblies at one or both ends of container 200 (similar to collapsible intermodal container 100).

In the second embodiment, the double-panel configuration on each side offers enhanced flexibility in the collapsing process. Lower side panel 206b may be designed to fold inward first, followed by upper side panel 206a, optimizing the collapsibility of container 200. This may also help container 200 to support the stowed/folded components, while maintaining a low profile when in the collapsed state. To support such double-panel configuration, container 200 includes locking mechanisms 210 which are positioned at the corner of container 200 (as in the first embodiment), and, in addition, may also be located along a length of each side panel, i.e., upper side panel 206a and lower side panel 206b. Locking mechanisms 210 may ensure that upper side panel 206a and lower side panel 206b remain fixed in the erected position (vertical orientation) necessary for container 200 to fulfill its cargo-carrying function, and providing a stable structure when container 200 is in the deployed state.

FIGS. 2B and 2C illustrate subsequent stages of the collapsing process for the second embodiment of collapsible intermodal container 200, having the double-panel side configuration. In FIG. 2B, container 200 is depicted with the lower side panels 206b still in the erect position, while at least one of upper side panels 206a is transitioning to its stowed position. FIG. 2C depicts container 200 with upper side panels 206a and lower side panels 206b folded down to lie parallel or near-parallel to roof 202 and floor 204, respectively. Side panels 206a, 206b in this configuration highlight a first stage for transition of container 200 to its collapsed state. As discussed, in such collapsed state, the volume of container 200 is minimized, for efficient storage and transport when not in service. It may be understood that the rods (not visible in FIG. 2B or FIG. 2C) provide structural support when container 200 is erect and allow for the compact folding necessary in the collapsed state by retracting, facilitating and maintaining the collapsed form of container 200.

In the foregoing specification, a detailed description has been set forth primarily in relation to container 100 of the first embodiment, providing an expansive overview of structural components, mechanisms, and functional capabilities of container 100. It should be appreciated, however, that the teachings and principles detailed therein are equally applicable to container 200 of the second embodiment, as contemplated within the present disclosure. The second embodiment, with its distinctive double-panel configuration, generally embodies the same inventive concepts and technical innovations as the first embodiment, adapted to include the additional features and functionalities presented by upper side panels 206a and lower side panels 206b. The implementation of features such as the hinged connections, locking mechanisms, and threaded rod assemblies in container 200 of the second embodiment aligns with the described mechanisms and operations of container 100, without departing from the spirit and the scope of the present disclosure.

Referring now to FIGS. 3A-3C, illustrated are further stages involved in transitioning collapsible intermodal container 100 to its collapsed state. In FIG. 3A, collapsible intermodal container 100, as per the first embodiment, is shown in an advanced stage of the collapsing sequence (continuing from the stage of FIG. 1C), where the side panels 106 are fully folded towards roof 102. Here, locking mechanisms 110 have been disengaged, allowing side panels 106 to move past the perpendicular erected position and towards a parallel alignment with roof 102. Further, doors 108 are being folded or stowed positions against floor 104 using their hinged mechanisms. In FIG. 3B, container 100 is depicted with side panels 106 and doors 108 being completely stowed. In such stage, upper assembly UA, specifically, roof 102 is supported by rods 112. In FIG. 3C, rods 112, which during the deployed state of container 100 provided the necessary tension to maintain structural integrity, are now fully retracted, compacting container 100 to its minimized configuration. In this collapsed state, container 100 occupies a substantially reduced footprint, optimizing it for transport or storage when empty.

Referring to FIG. 4, shown is collapsible intermodal container 100 of the first embodiment in the fully collapsed state thereof. Container 100 is shown with side panels 106, roof 102, and floor 104 compactly folded into a flattened profile, signifying minimized volume of container 100 for efficient handling and storage. In this state, side panels 106 are folded downward and rest parallel to roof 102, which in conjunction with floor 104, defines the minimized profile of container 100. Locking mechanisms 110, which may have been disengaged for disposing side panels 106 and doors 108 in the stowed positions, may now be re-engaged to secure the compact, flattened structure that is efficient for storage or repositioning. Locking mechanisms 110 may be engaged in their respective stowage positions, securing panels 106 in alignment with roof 102 and floor 104. This fully collapsed configuration may be achieved through the precise interaction of components of container 100, highlighting the efficient use of space and the potential for reduced logistic costs when container 100 is not in active use.

