EA043104B1 - RAIL TRANSPORT SYSTEM WITH AN UNLOADING LOOP DESIGNED FOR TRANSPORTATION OF BULK CARGO - Google Patents

Description

Related application

The present application claims priority under US Provisional Application No. 62/021905, the contents of which are incorporated herein by reference in their entirety.

Technical field

The invention relates in general to a rail transport system without an internal drive, in particular to an unloading loop with corresponding components, which is part of a rail transport system for transporting bulk goods.

Prior Art

Methods, conditions and procedures for transporting bulk cargoes by conventional railroad trains, trucks, conveyor belts, cable cars or pipelines for pumping materials in the form of pulp are well known and are commonly used in various industries depending on the needs or experience of the development of a particular site. For example, in the mining and dry mix industries, bulk cargoes are transported from mine sites or mining sites to processing plants for subsequent enrichment or sorting. Trucks have been used as the preferred mode of transport for transporting bulk cargo for many years. Gradually, conventional trucks were replaced by off-road trucks, which was due to their greater efficiency in the transport of bulk cargo and increased payload. However, the use of these trucks is limited by site-specific conditions. In addition, they require large capital investments. Basic types of off-road trucks have evolved into vehicles that require very wide roads so that they can pass each other; which are not economical in ton-miles; who are limited in their ability to climb hills; which pose a danger due to possible driver errors; and which pollute the environment.

Railroad trains for the transport of bulk goods in hopper cars have been used for many years. Due to the low coefficient of friction of freely rolling iron or steel wheels on the track, trains are economical energy consumers. However, their carrying capacity is limited by the power of the propellers or locomotives. In multi-ton long trains, several movers are used, presented in the form of heavy locomotives, the mass of which determines the requirements for the weight of the rails and the ballast layer of the track. All rail tracks must be designed for the weight of propellers or locomotives with fuel, and not for the significantly lower weight of a wagon with a load. Locomotives must have sufficient mass to allow the rotating drive tire to come into contact with the fixed rail; as well as providing enough friction to allow a train of heavy loads to move back and forth. The lateral inclination of conventional trains is limited by the friction between the loaded drive wheels and the track. The wagons are separate parts of the composition, loaded in portions of bulk material one by one. Bulk cargo can be unloaded from hopper cars by opening the bottom unloading hatches or by tipping the car body over the top for unloading. Arranging wagons for loading or unloading is a time-consuming process.

Although moving from one point to another can be cost-effective, the additional cost of portion loading and unloading for shorter distances reduces the cost-effectiveness of rail transport. In a conventional railway network with one double track, only one train can be served at a time.

For many years, conveyor belts have been used to move bulk materials. There are many belt conveyor systems available to handle virtually any bulk cargo. Single belt systems with extra long belt travel require high capital costs and are subject to sudden and complete failure in the event of a belt break or break, which usually leads to a shutdown of the entire system and the release of the transported load, with the need for subsequent cleanup of the area. Belt conveyors are relatively economical, but they require constant maintenance due to the presence of many supporting bearings that require constant checking and replacement. Short belt conveyors are commonly used to move almost any dry or fixed load. Since belt conveyors are highly flexible and only useful in relatively flat terrain, they are not suitable for transporting moderately liquid slurry, as water with fine particles of material can accumulate in the recesses of the belts and overflow, creating problems associated with removal of spilled pulp.

Some bulk cargoes can be transported through pipelines when they are mixed with water to form a slurry that is pushed or pulled by a drive pump impeller in an airless or flooded environment. The size of the individual particles present in bulk cargo dictates the transport speed required to keep moving. For example, if there is

- 1 043104 particles of large size, the speed must be relatively high in order to be able to maintain the movement of the pulp due to the jumping or slipping of the largest particles in the lower part of the pipe. Since pipelines operate in a variable environment, the moving fluid with a mass of solid particles creates friction against the stationary pipe wall. The higher the speed of mass movement, the greater the friction loss on the wall surface, which requires an increase in the energy expended to compensate. Depending on the application, the bulk cargo is initially diluted with water to facilitate its movement and dewatered on the discharge side.

Also known are narrow-gauge railways for transporting bulk cargo from mines or other workings of a similar kind, described in the example of US patent No. 3332535 issued to Hubert et al. drive wheels and electric motors and is unloaded on the external loop. In yet another example, US Pat. No. 3,752,334 issued to Robinson, Jr. et al., discloses a similar narrow gauge railroad where trolleys are driven by an electric motor and drive wheels. In US patent No. 3039402 issued to Richardson (Richardson), describes a method of moving trolleys through the use of a stationary drive friction tire.

