WO2020206494A1 - A system and vehicle for transporting bulk materials - Google Patents
A system and vehicle for transporting bulk materials Download PDFInfo
- Publication number
- WO2020206494A1 WO2020206494A1 PCT/AU2020/050349 AU2020050349W WO2020206494A1 WO 2020206494 A1 WO2020206494 A1 WO 2020206494A1 AU 2020050349 W AU2020050349 W AU 2020050349W WO 2020206494 A1 WO2020206494 A1 WO 2020206494A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- wheel assemblies
- substantially enclosed
- track
- enclosed pipe
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B13/00—Other railway systems
- B61B13/10—Tunnel systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
- B61C15/04—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels by controlling wheel pressure, e.g. by movable weights or heavy parts or by magnetic devices
- B61C15/045—Specially adapted for tunnel systems vehicles, e.g. with pressure increasing arrangements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
- B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
- B61C9/42—Transmission systems in or for locomotives or motor railcars with electric motor propulsion hydraulic
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D7/00—Hopper cars
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Definitions
- the invention relates to a system and vehicles for transporting bulk materials and in a particular to a transportation system employing vehicles to convey bulk material loads over vast distances.
- the invention has been developed primarily for use as a transportation system for conveying minerals and other bulk materials and will be described hereinafter by reference to this application. However, it will be appreciated that the invention is applicable to the transportation of other items, such as goods and even people.
- a typical ore transport railway system can cost in excess of US$4,500 to US$ 8,000 per kilometre to construct due to the large volume of earthworks required to position the railway line. This is due to the limiting grade climbing ability of a traditional railway system of less than 2%. The grade climbing ability is limited by static axle load from the power units, the low friction coefficient between a steel wheel and steel track as well as environmental conditions that can result in a wet track (due to lower friction).
- Derailment can also be caused by bogie hunting (lateral oscillation or swaying motion of the wheels of the bogie), damaged rail way tracks or failed rail clips.
- bogie hunting lateral oscillation or swaying motion of the wheels of the bogie
- damaged rail way tracks or failed rail clips.
- rail maintenance inspections and corrective maintenance work must be performed frequently to retain system reliability which results in higher costs.
- a typical overland belt conveyor can continuously deliver ore between two points.
- belt conveyors are not energy efficient and require power to overcome belting over idler roller flexing, as well as idler roller rotating resistance friction losses.
- Belt conveyors also require extensive and frequent maintenance due to the many rotating components along the conveyor.
- belt conveyors are subject to belt damage that can cause expensive and extensive duration downtime.
- overland belt conveyors are expensive to construct and typically cost between US$ 6,000 to US$ 10,000 per kilometre.
- a first aspect of the invention provides a system for transporting bulk material, comprising:
- each vehicle comprises:
- one or more biasing assemblies for forcing the two wheel assemblies away from each other and into engagement with the respective opposite sides of the inner wall.
- the wheel assemblies are connected to each other by one or more moveable arms. In another embodiment, the wheel assemblies are each connected to the frame by one or more moveable arms.
- the moveable arms form a linkage arrangement to provide a suspension system for the wheel assemblies.
- the moveable arms form a linkage arrangement to provide a suspension system for the frame.
- the linkage arrangement comprises at least four arms pivotally connected together to define a substantially diamond shape.
- the linkage arrangement comprises one or more groups of four arms connected together to define substantially diamond shapes connected to each other.
- the moveable arms are adjustable to control the distance of the wheel assemblies relative to each other. In a further embodiment, the moveable arms are adjustable to control the distance of the wheel assemblies relative to the frame.
- the biasing assembly comprises an actuator that actuates movement of at least one wheel assembly relative to another wheel assembly.
- the biasing assembly comprises an actuator that actuates movement of the wheel assembly from the frame.
- the actuator is a hydraulic or pneumatic actuator.
- the biasing assembly comprises a spring.
- the biasing assembly comprises a dampener.
- the two wheel assemblies are positioned at one end of the vehicle to engage respective bottom and top sides of the inner wall. In some embodiments, the two wheel assemblies are positioned underneath and above the frame to engage respective bottom and top sides of the innerwall. In another embodiment, the two wheel assemblies are positioned on either side of the frame to respectively engage opposite sides of the inner wall. In a further embodiment, the wheel assembles are positioned at an angle to each other at each end of the vehicle. For example, the wheel assemblies at the end of one vehicle may be 45° or even 90° relative to the wheel assemblies at the end of another vehicle, such that the wheels alternate in orientation between top, bottom, left side and right side. The angle preferably varies between 30° and 90°, more preferably between 45° and 90° and most preferably between 45° and 60°.