Referring to FIG. 5, shown is collapsible intermodal container 200 of the second embodiment in the fully collapsed state thereof. Herein, container 200, featuring the double-panel configuration, has upper side panels 206a disposed in the stowed positions that parallels roof 202, and, optionally, lower side panels 206b forming a sidewall for the components housed inside. Similar to the first embodiment, container 200 achieves a significantly reduced footprint when not in use, while maintaining the structural integrity for transportation. The design of container 200 allows for a versatile and adaptable solution to shipping inefficiencies, providing an eco-friendly and cost-effective option for the transportation industry.

Referring now to FIGS. 6A-6D, illustrated are stacked configurations 600A-600D, respectively, of collapsible intermodal containers 100. FIG. 6A illustrates a stacked configuration 600A with a single collapsible intermodal container 100 in a fully collapsed state, consistent with the configurations described in one or more embodiments of the present disclosure. FIG. 6B illustrates a stacked configuration 600B in which two collapsible intermodal containers 100, each in their collapsed state, are positioned one on top of the other. FIG. 6C illustrates a stacked configuration 600C in which three collapsible intermodal containers 100 in the collapsed state are stacked atop one another. FIG. 6D illustrates a stacked configuration 600D in which four collapsible intermodal containers 100, each in the collapsed state, are stacked one on top of the other. The stacked configurations 600A-600D show how multiple containers 100 may be neatly and securely stacked, with their respective roofs 102 and floors 104 aligned to maintain a unified, stable structure. Each container 100 may maintain its compact form, with the threaded rod assemblies (not shown) and locking mechanisms 110 retaining side panels 106 in their collapsed positions. The stacked configurations 600A-600D demonstrate significant space-saving potential of container(s) 100 when not in use.

In the present embodiments, collapsible intermodal containers 100 (or even collapsible intermodal containers 200) may be stacked as a single unit, two stack, three stack or four stack. Collapsible intermodal containers 100 may be stacked to standard and/or high cube intermodal containers during storage and transport. It may be noted that a four-stack of collapsed intermodal containers 100 with double-hinged doors 108 may generally fit within the standard dimensions of an existing intermodal container. Further, a three-stack of collapsed intermodal containers 100 with roll-up doors 108 may generally fit within the standard dimensions of an existing intermodal container. Furthermore, a three or a four-stack of collapsed intermodal containers 100 may be stored and transported within a 45′ high cube specialized intermodal container in select use cases.

FIG. 7 illustrates standardized equipment 700, specifically a crane I-beam assembly, to facilitate a collapsing process for collapsible intermodal container 100. Crane I-beam assembly 700 may include a frame 702, with a lift assembly 704 supporting an I-beam 706. Frame 702 may serve as the primary support structure, from which lift assembly 704 extends, designed to maneuver I-beam 706 into position above container 100. I-beam 706 may include four inter-box connector locks 706a-706d positioned at each end to align with and securely attach to the corresponding corners of roof 102 of container 100. Locks 706a-706d may be specifically designed to engage with structural elements of container 100. To initiate the collapse of container 100, inter-box connector locks 706a-706d may first securely latch onto roof 102. Once engaged, locking mechanisms 110 of container 100 may be disengaged. This step effectively releases side panels 106 from their erected position, allowing the subsequent steps of the collapsing process to be carried out safely and efficiently. The use of crane I-beam assembly 700 allows for support of container 100 during the collapsing process, and permits the collapsing process to be conducted effectively (without need for significant manual intervention). Such crane I-beam assembly 700 being a standard equipment may commonly be found in shipping yards and container terminals. The design of container 100 may ensure that said container 100 can be collapsed without the need for specialized or custom apparatus, and thus may be easily integrated into existing logistics operations.

FIG. 8 illustrates a robotic jig assembly 800 to facilitate a collapsing process for collapsible intermodal container 100. Robotic jig assembly 800 may include a base 802 that provides a stable platform for the operation, supporting a framework 804 that houses the robotic components responsible for manipulating container 100 during the collapsing process. Robotic jig assembly 800 may also include a robotic arm 806 positioned within framework 804 and equipped with connectors for engaging with roof 102 and side panels 106 of container 100. Robotic arm 806 may be programmed to carry out the sequence of movements required to collapse container 100 in a controlled and automated manner. Robotic arm 806 may employ various operational mechanisms such as linear actuators, guides, or other automated systems capable of securing container 100 in place, managing the precise movement of robotic arm 806, and synchronizing the disengagement of locking mechanisms 110 of container 100.