Although the above described systems and methods of transportation have certain advantages over conventional systems, they all depend to a large extent on the specific application. It is now obvious that increasing labor, energy and material costs, as well as environmental factors, dictate the need to introduce alternative transportation methods that are more labor-efficient, energy-saving, quiet, non-polluting, aesthetic and compact. In U.S. Patent Publication No. US 2003/0226470 issued to Dibble et al. titled Bulk Cargo Rail Transportation System, U.S. Patent Publication No. US 2006/0162608 to Dibble titled Bulk Cargo Light Rail Transportation System , as well as US Pat. The contents of these publications and the patent are incorporated herein by reference in their entirety. This light rail transport system is an innovative alternative to the transport systems described above, which provides for the transportation of bulk cargo using a plurality of coupled cars, each of which is open on both sides, with the exception of the first and last cars provided with end caps. The composition forms a long open chute with flexible flaps attached to each trolley that overlap the front of the trolley to prevent the cargo from spilling out during movement. The head car is equipped with four wheels and side drive plates tapering at the ends to facilitate entry into the drive station. Subsequent cars are equipped with two wheels with a rigid U-shaped hitch connecting the front of this car with the rear of the car in front. Propulsion of the train is provided by a series of suitably placed drive stations equipped with drive motors on either side of the track, which are AC motors with drive devices such as tires in frictional contact with the side drive plates. In each drive station, each drive motor is connected to an AC converter and a motion controller to change both voltage and frequency as needed. Each electric motor rotates the tire in a horizontal plane, resulting in physical contact with two side drive plates located parallel to each other on the outside of the wheels of each car. The pressure exerted on the side drive plates by these drive tires converts the rotational motion of the tires into horizontal traction. The wheels of the trolley are spaced apart, allowing for upside down operation by using a double set of rails, allowing the trolley to hang upside down when unloading. By rotating this two-track system, the turntable can be returned to normal operation. Such a system is well known in the market as a cargo handling system called Rail-Veyor™.

The flanged wheels can be positioned symmetrically with respect to the side drive plates, allowing inverted operation for unloading bulk cargo when four rails are used to grip the outer contour of the wheels. Through the use of elevated rails, the operation of the train in an inverted position can be carried out just as easily as in the normal position.

In addition, drives have been developed for such light rail systems as described in Kiuchi et al., US Pat. A lot of mobile bodies lined up in one row close to each other move along a constant route. The driving force is transmitted to one of the plurality of movable bodies located at least at one end of the lined up train. The driving force leads to

- 2 043104 movement of the movable body due to the friction force that occurs when pressure is applied to one end surface of the movable body, after which this force is transferred to the movable body by supporting the other end surface of the movable body. The driving force communication device is provided only on a part of the permanent route.

Although light rail systems, such as the Rail-Veyor™ material handling systems described above, have gained general acceptance, there is a need for a rail system equipped with an unloading loop with appropriate components that allows cars to be unloaded at a given location.

In addition, there is a need for various modular discharge loop components.

Brief summary of the invention

The present invention relates in general to a rail transport system having no internal drive, in particular to an improved rail system for transporting bulk goods. This rail transport system is characterized by improvements in its functionality, manufacturability and/or modular structure, which can help reduce the cost of system components, reduce the number of maintenance personnel and/or equipping with additional equipment. The rail transport system contains an unloading loop with appropriate components, which ensures the unloading of trolleys in a given place. A modular design of these components can be provided, facilitating the manufacture and installation of the relief loop. These components can be pre-assembled at the factory for later use at the installation site.

In one embodiment, the present invention provides a modular track section for an unloading loop of a railway system; while the specified modular section of the track contains a pair of parallel rails, which is directed to the movement of trolleys;

one or more spacers fastening together the parallel rails to reinforce and support them, and to maintain the same distance between said parallel rails and/or their shape; wherein one or more struts are made with the ability to ensure free passage between their ends of the trolleys of the composition when moving these trolleys along the rails in a standing position or in an inverted position.

In yet another embodiment of the modular section or sections of the track described briefly above, the section of the track is a modular section of the discharge loop, and a pair of parallel rails are internal rails and are characterized by the presence of a ring bend, forming at least a partial loop; while the modular section of the discharge loop further comprises a pair of parallel outer rails, characterized by the presence of a corresponding annular bend, forming at least a partial loop; while a pair of parallel outer rails is separated by a certain distance from the parallel inner rails so that the wheels of the trolleys of the composition can pass between them;

wherein the modular section of the discharge loop is characterized by an angle of the discharge loop given by the angular difference between the angle of entry into the section of the discharge loop and the angle of exit from the section of the discharge loop, and wherein the modular section of the discharge loop is characterized by an angle of the discharge loop sufficient to provide at least , partial overturning of a trolley passing through it in order to unload the contents of this trolley.

In another embodiment of the modular section or sections of the track, briefly described above, the input ends of the outer rails taper towards the end.

In yet another embodiment of the modular section or sections of the track, briefly described above, the angle of the section of the discharge loop exceeds 180°.