- each vehicle comprises a drive unit for driving the vehicle along the track.
- the drive unit comprises at least one of a diesel powered, gas powered, hydraulic powered, electric powered, hybrid diesel/gas and hydraulic hydrostatic drive unit.
- adjacent vehicles are connected together to form a train.
- a movable joint connects the adjacent vehicles.
- the movable joint comprises an articulation joint that permits swaying and luffing to allow separation of the vehicles and travel around bends in the substantially enclosed pipe.
- the articulation joint is movably connected to the wheel assemblies. It is further preferred that the articulation joint is connected to the moveable arms.
- the substantially enclosed pipe comprises one or more heating elements for heating the atmosphere within the substantially enclosed pipe along the track.
- the substantially enclosed pipe comprises one or more openings for venting the displaced air as the vehicle travels within the substantially enclosed pipe along the track.
- the system comprises one or more pressurised air sources in fluid communication with the substantially enclosed pipe to deliver pressurised air within the substantially enclosed pipe along the track.
- the system comprises one or more air removal devices in fluid communication with the substantially enclosed pipe to remove air from within the substantially enclosed pipe along the track.
- each vehicle comprises a plurality of frames, wherein adjacent frames are connected together.
- each wheel assembly comprises at least two wheels. In another embodiment, each wheel assembly may comprise four or six wheels. In another embodiment, each wheel on each wheel assembly may be independently placed at an angle to the interior wall to maximise contact and traction with the inner wall.
- the track comprises a delivery run and a return run.
- one or more tracks defined by one or more pips form a closed loop track comprising a delivery run and a return run.
- a second aspect of the invention provides a vehicle for transporting bulk material within a substantially enclosed pipe, comprising:
- two of the wheel assemblies being positioned opposite each other such that the two wheel assemblies are capable of engaging opposite sides of an inner wall of the substantially enclosed pipe; and one or more biasing assemblies for forcing the two wheel assemblies away from each other and into engagement with the respective opposite sides of the inner wall.
- the second aspect may comprise one or more features of the above described embodiments of the first aspect of the invention, where applicable.
- Figure 1 is a perspective view of a system according to an embodiment of the invention.
- Figure 2 is a perspective view of a vehicle train used in the system of Figure 1 ;
- Figure 3 is a side view of a vehicle train of Figure 2;
- Figure 3A is a close up perspective view of Figure 2;
- Figure 4 is a front view of the system of Figure 1 ;
- Figure 5 is a perspective view of a section of the vehicle train of Figure 2;
- Figure 6 is a close up view of the area marked“D” in Figure 5;
- Figure 7 is a perspective view of another section of the vehicle train of Figure 2;
- Figure 8 is a close up view of the area marked“C” in Figure 7;
- Figure 9 is a close up view of the area marked“B” in Figure 7;
- Figure 10 is another perspective view of a further section of the vehicle train of Figure
- Figure 11 is a close up view of the area marked ⁇ ” in Figure 10;
- Figure 12 is a rear view of the system of Figure 1 ;
- Figure 13 is a perspective view of a pair of wheel assemblies used in the vehicle train of Figure 2;
- Figure 14 is a side view of the wheel assemblies of Figure 13;
- Figure 15 is another perspective view of the wheel assemblies of Figure 13;
- Figure 16 is a schematic diagram illustrating components of a drive system for the power car for use in the system of Figure 1 ;
- Figure 17 is a transparent perspective view of the drive system components of Figure 16 installed in the power car;
- Figure 18 is a schematic diagram illustrating the load forces that occur when the wheel assemblies in the system of Figure 1 are in use;
- Figure 19 is a schematic diagram illustrating the torque and torque forces in the wheel assemblies in Figure 18;
- Figure 20 is a perspective view of an alternative vehicle train for the system of Figure 1 ;
- Figure 21 is a perspective view of an alternative arrangement for supplying power to the power car in the system of Figure 1.
