CN111051179A

CN111051179A - Railway wagon

Info

Publication number: CN111051179A
Application number: CN201880042940.3A
Authority: CN
Inventors: J·加雷德; R·S·汤姆森; R·D·斯威廷; T·W·埃克勒歇尔
Original assignee: Pacific States Pty Ltd
Current assignee: Pacific States Pty Ltd
Priority date: 2017-05-30
Filing date: 2018-05-29
Publication date: 2020-04-21
Also published as: WO2018218274A1; AU2018276299A1; US20200156667A1

Abstract

The invention provides a railway wagon (100) comprising: a pair of bogies (106a, 106b), each bogie having wheels (108) configured for running on the track; a frame (104) supported by the pair of bogies (106a, 106 b); and a tank (102) supported by the frame (104). The tank (102) has: a base portion (110) defining at least one catch zone (124); a first substantially vertical end wall (114 a); a second substantially vertical end wall (114 b); two longitudinal side walls (116a, 116b) extending between the first end wall (114a) and the second end wall (114 b); an interior space (118) for loading products therein, the interior space (118) being at least substantially defined by the first end wall (114a), the second end wall (114b), the two longitudinal side walls (116a, 166b), and the base portion (110); and an opening (120) opposite the base (110). The tank (102) is formed of at least two parts (103a, 103b) connected together, each part (103a, 103b) being at least substantially formed of composite material and moulded as a unitary structure.

Description

Railway wagon

Technical Field

The invention relates to a railway wagon.

Background

Railway wagons for carrying and transporting products such as coal, ore, grain and the like are known. These known railway wagons usually comprise a hopper for carrying the product, which is usually made of steel. Steel provides good mechanical properties and is relatively inexpensive. Furthermore, steel provides good wear resistance, which is important for the service life of the hopper when abrasive products (e.g. coal) are frequently loaded and unloaded through the hopper.

A disadvantage of hoppers constructed of steel is that they are heavy and not easily manufactured into complex shapes. It can therefore be appreciated that the weight and shape of the steel hopper will negatively impact the total amount of product that the freight train will be able to transport, thereby reducing the efficiency and profitability of the train as a means of freight.

Furthermore, manufacturing a hopper constructed of steel into a preferred shape is time consuming, labor intensive and difficult to do without affecting the strength of the hopper. It will therefore be appreciated that this will also increase the costs associated with manufacturing the hopper.

Furthermore, due to the nature of steel manufacture, there are limitations on the shape of the hopper that can be manufactured in a cost effective manner. The shape of the hopper will generally determine the total amount of product that the hopper can carry and transport, as well as the discharge rate and efficiency of the hopper. The capacity and discharge rate of the hopper may be adversely affected if the shape of the hopper is not optimized for the product being carried and transported.

Object of the Invention

It is an object of the present invention to overcome or at least ameliorate one or more of the above disadvantages.

Disclosure of Invention

In a first aspect, the present invention provides a railway wagon comprising:

a pair of bogies, each bogie having wheels configured for travel on the track;

a frame supported by the pair of trucks; and

a tank supported by the frame, the tank having:

a base portion defining at least one trapping region;

a substantially vertical first end wall;

a substantially vertical second end wall;

two longitudinal side walls extending between the first end wall and the second end wall;

an interior space for loading products therein, the interior space being at least substantially defined by the first end wall, the second end wall, the two longitudinal side walls, and the base portion; and

an opening opposite the base portion;

wherein the tank is formed of at least two sections joined together, each section being at least substantially formed of a composite material and molded as a unitary structure.

In an alternative form, each catchment area is located between the pair of bogies.

In a preferred form, the tank further comprises a centre beam, and each catchment area at least partially spans the centre beam.

In a preferred form, each trapping region has:

at least one discharge hole for discharging product from the interior space of the tank; and

a discharge gate operatively associated with each discharge aperture, each discharge gate being movable between an open position in which product is able to pass through the respective discharge aperture and a closed position in which the respective discharge aperture is sealed by the respective discharge gate to prevent product from passing through the respective discharge aperture.

In a preferred form, each discharge gate has a scoop configured to retain a product therein when the discharge gate is in the closed position.

In a preferred form, each discharge gate is at least substantially formed of a composite material.

In a preferred form, each discharge gate is molded as a unitary structure.