In yet another embodiment of the modular section or sections of the track, briefly described above, the angle of the section of the discharge loop is less than 80°.

In yet another embodiment of the modular section or sections of the track, briefly described above, the angle of the section of the discharge loop varies from 180 to 130°.

In yet another embodiment of the modular section or sections of the track, briefly described above, the entrance to the modular section of the unloading loop is located in a horizontal plane or rises relative to the ground at a certain angle.

In yet another embodiment of the modular section or sections of the track, briefly described above, the entrance to the modular section of the unloading loop rises relative to the ground at an angle of 20°.

In yet another embodiment of the modular section or sections of the track, briefly described above, the exit from the modular section of the unloading loop is located in a horizontal plane or descends to the ground at a certain angle.

In yet another embodiment of the modular section or sections of the track, briefly described above, the exit angle from the modular section of the relief loop is 150°.

In yet another embodiment of the modular section or sections of the track, briefly described above, the modular section of the relief loop further comprises extensions of a pair of outer rails connected to the output end of the parallel outer rails to extend the parallel outer rails and increase the angle of the relief loop.

In yet another embodiment of the modular track section or sections briefly described above, the braces include center braces, C-braces and/or spoke braces that reinforce and support the ring bend and maintain the ring bend dimensions and/or shape. , and/or reinforcing and supporting the inner and outer rails, and keeping the distance between said rails unchanged.

In yet another embodiment of the modular section or sections of the track, briefly described above, the section of the track is a modular exit, directing the movement of the cars of the composition in an inverted position along it; wherein the spacers are inverted spacers of the rail track, fastening together parallel rails and having essentially a U-shape, providing unhindered passage of the trolleys of the composition between the ends of the spacers in an inverted position; at the same time, one of the ends of the modular ramp is made with the possibility of connection with the outer rails of the section of the unloading loop.

In yet another embodiment of the modular track section or sections briefly described above, the track section is an inverted modular section guiding train cars to pass through it in an inverted position; wherein the struts are inverted rail track struts, fastening together parallel rails and having an essentially U-shape, providing unimpeded passage of train cars between the ends of the struts in an inverted position.

In yet another embodiment of the modular track section or sections briefly described above, the parallel rails are substantially straight and do not contain a circumferential bend.

In yet another embodiment of the modular track section or sections briefly described above, the parallel rails comprise a circumferential bend.

In yet another embodiment of the modular section or sections of the track, briefly described above, the section of the track is a modular unloading entrance, directing the movement of cars of the composition essentially in a standing position; in this case, the parallel rails are characterized by a fixed predetermined length, and the output ends of the parallel rails are made with the possibility of connection with the inner rails of the discharge loop section.

In yet another embodiment, the present invention provides a rail system comprising a modular discharge loop in the form of any of the modular sections briefly described above.

And in yet another embodiment, the present invention provides a rail system comprising an underground unloading loop for unloading train cars moving within a rail transport system; while the specified rail system contains a pair of input parallel rails to guide the movement of the trolleys of the composition in a standing position;

a pair of output parallel rails for guiding the movement of train cars in a standing position;

a section of an underground unloading loop for overturning the trolleys of the train in order to unload their contents; while the section of the underground unloading loop contains:

a pair of parallel inner rails with an annular bend forming a loop; wherein a pair of parallel inner rails communicates with a pair of input rails to ensure that the composition enters the discharge loop section from one end of the loop, and also communicates with a pair of output parallel rails at the other end of the loop; and a pair of parallel outer rails with a corresponding annular bend forming a loop; wherein the pair of parallel outer rails are spaced from the parallel inner rails so that wheels of the train cars can pass between them, and directs the movement of the wheels of the train cars moving in an inverted or substantially inverted position; and an underground chute located under the section of the unloading loop and designed to collect the unloaded contents of the train cars.

In yet another embodiment of the rail transport system described briefly above, the discharge loop section is a modular discharge loop section, briefly described above.

Brief description of the figures

In FIG. 1 is a schematic representation of one of the examples of the implementation of a rail transport system for the transport of bulk cargo;

in fig. 2 is a side view of one embodiment of a train comprising trolleys that perform their functions as part of the rail transport system shown in FIG. 1;