- one embodiment of the invention comprises a system 1 for transporting bulk material, like coal, iron ore, or other mineral ore, having a substantially enclosed pipe 2 forming a track 5.
- the substantially enclosed pipe 2 is supported by either support pylons 7 or sleepers 8 using isolation joints 9, depending on the terrain, to elevate the system 1 above the ground.
- the support pylons 8 and sleepers 9 may be constructed of suitable material, such as concrete.
- the system 1 also has one or more vehicles in the form of wagons 10 for moving along the track 5 within the substantially enclosed pipe 2.
- the wagons 10 are powered by a power unit in the form of a power car 15 that has in this embodiment a protective front nose 17.
- the wagons are also driven and interconnected by wheel assemblies 20, 22 to form a train 25 with the power car 15.
- An electrical conductor strip 27 is provided on either side of and along the length of an inner wall 28 of the substantially enclosed pipe 2 to provide electrical power to the power car 15 via electrical conductors 29 on either side of the power car, as best shown in Figures 1 and 4.
- the wagons 10 each have a frame 30 for bearing a load of the bulk material, and may further comprise a tray or other holding receptacle depending on the type of bulk material being transported, as best shown in Figures 7 and 10.
- the frame 30 is divided into trays 35 for carrying bulk iron ore.
- the wheel assemblies comprise a top wheel assembly 20 and a bottom wheel assembly 22, each having a support shaft that is integrated with a hydraulic hydrostatic or electric traction drive motor to form an support drive assembly 40, 42 for supporting and driving two wheels 44, 46.
- Two moveable arms in the form of links 48, 49 in this embodiment are pivotally connected to the support drive assembly 40, 42 to provide suspension for the wheel assemblies 20, 22.
- the other end of the links 48, 49 form a link joint 50, 52 to moveably connect to an interconnecting joint that in turn interconnects the wheel assemblies 20, 22 to the end of a wagon 10.
- the interconnecting joint in this embodiment is a spherical joint 55 that provides sway and luff (steering) for each wagon 10.
- a biasing assembly 56 in the form of a pair of actuatable hydraulic cylinders 58 are operable to force the top and bottom wheel assemblies 20, 22 apart and into engagement with the respective opposite top and bottom sides 60, 62 of the inner wall 28.
- the hydraulic cylinders are actuated to force the top wheel assembly 20 away from the bottom wheel assembly 22, as best shown in Figure 15.
- the vehicles have two or more wheel assemblies 20, 22 that are individually connected to the frame 30 by movable arms.
- the wheel assemblies 20, 22 are positioned underneath and above the frame 30 such that wheel assemblies are capable of respectively engaging the opposing bottom and top sides of an inner wall 38 of the substantially enclosed pipe 2.
- the vehicles may also comprise a biasing assembly for each wheel assembly 20, 22 that forces the wheel assemblies 20, 22 away from the frame 30 and into engagement with the respective opposite top and bottom sides 60, 62 of the inner wall 28.
- the moveable arms 48, 49 form a linkage arrangement that in part provides a suspension system for the wheel assemblies 20, 22 and hence the wagons 10.
- the moveable arms may be adjustable to control the force (pressure) of the wheel assemblies 20 onto the inner wall 28 to mitigate drive wheel slip.
- the linkage arrangement comprises at least four arms 48, 49 pivotally connected together to define a substantially diamond shape.
- the linkage arrangement may comprise one or more groups of four arms connected together to define substantially diamond shapes connected to each other. It will be appreciated that in other embodiments, different linkage arrangements other than the diamond shape arrangement may be used by rearranging the moveable arms into a different linkage arrangement, although the diamond shape is preferred for its efficiency and simplicity.
- the biasing assembly 56 in this embodiment comprises a pair of actuatable hydraulic cylinders 58 that actuates movement of the top wheel assembly 20 towards and away from the bottom wheel assembly 22, it will be appreciated that in other embodiments the biasing assembly may take other arrangements. For example, where the top and bottom wheel assemblies are connected above and below the frame of the wagon 10, then the biasing assembly 56 will force the top wheel assembly 20 away from the frame 30 instead of the bottom wheel assembly 22. Alternatively, the biasing assembly 56 may move both wheel assemblies 20, 22 away from the frame 30. It should also be appreciated that in other embodiments, a different type of actuator to a hydraulic cylinder may be used, such as a pneumatic actuator.