During operation, a container handler, forklift, or other standardized equipment (not shown) may be utilized to load collapsible intermodal container 100 into robotic jig assembly 800 from the side to rest on base 802. Robotic arm 806 may then extend to attach to roof 102 and side panels 106 of container 100. Robotic arm 806 may then disengage locking mechanisms 110, and then methodically lower side panels 106 to their stowed positions. Robotic arm 806 may then further lower doors 108 to their stowed positions. Finally, robotic arm 806 brings roof 102 down to be disposed directly above floor 104 of container 100. Robotic arm 806 may further re-engage locking mechanisms 110 to secure the collapsed state of container 100. In this process, base 802 may ensure that container 100 remains immobile during this process, while framework 804 may provide the structural support necessary to withstand the forces exerted during the collapsing operation. This automated system of robotic jig assembly 800 may provide a highly efficient method for preparing collapsible intermodal container 100 for storage or transport, minimizing the need for manual labor and enhancing safety of the collapsing process for collapsible intermodal container 100.

FIGS. 9A-9C illustrate a storage and transportation solution using a high cube intermodal container (as generally represented by reference numeral 900) for collapsible intermodal containers 100. Herein, as shown in FIG. 9A, four collapsed containers 100 of standard 40′ height are organized into a single stack within a specialized 45′ high cube intermodal container 900. Specialized container 900 may include a flat rack 902 designed to support stacked containers 100. Collapsed containers 100 may be oriented such that they rest on their sides, rotated 90 degrees from their standard upright position, optimizing the spatial utilization within high cube container 900. FIG. 9B illustrates a side view of the 45′ high cube specialized intermodal container 900, revealing the alignment and arrangement of four collapsed containers 100. This depicts the efficient packing method and the space-conserving benefits achieved by the 90-degree rotation of each container 100, allowing the full enclosure of the stack within high cube container 900. FIG. 9C further depicts the sequence of enclosing the collapsed container stack by using a cover assembly 904 of high cube container 900 being lowered over the stack on flat rack 902. Once in position, cover assembly 904 may be secured to flat rack 902, enveloping collapsed containers 100 and creating a singular, streamlined module for storage or transport.

Referring now to FIGS. 10A to 10F, a series of illustrations are provided to depict transformative flexibility of the collapsible intermodal container being implemented as a container structure (represented by reference numeral 1000). Such container structure 1000 may be tailored for multifunctional use beyond cargo transport, as part of the present disclosure. In FIG. 10A, container structure 1000 is displayed in an erected state, demonstrating its capacity as a temporary or semi-permanent structure, which can be efficiently repurposed from a storage unit to an operational space. Container structure 1000 may stands with its side panels 1006 and roof 1002 fully deployed, exemplifying its potential as a modular building block for various structural applications beyond traditional cargo transport.

FIG. 10B illustrates container structure 1000 in a transitional state, with side panels 1006 partially collapsed towards a floor assembly 1004, indicating the first step in the transformation from a structural unit back to a compact, transportable form. FIG. 10C illustrates container structure 1000 further along the collapse sequence, with both side panels 1006 and doors 1008 folded down and closely paralleling floor 1004, demonstrating the near-completion of the collapsing process and the significant space-saving advantage it offers. FIG. 10D illustrates container structure 1000 in a fully collapsed state, highlighting its flattened profile and readiness for storage or transport, highlighting its adaptability and efficient design. FIG. 10E illustrates a four-stack configuration of collapsed container structures 1000 (designated by reference numeral 1010), which highlights stacking capability and optimal vertical space usage of container structures 1000, representing a solution for mass storage or transport of these modular units. FIG. 10F illustrates collapsed containers 1010 being transported using a custom transport trailer 1020, tailored to accommodate stacked container structure 1010. This transportation setup exemplifies the specialized handling and mobility that the design of container structure 1000 permits, providing an innovative approach to relocating modular structures securely and efficiently.