- 4 043104 in FIG. 3 is a plan view of one embodiment of a train comprising trolleys that perform their functions as part of the rail transport system shown in FIG. 1 (you can see an example of the implementation of the drive station);

in fig. 4 is a schematic representation of another example of the implementation of a rail transport system for the transport of bulk goods;

in fig. 5 is a schematic side view of one embodiment of an unloading loop of a railway system for unloading the contents of train cars according to one embodiment of the present invention;

in fig. 6A-6C are schematic representations of one embodiment of an underground discharge loop according to one embodiment of the present invention;

in fig. 7 is a schematic side view of one embodiment of an unloading loop of a railroad system for unloading the contents of train cars according to one embodiment of the present invention; while the diameter of the specified loop is 12 feet, and the length of the trolleys passing through it is 5 feet;

in fig. 8 is a schematic side view of one embodiment of an unloading loop of a railroad system for unloading the contents of train cars according to one embodiment of the present invention; while the diameter of the said loop is 12 feet, and the length of the cars passing through it is 6 feet;

in fig. 9 is a schematic isometric view of one example of one embodiment of a modular unloading loop, containing options for implementing an unloading entrance, a section of an unloading loop, an exit, and an inverted curved section;

in fig. 10A-10C are side, rear, and isometric views of one embodiment of a modular discharge loop section;

in fig. 11 is an isometric view of the modular section of the discharge loop shown in FIG. 10, communicating with one of the options for implementing the unloading entrance and one of the options for implementing the exit;

in fig. 12 is an isometric view of yet another embodiment of the modular discharge loop, comprising embodiments of the discharge entrance, discharge loop section, exit, and inverted curved section;

in fig. 13 is an isometric view of another embodiment of a modular unloading loop containing options for implementing an unloading entrance, a section of an unloading loop and an exit;

in fig. 14A and 14B show a rear isometric view and a front isometric view of another embodiment of a modular section of the unloading loop composed of modular components;

in fig. 15 is a side view of a modular section of the discharge loop containing the modular components shown in FIG. 14A and 14B;

in fig. 16 is an isometric view of one embodiment of a modular ramp;

in fig. 17 is an isometric view of one of the options for implementing a modular unloading entrance;

in fig. 18 is an isometric view of one embodiment of the modular inverted straight section;

in fig. 19 is an isometric view of one embodiment of a modular inverted curved section.

Detailed disclosure of the invention

The present invention will be described in more detail below in connection with the accompanying drawings, which show illustrative embodiments of its implementation. However, the claimed invention may be embodied in a wide variety of forms and should not be construed as limited to the embodiments and exemplary embodiments provided herein, nor limited to the dimensions set forth herein. Rather, the embodiments disclosed herein are presented in such a way that the description of the invention is complete and comprehensive, and that the scope of the claimed invention is conveyed to those skilled in the art through these illustrative embodiments and non-limiting examples. Any person skilled in the art will appreciate that many different forms and variations of the embodiments, embodiments, and illustrations of the present invention presented herein are possible; and that the various embodiments, embodiments, and illustrations of the present invention provided herein are not to be construed as limiting.

As initially shown in FIG. 1-3, a single track rail transport system 10 according to the teachings of the present invention comprises a track 12 with parallel rails 12a and 12b. The composition 14 contains the first, or front, or head trolley 16, equipped with front and rear wheelsets 18 and 20, performing their functions on the track 12 to ensure movement

- 5 043104 head trolley free running. In the embodiment of the present invention described herein by way of example, the composition includes additional cars, referred to as the second or rear car 22 and the intermediate or middle car 24, or a plurality of intermediate or middle cars located between the head car and the rear car. The rear car 22 and the intermediate cars 24 are provided with a front swivel or connector 26 for articulating the rear car and the intermediate cars to the cars adjoining them from the front. The rear trolley 22 and the intermediate trolleys 24 are provided with only the rear wheel pairs 20, which perform their functions on the rail track 12 to ensure that the said trolleys move freely along it. The rail track 12 may include an unloading loop section for unloading train cars 14 at a predetermined location. The discharge loop section and its components will be described in more detail below in connection with FIG. 5-19.

As shown in constant connection with FIG. 2, each of the cars is provided with a side plate 28 attached thereto. As shown in FIG. 1, 3, and 4, each of the plurality of drive stations 30 is provided with a variable frequency drive (VFD) comprising a drive bar 32 providing frictional contact with the side plate 28 and transmitting torque to each car and hence to the entire train 14. As shown in permanently linked to FIG. 3, the embodiment of the present invention described herein provides for opposing side plates 28a and 28b on each of the cars and opposing drive tires 32a and 32b. In particular, each car may be provided with fixed side plates on both sides of the car, which extend substantially along the entire length of the car and are spaced outwardly from the wheels and rails. These side plates can be arranged symmetrically with respect to the wheels and parallel to the light rails. In another arrangement, the side plates may be arranged asymmetrically with respect to the wheels. However, in this arrangement, the wheels are part of the side plates, whereby the side plate wheel assembly allows the train to move either forward or backward. The wheels can be positioned so that the train can be operated in a standing or upside down position. Each drive station 30 includes an AC converter and a controller connected to each group of drive motors so that the motors can be synchronized by changing at least one of the voltage and frequency parameters. The movement of the composition forward or backward is the result of the rotation of the tires located on both sides of the composition, in a horizontal plane, which rotate in opposite directions with the corresponding pressure of the specified rotation, ensuring minimal slippage of the side plates on the surface of the tire. In other words, both opposite tires are pushed inwards towards the center of the track. To stop the composition, the drive tires 32 are made with the additional possibility of engaging with the side plate 28 of the trolley and exerting pressure on it.