- the biasing assembly comprises a spring to provide the biasing force that moves the top wheel assembly 20 away from the bottom wheel assembly 22 or frame 30 into engagement with the inner wall 28.
- a dampener may be used with the spring to assist in controlling (dampening) movement of the wheel assemblies 20, 22.
- the biasing assembly 56 may move the bottom wheel assembly 22 away from the top wheel assembly 20 or frame 30, instead of the top wheel assembly 20 being moved relative to the bottom wheel assembly 22 or frame 30.
- the biasing assembly constantly pushes or forces the wheel assemblies 20, 22 against the inner wall 28 of the substantially enclosed pipe 2.
- This constant force strengthens the rigidity of the substantially enclosed pipe 2, reducing the number of external strengthening supports for the pipe 2 required in the system 1.
- the constant force also creates greater traction on the inner wall 28 of the pipe 2 at the opposing top and bottom sides 60, 62, resulting in less weight being placed on the wheels and confers the ability to move up higher inclines or gradients.
- This means that the pipe 2 can employ steeper inclines or gradients in the system 1 , unlike traditional railway systems.
- the upper and the lower wheel assemblies 20, 22 are exposed to an initial axle load due to controlled actuator(s) 56 or compressed springs pushing both wheel assemblies against the inner wall 28 of the pipe 2. This ensures stability of the wagons 10, travel dampening and improved traction for improved grade climbing ability, as noted above.
- This unique traction arrangement allows the system 1 to not only traverse steep terrain by using higher gradients for the pipe 2, but also to employ shorter radius bends with no risk of derailment. Consequently, there is a very low capital cost installation that could typically be less than 40% of the capital cost of an equivalent capacity traditional railway system and potentially as low as 30% of the capital cost for an equivalent capacity overland conveyor.
- the wagons 10 are connected together to form a train 25 using an articulation joint in the form of the spherical joint 55 to connect adjacent wagons.
- the spherical joint 55 restricts movement of the wagons 10 to only permit lateral swaying and vertical luffing of the vehicles. This allows separation or spacing apart of the connected vehicles 10 and travel around bends in the substantially enclosed pipe 2.
- the vehicle may comprise wheel assemblies with multiple modular vehicle bodies.
- the restricted sway only articulation joint allows the vehicle segments (vehicle bodies) to be separated and for travel along bends the pipe 2. It is contemplated that these independently operating vehicles, depending on the capacity of the system, will move at a fixed spacing apart along the track defined by the pipe 2.
- traditional autonomous wireless and GPS rail way communication systems can be employed to control the unmanned vehicles. In this way, the operation of the vehicles can be centrally controlled and the spacing between the vehicles can be adjusted as desired.
- each wheel assembly comprises at least two wheels. In another embodiment, each wheel assembly may comprise four or six wheels. In a further embodiment, each wheel has replaceable wheel rims, since this part will receive the most wear in the system 1.
- wheel assemblies 20, 22 in the preferred embodiments have been described as being positioned either at the ends of the wagons 10 or underneath and above the frame 30 of the wagons 10 to engage respective top and bottom sides 60, 62 of the inner wall 28, persons skilled in the art will recognise that the wheel assemblies 20, 22 can be located at other positions so long as they engage respective opposite sides of the inner wall 30 of the substantially enclosed pipe 2.
- the two wheel assemblies can be positioned on either side (left and right) of the frame 30 to respectively engage opposite (left and right) sides of the inner wall 28.
- the vehicle 10 may comprise individual vehicles with their own wheel assemblies 20, 22 or modular units (bodies) that are connected by the wheel assemblies 20, 22.
- the wheel assemblies 20, 22 preferably comprise a diamond shaped four linkage arm arrangement with the biasing assembly 56 (either an actuator or spring and damper assembly) forcing the upper and lower connection joints/arms of the diamond shape apart.
- a left-side upper linkage arm and left-side lower linkage arm are on the left-side of the linkage arms connected to and supporting the left-side modular vehicle body at a centralised and shared pivoting connection joint.
- a right-side upper linkage arm and right-side lower linkage arm are on the right-side of the linkage arms connected to and supporting the right-side modular vehicle body at a centralised and shared pivoting connection joint.