The present disclosure describes the design and use case for a collapsible intermodal container that significantly enhances the efficiency and sustainability of cargo transportation. Collapsible containers offer a sustainable solution by significantly diminishing the carbon footprint associated with repositioning empty units. By enabling the movement of more empty containers in a single trip, they reduce the need for additional journeys, cutting down fuel consumption and greenhouse gas emissions. Furthermore, these containers alleviate congestion in critical supply chain nodes by occupying less space when not in use, thereby improving space utilization in ports and storage areas and reducing environmental degradation. The development and adoption of collapsible containers represent a proactive approach towards enhancing the sustainability of the global shipping industry. As these technologies evolve and gain wider acceptance, they promise to play a crucial role in balancing operational needs with environmental stewardship, paving the way for a more sustainable future in global logistics. This ongoing effort to minimize waste and promote environmental responsibility reflects the industry's commitment to addressing the pressing challenges of our time.

Historically, the use of intermodal containers has been primarily focused on the transportation of goods. However, the concept of collapsibility introduces a new dimension of utility for these containers, extending their application beyond mere transportation to include storage and structural uses. Collapsible containers, by virtue of their ability to be folded or collapsed into a more compact form when not in use, present a novel solution to common challenges faced in logistics, storage, and infrastructure development. The collapsible intermodal container of the present disclosure may be utilized for the following applications: freight transportation, storage, temporary structures, modular structures. Further, the collapsible intermodal container of the present disclosure is able to sustain transport on the following intermodal methods: truck, chassis, truck and chassis, rail, ship/vessel/barge, airplane. It may be appreciated that the collapsible intermodal container may utilize specialized equipment to collapse but does not require specialized equipment to collapse; however, the collapsible intermodal container may collapse utilizing standard maritime or rail equipment in place today.

Collapsible intermodal containers can revolutionize storage solutions by offering flexible, space-saving options. In scenarios where space is at a premium, such as urban warehousing and temporary storage needs at construction sites, collapsible containers can be easily expanded to full size for substantial storage capacity and collapsed to minimize space when not in use. This adaptability makes them an ideal choice for fluctuating storage requirements, reducing the need for permanent structures and allowing for more efficient use of available space. Moreover, their portability and ease of assembly and disassembly facilitate quick setup and relocation, catering to temporary or seasonal storage demands across various industries. Beyond storage, collapsible intermodal containers have the potential to be repurposed for structural applications. Their robust design and materials make them suitable for conversion into temporary or permanent facilities, such as pop-up retail spaces, offices, and emergency housing. The collapsibility feature adds a layer of versatility, allowing for the structures to be easily dismantled, transported, and reassembled as needed. This capability is particularly valuable in disaster relief efforts, where rapid deployment and reconfiguration of shelter and operational bases are critical. Additionally, the use of collapsible containers in architectural projects can contribute to sustainable development practices by promoting the reuse and repurposing of existing materials, reducing waste and the demand for new construction materials.

The innovative folding mechanisms of the container allow for easy collapse when empty, reducing its volume by up to 75%. The collapse feature addresses the longstanding issue of transporting empty containers by minimizing the required space, thereby optimizing cargo vessel, train, and truck load capacities. Constructed from either steel or advanced lightweight materials, the container maintains structural integrity and durability, ensuring the safety and security of the cargo during transit. The design is compatible with existing handling equipment and intermodal transport systems, facilitating seamless integration into current logistics operations. By reducing the carbon footprint associated with empty container repositioning and maximizing the utilization of transport vehicles, this collapsible container represents a significant advancement in the field of sustainable logistics.

The following examples relate to various non-exhaustive ways in which the teachings herein may be combined or applied. It should be understood that the following examples are not intended to restrict the coverage of any claims that may be presented at any time in this application or in subsequent filings of this application. No disclaimer is intended. The following examples are being provided for nothing more than merely illustrative purposes. It is contemplated that the various teachings herein may be arranged and applied in numerous other ways. It is also contemplated that some variations may omit certain features referred to in the below examples. Therefore, none of the aspects or features referred to below should be deemed critical unless otherwise explicitly indicated as such at a later date by the inventors or by a successor in interest to the inventors. If any claims are presented in this application or in subsequent filings related to this application that include additional features beyond those referred to below, those additional features shall not be presumed to have been added for any reason relating to patentability.