As shown herein, the head car 16 is provided with a chute 54 and opposing side plates 28a and 28b tapered in length to fit smoothly between the opposing drive station drive tires 32a and 32b. The rear car 22 is provided with a chute and opposing side plates 28a and 28b tapering along the length of the car 14 to cushion the shock as it exits the drive station 30 between the opposing drive tires 32a and 32b. The intermediate cars 24 coupled to the head car 16 and the rear car 22 by means of a shackle connection are provided with trays which line up to form a single open tray with gaps 56 between the cars. A flexible shield 58 passes through gaps 56 between cars 16, 22 and 24. Each of the cars is provided with an open tray of semicircular cross section, and when all the cars are combined or reduced into a train, a continuous rigid tray is formed for the entire length of the train. A flexible sealing flap attached near the front of the rear car overlaps the rear of the tray of the front car, but is not attached to it. The flexible shield seals the semi-circular tray much more effectively than other designs such as those described in US Pat. This shield effectively holds and hermetically closes the load carried by the train, thanks to the even distribution of the load, maintaining its tight pressure against the metal tray of the front car. The long continuous chute simplifies loading as the compound can be loaded and unloaded on the go, similar to a conveyor belt. This can be considered an advantage over a conventional bunker car or a wheel tipper car with special requirements for batch loading equipment.

As mentioned above, the track 12 may include a loop unloading section for unloading the contents of the cars of the composition 14 at a given point or location. There are several different ways to unload wagons, including side dumping and tipping dumping, for example.

An example of a tipping unloading scheme for unloading the contents of trolleys is illustrated in the schematic side view shown in FIG. 5. Cars 120 of the composition move along the rail

- 6 043104 path 123 in a standing position. The track 123 makes a loop, whereby the composition and contents of the trolleys 120 are unloaded or fall out. Loop section 128 of the rail track contains an internal track 124, which communicates with the track 123, also referred to as the unloading entrance, when connected to the unloading loop. The composition moves along the internal path 124, after which they turn over and, under the action of gravity, are directed to the external path 126 of the loop 128. The exit 129, which communicates with the external path 126, provides the exit of the composition from the loop 128. The internal path 124 ends where the composition passes to the external track 126 or exit 129 and no longer travels on the inside track 124. The unloading entrance or entrance and exit 129 are located tangentially to the loop section 128.

Discharge entrance and exit 129, which are characterized by a tangential arrangement, communicate with the loop section 128 at varying inlet and outlet angles so that they can be adjusted to the geometry of a particular technical solution implemented in a given unloading loop of the track.

Loop 128 may have an entry angle at which path 123 tangentially meets inner path 124 of loop 128 and may have an exit angle at which outer path 126 of loop 128 tangentially joins exit 129. The entry angle typically varies from zero in the horizontal plane. up to more than 20°. The exit angle can vary from zero in the horizontal plane to over 150°. It should be borne in mind that these angles can be changed based on the configuration of the system used, its location and the surface topography in the area where the unloading loop is located, as well as the power of the drive stations. Loop 128 may form a complete loop in which train cars return to a standing position prior to exiting the loop. Alternatively, the distance that the composition travels in an inverted position before returning to its original state for loading can be increased. To raise the inverted sections of the track above ground level, support extensions can be used, between which the inverted trolleys can freely pass without touching the ground surface and uneven terrain.

One embodiment of a complete loop is illustrated in connection with FIG. 6A-6C, which show an underground unloading loop designed to unload the contents of train cars. The underground unloading loop 148 includes a path 140, also referred to as an unloading entrance section, connected to the loop section 142 for turning over the cars, thereby unloading or dumping the contents of the cars into a chute 146 or other usable collection area or collection. The exit of the loop section 142 communicates with exit 144, providing the exit of the composition from the underground unloading area.

The diameter of the loop can be changed, if necessary, depending on the situation, for example, the terrain and/or the chosen length of the trolley. In some cases, it may be more efficient or appropriate to change the length of the car to match the diameter of the loop, rather than adjusting the diameter of the loop. The selected car length can be varied to optimize the cost of the entire system or to take into account the need for tight curves. The loop diameter may be 12 feet, for example, as shown in FIG. 7 and 8; however, it can accommodate trolleys of different lengths, for example, trolleys 5 feet long, as shown in Fig. 7, or 6 foot long trucks as shown in FIG. 8. Please note that the illustrated values for the diameter and length of the trolley are subject to change, and that these dimensions are only illustrative of the various possibilities and are not restrictive. As will be described in more detail below in connection with FIG. 9-19, modular tracks can be designed and pre-assembled at the factory with a given full loop or half loop diameter.