- Both the left-side upper linkage arm and the right-side upper linkage arm are connected to the rotating axle support bearing assembly of the upper wheelset at independent pivoting joints. Separating the wheelset pivoting joints provides stability to the wheelset.
- Both the left-side lower linkage arm and the right-side lower linkage arm are connected to the rotating axle support bearing assembly of the lower wheelset at independent pivoting joints. Separating the wheelset pivoting joints provides stability to the wheelset.
- An upper wheelset axle and corresponding lower wheelset axle are vertically opposed.
- a single or double pressure and displacement controlled hydraulic or electric actuator(s) or spring assemblies are at one end connected to the upper wheelset bearing assembly and at the other end to the lower wheelset bearing assembly.
- the actuator(s) or springs provide the separation force between the upper wheelset and lower wheelset and forces the upper and lower wheels against the internal pipe wall track.
- This wheelset separation force from the actuator(s) or springs provides a pre-set (pre tensioned) axle loading force on both wheel assemblies while supporting the adjacent vehicle bodies.
- the diamond shaped linkage arrangement flattens. This results in increased axle loading on the lower wheelset and reduced axle loading on the upper wheelset.
- This unique wheel assembly design will achieve and sustain higher axle loads on the driven wheels that will allow the vehicle to climb steeper grades while mitigating wheel slip.
- the spring(s) assembly can be fitted with inline damper(s) to dampen the wheelset and vehicle body relative motion.
- the spring(s) or hydraulic actuator(s) assembly incorporating the diamond shaped four-linkage arm arrangement act as the vehicle suspension.
- the four-linkage suspension arrangement also continuously forces the upper and lower wheelset against the pipe wall track. This reduces or eliminates wheelset bouncing, reduces vibration loading of components (motors and bearings), mitigates contact stress fatigue of the wheels and track and improves the stability and centralising of the vehicle.
- the arrows 160 indicate the hydraulic force applied by the hydraulic actuators 58
- the arrows 165 indicate the load force arising from the mass of the wagons 10 (and any cargo borne by each wagon)
- the arrows 170 indicate the load force (sum of the hydraulic force 160 and the load force 165 from the wagons 10 and any cargo) on each wheelset or wheel assembly 20, 22.
- the hydraulic actuators 58 adjust the hydraulic force 160 to ensure that the cumulative load force on the wheelset or wheel assembly 20 is sustained to prevent wheel slip and that there is sufficient wheel contact with the pipe track 5 to eliminate wheel bounce or vibration.
- Figure 17 also illustrates the torque and torque forces generated as the wagons 10 move forward as indicated by the arrow 175.
- the vehicle wheel profile is shaped to align with the pipe running surface or track profile.
- the wheel profile can be considered a rounded-tapered wheel profile and the rounded (pipe) track for the upper- and lower-wheel assembly is self-centring (self-aligning) by design (similar to a traditional tapered rail wheel on an angled rail profile).
- the running wheels body can be of a metal construction, with a lower wear resistant (softer) than the pipe material as well as a low rolling resistance metal, rubber or plastic replaceable rim to protect the pipe wall against wear.
- the softer rim will also improve the sliding (tractive) friction between the pipe track and the wheel rim for improved grade climbing traction.
- each wagon 10 comprises a drive unit in the form of the hydraulic hydrostatic or electric traction motor in the support drive assembly 40, 42 for driving the modular vehicle car along the track.
- the hydraulic motor may drive some or all of the wheel assemblies 20, 22 of the vehicle 10; most likely only some of the bottom wheel assemblies 22.
- the drive unit can be any one of a diesel powered, gas powered, hydraulic powered, electric powered, hybrid diesel/gas and hybrid hydraulic hydrostatic drive unit.
- the drive unit may be chosen to meet any necessary or preferred design requirements, and can include any one of the following:
- An Electric Traction Motor the electric traction motor is directly mounted on the axle and powered by an onboard diesel or gas generator or through an electric power transmission system (power cable or busbars) contained within the pipe structure that is in turn powered through an external static power generating plant.
- An Electric Traction Motor with reduction gearbox drives a reduction gearbox, which drives the wheels in the wheel assembly, powered by an onboard diesel or gas generator or through an electric power transmission system (power cable or busbars) contained within the pipe structure that is in turn powered through an external static power generating plant.
- a fixed speed electric motor drives a hydrostatic pump that in turn drives a hydrostatic motor that directly rotates the wheel axles.