Example 1

A collapsible intermodal container comprising: a roof forming a top surface of the container; a floor forming a bottom surface of the container; a plurality of side panels hingedly attachable to both the roof and the floor, wherein each side panel of the plurality of side panels includes four corners; and a plurality of door panels hingedly attachable to either the roof or the floor; wherein each side panel of the plurality of side panels includes four locking mechanisms located at each corner and wherein each locking mechanism of the four locking mechanisms are configurable to be in a locked orientation to place each said side panel in a locked orientation and to be in an unlocked orientation to place each said side panel in a collapsible orientation.

Example 2

The collapsible intermodal container of Example 1, wherein said roof is fabricated from steel, aluminum, a composite material, or combinations thereof.

Example 3

The collapsible intermodal container of Example 1, wherein said floor is fabricated from steel, aluminum, a composite material, or combinations thereof.

Example 4

The collapsible intermodal container of Example 1, wherein each side panel of the plurality of side panels is fabricated from steel, aluminum, a composite material, or combinations thereof.

Example 5

The collapsible intermodal container of Example 1, wherein each door panel of the plurality of door panels is fabricated from steel, aluminum, a composite material, or combinations thereof.

Example 6

The collapsible intermodal container of Example 1, wherein each door panel of the plurality of door panels is a roll-up door assembly or a hinged double door assembly.

Example 7

The collapsible intermodal container of Example 1, wherein the roof and the plurality of side panels form an upper assembly secured together by a plurality of upper assembly threaded rod assemblies.

Example 8

The collapsible intermodal container of Example 7, wherein the floor and the plurality of door panels form a lower assembly secured together by a plurality of lower assembly threaded rod assemblies.

Example 9

The collapsible intermodal container of Example 8, wherein when each locking mechanism of the four locking mechanisms are configured in the locked orientation, the plurality of upper assembly threaded rod assemblies and the plurality of lower assembly threaded rod assemblies are in a locked orientation.

Example 10

The collapsible intermodal container of Example 9, wherein when each locking mechanism of the four locking mechanisms are configured in the unlocked orientation, the plurality of upper assembly threaded rod assemblies and the plurality of lower assembly threaded rod assemblies are transitionable to retracted orientations to draw the upper assembly downwards to the lower assembly.

It should be understood that any of the versions of containers described herein may include various other features in addition to or in lieu of those described above. By way of example only, any of the containers described herein may also include one or more of the various features disclosed in any of the various references that are incorporated by reference herein. It should also be understood that the teachings herein may be readily applied to any of the containers described in any of the other references cited herein, such that the teachings herein may be readily combined with the teachings of any of the references cited herein in numerous ways. Other types of containers into which the teachings herein may be incorporated will be apparent to those of ordinary skill in the art.

It should also be understood that any ranges of values referred to herein should be read to include the upper and lower boundaries of such ranges. For instance, a range expressed as ranging “between approximately 1.0 inches and approximately 1.5 inches” should be read to include approximately 1.0 inches and approximately 1.5 inches, in addition to including the values between those upper and lower boundaries.

It should be appreciated that any patent, publication, or other disclosure material, in whole or in part, that is said to be incorporated by reference herein is incorporated herein only to the extent that the incorporated material does not conflict with existing definitions, statements, or other disclosure material set forth in this disclosure. As such, and to the extent necessary, the disclosure as explicitly set forth herein supersedes any conflicting material incorporated herein by reference. Any material, or portion thereof, that is said to be incorporated by reference herein, but which conflicts with existing definitions, statements, or other disclosure material set forth herein will only be incorporated to the extent that no conflict arises between that incorporated material and the existing disclosure material.

Having shown and described various versions of the present invention, further adaptations of the methods and systems described herein may be accomplished by appropriate modifications by one of ordinary skill in the art without departing from the scope of the present invention. Several such potential modifications have been mentioned, and others will be apparent to those skilled in the art. For instance, the examples, versions, geometrics, materials, dimensions, ratios, steps, and the like discussed above are illustrative and are not required. Accordingly, the scope of the present invention should be considered in terms of the following claims and is understood not to be limited to the details of structure and operation shown and described in the specification and drawings.