In general, each rail system scheme is a customer-specific scheme, including rail tracks and unloading loops, which are designed specifically for a specific terrain and mine layout. Each system is typically assembled outside the mine and transported to the end-use site for final assembly. If adjustments are needed to the system, it is usually transported out of the mine, adjusted and sent back to the destination, where it is finally assembled and fine-tuned until all specifications and conditions of the order are met. This requires careful design and manufacture, as well as a lot of manpower and man-hours to properly design, manufacture and adjust each system. Designing the components and sections of the discharge loop to customer specifications for each installation increases costs and extends the project timeline. The technical solution, which involves the use of modular components, simplifies the solution of these problems. To eliminate these shortcomings, as well as to reduce the time and cost of designing, manufacturing and installing the rail system or its sections, for example, the relief loop section of the rail system, a modular relief loop was designed with the appropriate components. This modular design simplifies the solution of these tasks.

One example of one embodiment of the modular discharge loop is shown schematically in FIG. 9 and 10. The modular unloading loop is designated 200 and can be used

- 7 043104 used as part of a conventional rail system, similar to those described in this document, and can also be built into an existing rail system, similar to those described in this document. As mentioned above, the unloading loop 200 is used to tip the train cars upside down, whereby their contents are unloaded at a predetermined location within the rail system connected to the track of this system. The modular discharging loop 200 includes a discharging loop section 202 coupled to the discharging gate 204 which directs standing cars into the discharging loop section 202 . At the outlet of section 202 of the discharge loop is the exit 206, which directs the movement of the composition in an inverted position, emerging from section 202 of the discharge loop. In the example shown in FIG. 9, the distance still traveled by the inverted train has been increased, and therefore a number of inverted modular tracks 210 are implemented in series with exit 206. In order for the inverted train to pass above the ground without touching its surface or objects located on it, the inverted rail tracks 210 must be elevated above ground level or a trench into which the inverted train cars enter. To this end, leg extensions 208 located under the inverted track 210 can be used to lift the inverted track 210 to allow the overturned train to pass unhindered above the ground.

A detailed view of the modular section of the discharge loop shown in FIG. 9 is shown in FIG. 10A-10C; while in FIG. 10A is a side view, FIG. 10B is a rear view, and in FIG. 10C is an isometric view.

In order to reduce the manufacturing time, cost, and manpower required to implement an unloading loop for a railway system, a modular section of the unloading loop is proposed, an example of which is shown in FIG. 9 and 10, and which is designated 202. Section 202 of the unloading loop includes a pair of parallel inner rails 214, guiding the movement of the train, which is in a standing position or in a non-reversed position relative to the loop. Opposite the inner rails 214 is a pair of parallel outer rails 216 that engage with the train and guide its movement after the train has essentially turned upside down; while the wheels of the composition will move on the outer rails 216 under the influence of gravity. Ideally, the inner and outer rails are spaced apart by a distance equal to (or slightly greater than) the diameter of the wheels of the train engaged with the track, which ensures that there is no or little runout of the wheels when they are directed along the inner rails 214, and then - along the outer rails 216.

As shown in FIG. 10A-10C, in relation to one embodiment of the present invention, the modular section 202, of the unloading loop, which can be pre-assembled and delivered to the place of use for its intended purpose, contains a pair of parallel inner rails 214, along which the wheels of the composition are guided when entering the section 202 of the unloading loops. The inner rails 214 are characterized by the presence of an annular bend in the loop or half-loop to turn train cars. After the trolleys are turned over, the wheels of the trolleys are engaged with a pair of parallel outer rails, which further guide their movement. The outer rails 212 are also characterized by the presence of a circular bend in the loop or half-loop, and are located opposite the inner rails 212 so that the outer rails can receive the wheels of the cars after they are turned over and detached from the inner rails 214. The outer rails can be characterized by a tapered front end 228, providing shockless or free entry of the wheels of the trolleys into the loop section 202.

To reinforce, support the inner and outer rails, as well as to keep the distance between said rails and their shape unchanged, a variety of spacers can be used. It should be borne in mind that for proper reinforcement, support of the inner and outer rails, as well as to maintain a constant distance between these rails, any number of spacers can be provided in any orientation, based on the calculated speed and mass of the train, as well as the mass of the intended to shipping. In the embodiment of the present invention shown in FIG. 10A-10C, a center brace 218 is provided between the inner rails. The C-brace 216 provides support for the inner and outer rails and keeps the distance between the inner and outer rails constant. Spoke struts 220 crossing the inner and outer rails at two points in the loop, and converging at one point within the loop, can be used to support the loop itself and keep the angle of the loop and the distance between the inner and outer rails unchanged.