- the electric motor can also be powered by an onboard diesel or gas generator or through an electric power transmission system (power cable or busbars) contained within the pipe structure that is in turn powered through an external static power generating plant.
- the fixed speed diesel/gas engine directly drives a hydrostatic pump, which in turn drives a hydrostatic motor that directly rotates the wheel axles.
- the vehicle will incorporate a battery bank to allow for regenerative braking (retardation) and energy conservation.
- the vehicle will incorporate low- and high-pressure hydraulic accumulators to allow for regenerative braking (retardation) and energy conservation.
- the preferred drive system will be a hybrid hydrostatic hydraulic drive system, which comprises the following:
- a unique hydrostatic double motor comprising two piston motors arranged back- to-back, the wheelset axle support spherical roller bearings will be contained within the motor housings.
- the motor housing also comprises two suspension pivot joints for the left and right suspension linkage arms as well as the pivot joint for the spring(s) or actuator(s) assembly mounting.
- a variable swashplate rotary piston hydrostatic pump connected to a fixed speed electric motor or diesel / gas engine.
- the pump flow rate will be controlled with the swash plate to deliver a variable flow rate to the hydrostatic shaft axle mounted motor.
- the variable flow rate will determine the motor speed and subsequent vehicle speed.
- the motor will also be connected to a hybrid low- and high-pressure accumulator system to absorb regenerative braking energy that can be directed back to the hydrostatic motor to provide drive energy.
- the hybrid hydraulic hydrostatic system comprises the hydrostatic motor, the variable flow hydrostatic pump, the mini oil reservoir, the low-pressure accumulator, the high-pressure accumulator, the valve manifold and the electronic control module.
- FIG. 18 An example of this hybrid drive system is illustrated in Figures 18 and 19, comprising a fixed speed electric motor 200, a Parker variable swash plate hydrostatic pump 210, a charge/conditioning pump 215, a hydraulic tank 220, oil filter 230 (in twin inline configuration as shown in Figure 19), oil cooler/conditioner 240, high and low pressure hydraulic accumulators 250 and Blackbruin hydrostatic motors 260 that drive the wheels 44, 46 of the wheel assemblies or wheelsets 20, 22.
- no electric or hydraulic mechanical disc or drum brakes will be fitted to the vehicle.
- the hydrostatic drive system and accumulators will be used to deaccelerate the vehicle. It is further contemplated that the hydrostatic hybrid drive system will also control the suspension actuators.
- the track 5 comprises a delivery run and a return run.
- the track is a closed loop track comprising a delivery run and a return run.
- a continuous loop dual pipe track is provided, comprising a dedicated loaded vehicle one-way track (defining a delivery run) and a dedicated unloaded vehicle one way track (defining a return run).
- the system therefore represents a hybrid between a traditional railway campaign ore / goods delivery system and an overland belt conveyor continuous ore delivery system.
- the system 1 can simply be increased for the same infrastructure by simply adding more vehicles travelling at a shorter interval or distance between vehicles.
- the enclosed pipe may serve as a support structure with the pipe wall used as the guided running surface or track for the wheel assemblies.
- Another advantage of the pipe 2 is that the system 1 does not have a separate rail track or running surface requiring expensive welded together rail sections and rail clips. Therefore, the system 1 reduces capital and maintenance costs. When the pipe wall is worn to a predetermined thickness, the pipe section is simply replaced without requiring any additional repair or maintenance. This is more cost effective as it results in reduced downtime for the system 1 , as well as reducing the frequency and amount of maintenance.
- An additional advantage is the pipe structure of the system, especially when elevated above the ground, protects the running surface of the track against the elements (snow, rain, dust storms, debris, rock falls, flooding etc.). This reduces or eliminates wet track loss of traction, as well as derailing due to debris on the track or track damage, which are typical occurrences for traditional railway systems.
- the contained pipe also ensures that the system 1 can operate during severe weather events to ensure improved utilisation and productivity.
- the pipe 2 also shelters the load being transported from dust, contaminants and other potential environmental hazards. Similarly, the pipe 2 also protects the vehicles from additional air drag (which would increase power consumption / fuel burn) due to head or side wind occurrences that is a typical constraint for traditional railway systems.
- the substantially enclosed pipe 2 may comprise one or more heating elements or units contained inside the pipe 2 for heating the air within to prevent the ore cargo from freezing, which is typical for mining applications in Northern Canada, Sweden and Russia. Moreover, heating the substantially enclosed pipe 2 would minimise or evaporate any moisture where sensitive materials prone to water or moisture damage are being transported.
- the system 1 contains dust and absorbs noise, allowing the system to be installed in or near environmentally sensitive or high density human occupied areas without adversely polluting these areas.
- the substantially enclosed pipe comprises one or more openings, preferably in the bottom, for venting the air within the substantially enclosed pipe along the track. This allows for air displacement as the vehicle travels and displaces air inside the pipe 2.
- the system comprises one or more pressurised air sources in fluid communication with the substantially enclosed pipe to deliver pressurised air within the substantially enclosed pipe along the track.
- the system comprises one or more vacuum sources or air removal devices in fluid communication with the substantially enclosed pipe to evacuate or remove air within the substantially enclosed pipe along the track. This may be useful for applications where the load carried by the system is at risk of combustion and/or contamination.
- the pressurised gas may be the atmosphere or an inert gas, such as nitrogen or a nitrogen rich gas, to minimise any oxidation of the material being transported. It is also contemplated that a combination of heating and pressurised air or evacuated air may be used to provide an anhydrous, heated and non-oxidative environment for the material being transported.
- the pipe track can be elevated to form a type of monorail system, placed on sleepers on the ground or be placed under ground. It is envisaged that the typical pipe diameter will be 1422mm OD for an ore transport solution, however other pipe diameters can be used depending on the application.
- connection pipes are connected through angled sliding expansion joints on a centralised support column, pipe, trestle or sleeper.
- the angled profile will provide a smooth track transition at the expansion joint.
- An alternative approach is to weld adjacent pipes together (similar to a tradition pipe installation but with less stringent welding requirements) and snake the pipe structure at the vehicle design bend radius to accommodate thermal expansion.
- the vehicle body can be of a bottom dump or rotating dump arrangement.
- a spiral guiding track can be fitted inside the pipe support to guide the vehicle to rotating tip while in motion. At the tipping point the vehicle will be support by a unique open tipping track.
- the vehicle train has a power car 15 (and optionally front nose 17) at each end, as shown in Figure 20. This enables the system 1 to be implemented in a monorail type system, instead of a dual track system.
- the electric strip 27 may be provided at other locations besides the sidewalls as shown in Figures 1 to 4.
- the electrical strip 27 is provided along the top side 60 of the substantially enclosed pipe 2 between the wheels 44 of the top wheel assembly 20, as shown in Figure 21 , with one or more electrical conductors 29 placed on top of the power car 15.
- the electric strip 27 and conductors 29 are provided at the bottom side 62 of the pipe 2 and underneath the power car 15, respectively, if desired.
- the invention provides a self-contained in pipe, low friction, wheel slip controlled and centralising anti-derail guided transport system.
- the use of a vehicle with opposed wheel assemblies that are forced against the inner wall of the pipe provides improved traction and stability for the vehicle as it traverses along the track defined by the substantially enclosed pipe.
- the assembly comprises opposing upper-track and lower-track wheel assemblies connected through a four-linkage arm diamond shaped suspension arrangement, where the upper and lower wheel assemblies are pushed apart and kept in contact with the pipe running surface by the controlled actuator(s) or combination spring and damper assembly. This arrangement results in an improved transport system that is cost effective in terms of installation, maintenance and operation.
- the Invention enables a more power efficient and cost-effective bulk ore, goods or people transport system as an alternative to traditional rail transport systems or overland belt conveyors.
- the invention represents a practical and commercially significant improvement over the prior art.