The ends of the parallel inner rails 214 may terminate in substantially flat surfaces or flanges 222, which are the points of connection with the ends of the discharge gate rails 204. Similarly, the parallel outer rails 212 may terminate in substantially flat surfaces or flanges 224, which are the points of connection with the ends exit rails 206. Flanges or substantially flat surfaces may be provided at the ends of the inner rails 214 to provide connection to a support frame or other similar structure used as a support for the loop section 202.

- 8 043104

In the embodiment of the present invention shown in FIG. 9 and 10, the loop section 202 is a substantially 180 degree loop or half loop configured to enter and exit the relief loop section 202 in a horizontal plane. In other words, the discharge gate 204 enters the loop at a horizontal angle, and the exit 206 is also connected to the loop at a horizontal angle. It should be borne in mind, as further illustrated in FIG. 11-13 that various other angles of approach to or exit from the discharge loop 202 may be provided. For example, the discharge loop section 302 shown in FIG. 11 is characterized by an exit ramp 304 that slopes off the ground at 20° and an exit 306 that extends at 150° from the horizontal, with a corresponding discharge loop section that loops about 130°. For the purposes of this description, the size of the loop in relation to the male angle will be referred to as the relief loop angle. Due to its modular structure, the discharge loop section can be selected to match the angle of the loop to suit specific site conditions or needs. It also allows the use of modular ramps and ramps that are simply connected to the section of the ramp having the desired loop angle; at the same time, the unloading entrance and exit can be universal modular components that can be used in any sections of the unloading loop with an inclination at different angles.

The discharge loop section 402 shown in FIG. 12 is characterized by a 20° discharge ramp 404 and a horizontal ramp 406 with a corresponding discharge loop section 402 that loops about 160°.

The discharge loop section 502 shown in FIG. 13 is characterized by a horizontal discharge entrance 504 and exit 506 extending at an angle of 150°, with a corresponding discharge loop section 502 that makes a loop of approximately 150°.

It should be understood that although 180-, 160-, 150- and 130-degree relief loop sections are illustrated, the present inventors contemplate modular relief loop sections with other angles that are consistent with the essence of the claimed invention.

Another embodiment of the modular section of the discharge loop is indicated in FIG. 14A, 14B, and 15 at 600. The modular relief loop section 600 includes modular components that can be used to construct different angled relief loop sections. Here, a modular inner rail 602 is used, which can be provided with both a horizontal exit and an exit with a reduced angle due to the deviation from the outer rail 604 beyond the transition point, after which the wheels of the trolley could go to the outer rail 604, bypassing the tipping point. This option allows for situations where a horizontal exit is required to allow the car wheel to travel additional distance and an angle greater than that required to exit the discharge loop section 600 at a reduced angle.

In addition, the outer rail 604 is designed for a reduced angle exit, such as a 150 degree ramp exit; however, a modular extension of the outer rail 620 may be added to the outer rail to extend it, for example, in a horizontal direction to exit the relief loop section 600 onto a ramp in a horizontal plane. In this way, modular components can be sectionalized at the factory and then simply connected together and adjusted to suit the terrain of their end use.

Section 600 of the relief loop may contain spacers 608, 610, 612 and 614, described above, which are designed to reinforce and support the inner and outer rails, and maintain the same distance between these rails and their shape, as well as for mounting section 600 on a structural element, for example, on an A-frame. As mentioned above, the outer rails 604 may also be characterized by the presence of tapered ends 606 and spacers; while the rails may contain flanges or flat sections, providing connection with other rails, such as exit and discharge entrance or support frames or structures.

In FIG. 16 shows one embodiment of a modular ramp 700 interlocking with the outer rails of the discharge loop section, such as those described, for example, herein. The ramp 700 includes parallel rails 702 configured to guide the movement of the train in an inverted position. The rails 702 comprise reverse track braces 704, which are typically U-shaped to allow inverted cars rolling over the rails 702 of exit 700. As described above, braces 704 can be used to reinforce and support the rails, and unchanged the distance between the rails and their shape. Due to the U-shape of the spacers that hold the rails 702 together, they do not prevent the upside down cars from rolling on the rails, but allow the car to pass between their ends in an inverted position, passing under the rails 702. Connectors or mounting devices 706 can be located on the rail at suitable for connecting the rail to poles, pole extensions or mating rails or relief loop sections as required.

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Modular ramp 700 is shown flat, but may be curved if a curved ramp is practical or required based on site topology.

One embodiment of a modular dump gate 800 that connects to the inner rails of the dump loop section to guide the train into the dump loop section for subsequent tipping is shown in FIG. 17. Alternatively, the modular ramp 800 may be connected to an additional track section to guide the train along the desired route. The discharge ramp 800 includes parallel rails 802 configured to guide the movement of the train in a standing position. As described above, a center brace 804 can be used to reinforce and support the rails, as well as to maintain the distance between the rails and their shape. leg extensions or butt rails or discharge loop sections as required.