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AU2020256845A AU2020256845A1 (en) | 2019-04-08 | 2020-04-08 | A system and vehicle for transporting bulk materials |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AU2019901198 | 2019-04-08 | ||
AU2019901198A AU2019901198A0 (en) | 2019-04-08 | A system and vehicle for transporting bulk materials |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2020206494A1 true WO2020206494A1 (en) | 2020-10-15 |
Family
ID=72750783
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/AU2020/050349 WO2020206494A1 (en) | 2019-04-08 | 2020-04-08 | A system and vehicle for transporting bulk materials |
Country Status (2)
Country | Link |
---|---|
AU (1) | AU2020256845A1 (en) |
WO (1) | WO2020206494A1 (en) |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5946276B2 (en) * | 1976-11-05 | 1984-11-12 | 三菱電機株式会社 | Refrigerant-resistant, low-odor, solvent-free varnish composition for hermetic motors |
US4512258A (en) * | 1982-08-30 | 1985-04-23 | Kosuke Matsukata | High speed underground transportation system |
US20100083864A1 (en) * | 2008-10-08 | 2010-04-08 | Patrick Joseph Flynn | Pneutrain pneumatic mass transportation system |
JP2011246033A (en) * | 2010-05-28 | 2011-12-08 | Tokai Univ | Device moving through pipe |
WO2018056241A1 (en) * | 2016-09-21 | 2018-03-29 | 株式会社ハイボット | In-pipe moving device |
US20180281820A1 (en) * | 2017-03-31 | 2018-10-04 | The Boeing Company | Vacuum transport tube vehicle, system, and method for evacuating a vacuum transport tube |
-
2020
- 2020-04-08 WO PCT/AU2020/050349 patent/WO2020206494A1/en active Application Filing
- 2020-04-08 AU AU2020256845A patent/AU2020256845A1/en active Pending
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5946276B2 (en) * | 1976-11-05 | 1984-11-12 | 三菱電機株式会社 | Refrigerant-resistant, low-odor, solvent-free varnish composition for hermetic motors |
US4512258A (en) * | 1982-08-30 | 1985-04-23 | Kosuke Matsukata | High speed underground transportation system |
US20100083864A1 (en) * | 2008-10-08 | 2010-04-08 | Patrick Joseph Flynn | Pneutrain pneumatic mass transportation system |
JP2011246033A (en) * | 2010-05-28 | 2011-12-08 | Tokai Univ | Device moving through pipe |
WO2018056241A1 (en) * | 2016-09-21 | 2018-03-29 | 株式会社ハイボット | In-pipe moving device |
US20180281820A1 (en) * | 2017-03-31 | 2018-10-04 | The Boeing Company | Vacuum transport tube vehicle, system, and method for evacuating a vacuum transport tube |
Also Published As
Publication number | Publication date |
---|---|
AU2020256845A1 (en) | 2021-10-28 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
CN106794846B (en) | Driving station construction | |
US11254546B2 (en) | Carrier configured to transport various sized objects | |
CN110062730B (en) | Tracked vehicle comprising a tiltably suspended track assembly | |
US3540380A (en) | Articulated railway transportation system | |
JP6955550B2 (en) | Rail transport system, rail transport shuttle, and unloading equipment | |
AU2019397569B2 (en) | Motorized rail car | |
KR100745106B1 (en) | Carrying system | |
CN101687513B (en) | System of automatic transport of goods, by means of electric platforms on monorail, with side stabilizer | |
US5690375A (en) | Ezekiel's Wheel | |
US3752334A (en) | Industrial bulk material transportation | |
CN107972687B (en) | Logistics transport vehicle with door type structure | |
AU2020256845A1 (en) | A system and vehicle for transporting bulk materials | |
CN115849220B (en) | Pneumatic gear driving system | |
CN111846805A (en) | Self-overturning material conveying system of circulating trolley | |
CN115503765A (en) | Power system and rail transport vehicle marshalling | |
US5560300A (en) | Skate train | |
US20220194437A1 (en) | Remote operation of a powered burden rail car | |
CN220947970U (en) | Clamping rail type transfer platform and clamping rail type transfer device | |
CN214609695U (en) | Conveying device for strip mine | |
US10118629B2 (en) | High speed transportation system | |
SU1650501A1 (en) | Hopper car | |
SU846349A1 (en) | Vehicle | |
CN115593445A (en) | Single-rail transportation system suitable for plateau mountain regions | |
WO2003022654A1 (en) | Conduit conveyor | |
AU2011247853A1 (en) | Continuous transportation system for transporting bulk materials |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 20787867 Country of ref document: EP Kind code of ref document: A1 |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
ENP | Entry into the national phase |
Ref document number: 2020256845 Country of ref document: AU Date of ref document: 20200408 Kind code of ref document: A |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 20787867 Country of ref document: EP Kind code of ref document: A1 |