One embodiment of a modular straight inverted section 900 guiding a train in an inverted position is shown in FIG. 18. The inverted straight section 900 may be connected to an additional inverted straight section or ramp to move the inverted train an additional distance. The inverted straight section 900 includes parallel rails 902 configured to guide train movement in an inverted position. The rails 902 are held together by U-shaped struts 904, which serve to reinforce and support the rails, as well as to maintain the distance between the rails and their shape. Due to the U-shape of the spacers that hold the rails 902 together, they do not prevent the inverted car from rolling on the rails, but allow the car to pass between their ends in an inverted position, passing under the rails 902. The connecting parts or mounting devices 906 and 908 can be located on the rail at points suitable for connecting the rail to supports, support extensions or butt rails or relief loop sections as required.

Like the inverted straight section 900 described above in connection with FIG. 18, the present invention also provides a modular inverted curved section 1000, described in connection with FIG. 19. The inverted curved section 1000 may be connected to an additional inverted curved section, inverted straight section, or ramp to move the inverted train an additional distance. Curved track section 1000 includes parallel curved rails 1002 configured to guide train movement in an inverted position along a smooth curve in the form of a half-loop. The rails 1002 are held together by U-shaped struts 1006 which serve to reinforce and support the rails and to maintain the rail spacing and shape. Due to the U-shape of the spacers that hold the rails 1002 together, they do not prevent the inverted car from rolling on the rails, but allow the car to pass between their ends in an inverted position, passing under the rails 1002. suitable for connecting the rail to poles, pole extensions or mating rails or relief loop sections as required.

It should be noted that the braces, fittings and fixtures described in this document are merely illustrative of implementations of braces, fittings and fixtures that can be included in modular track sections to reinforce and support the rails while maintaining the same the distance between the rails and/or their shapes and to ensure that the sections of the track are connected to each other or to the supports or extensions of the supports. The number of spacers, fittings and mounting devices can be increased and their location changed or reoriented without departing from the spirit and scope of the present invention.

This document describes the different discharge loops with their components, which can form an integral part of the rail transport system. It should be understood that the embodiments, illustrations, and examples of the present invention are presented for illustrative purposes only to the attention of those skilled in the art, and that they should in no way be construed as being restrictive. Various changes, additions, amendments, modifications and replacements can be made to the unloading loops and their components, which are included in the scope of the present invention and corresponding to its essence.

Claims (9)

1. A modular section of track for an unloading loop of a railway system, wherein the section of the track is a modular inverted section that guides the passage of train cars through it in an inverted position, while the modular section of the track contains a pair of parallel rails along which the movement of train cars is directed; one or more spacers fastening together the parallel rails to reinforce, support or to maintain the same distance between the specified parallel rails and/or their shape, while one or more spacers have a shape that ensures the passage of the trolleys of the composition when moving these trolleys along the rails in in a standing or upside down position, wherein one or more of the struts are inverted track braces holding the parallel rails together and having a substantially U-shape to allow the cars of the upside down train to pass unhindered. 2. The modular track section of claim 1, wherein the braces further include center braces, C-braces and/or spoke braces that reinforce and support the circumferential bend and maintain the circumference and/or shape of the circumferential bend, and/ or reinforcing and supporting the inner and outer rails, and keeping the distance between said rails unchanged. 3. The modular track section of claim 1, wherein the parallel rails are substantially straight and do not contain a circumferential bend. 4. The modular track section of claim 1, wherein the parallel rails comprise an annular bend. 5. Modular track section for the unloading loop of the railway system, and the section of the track is a modular unloading entrance, directing the movement of trolleys of the composition essentially in a standing position; while the modular section of the track contains a pair of parallel rails, which is directed to the movement of the trolleys of the composition; one or more spacers fastening together parallel rails to reinforce, support, or to maintain the same distance between said parallel rails and/or their shape, while one or more spacers have a shape that ensures the passage of train cars when moving these cars along the rails in a standing position or in an inverted position, wherein the parallel rails are characterized by a fixed predetermined length, and wherein the output end of the parallel rails is configured to be connected to the inner rails of the discharge loop section component. 6. The modular track section of claim 5, wherein the braces further include center braces, C-braces, and/or spoke braces that reinforce and support the circumferential bend and maintain the dimensions and/or shape of the circumferential bend and/or distance between inner and outer rails. 7. The modular track section of claim 5, wherein the parallel rails are substantially straight and do not contain a ring bend. 8. The modular track section of claim 5, wherein the parallel rails comprise an annular bend. 9. Rail transport system containing a modular exit, consisting of any modular sections according to any of pi. 1-8.