In a preferred form, each discharge gate has a low friction layer to reduce the coefficient of friction of the discharge gate.

In a preferred form, the low friction layer of each discharge gate is a gel coat.

In a preferred form, the base portion includes one or more tents configured to direct product towards at least one of the catch areas.

In a preferred form, the tank further comprises:

a first angled wall extending between and coupled to the base portion and the first end wall; and

a second angled wall extending between and coupled to the base portion and the second end wall.

In a preferred form, the first inclined wall extends from the first end wall at an angle of 10 to 35 degrees and the second inclined wall extends from the second end wall at an angle of 10 to 35 degrees.

In a preferred form, the first inclined wall extends from the first end wall at an angle of 30 degrees and the second inclined wall extends from the second end wall at an angle of 30 degrees.

In a preferred form, the railway wagon further comprises:

a first support structure supported by a respective one of the bogies and configured to support the first inclined wall and the first end wall; and

a second support structure supported by the other bogie and configured to support the second inclined wall and the second end wall.

In a preferred form, the tank is rotatable about a longitudinal axis of the wagon so that product can be discharged from the interior space of the tank through the opening.

In a preferred form, the tank further comprises one or more wheel arch portions, each wheel arch portion being dimensioned to receive at least one wheel of a respective one of the bogies.

In a preferred form, in use, each wheel arch portion accommodates vertical and horizontal displacement of a respective one of the bogies such that the wheels of the bogies do not contact the tank.

In a preferred form, the tank further comprises at least one partition located in the interior space of the tank, each partition extending inwardly from the side walls and the base portion.

In a preferred form, the inner surface of the tank has a low friction layer to reduce the coefficient of friction of the inner surface of the tank.

In a preferred form, the low friction layer is a gel coat.

In a preferred form, the at least one trapping region is one of a plurality of trapping regions.

In a second aspect, there is provided a railway wagon comprising:

a pair of bogies, each bogie having wheels configured for travel on the track;

a frame supported by the pair of trucks; and

a metal tank supported by the frame, the tank having:

a base portion defining at least one trapping region;

a substantially vertical first end wall;

a substantially vertical second end wall;

a first angled wall extending between and coupled to the base portion and the first end wall;

a second angled wall extending between and coupled to the base portion and the second end wall;

an interior space for loading products therein, the interior space being at least substantially defined by the first end wall, the second end wall, the first angled wall, the second angled wall, the two longitudinal side walls, and the base portion;

an opening opposite the base portion;

wherein one or more regions of an inner surface of the tank have a low friction layer to reduce the coefficient of friction of the inner surface of the tank at the respective region.

In a preferred form, the one or more regions of the inner surface comprise regions of the inner surface of the tank defined by the first and second inclined walls.

In a preferred form, the entire inner surface of the tank has a low friction layer.

In a preferred form, the inner surface of the tank is formed by a liner received in the interior space of the tank, and the liner has the low friction layer.

Also disclosed herein is a railway wagon for transporting bulk goods, the wagon comprising:

a body including a first body portion and a second body portion, the body portions forming a container;

the container having a base including at least one door to allow bulk goods to be discharged from the wagon;

an end wall having an elongate axis extending therebetween, an

A side wall;

the end walls and the side walls extending upwardly from the base to an opening to receive bulk merchandise;

a frame supporting the body, the frame including a first end and a second end, wherein a headstock is located at each respective end of the frame, the frame further including structural support members; and

a pair of bogies on which the frame is located, one bogie being positioned towards each respective end of the frame, the bogies each comprising wheels adapted for running on a track;

wherein the body is at least substantially made of a composite material.

In a preferred form, the frame includes a headstock insert portion connected to a structural member made at least substantially of the composite material.

In a preferred form, the body comprises a generally elongate inverted frusto-conical shape; the end wall sloping outwardly from the base and extending substantially over the bogie; and the sidewalls are substantially vertical.

In a preferred form, the composite material comprises a fibre reinforced polymer matrix composite material.

In a preferred form, the fiber reinforced polymer matrix composite includes fibers selected from glass fibers, carbon fibers, aramid (aramid) fibers, and the like.

In a preferred form, the fiber reinforced polymer matrix composite includes a resin selected from the group consisting of flame retardant vinyl ester resins, polyester resins, epoxy resins, and the like.

In a preferred form, the first body portion comprises a first body base portion and the second body portion comprises a second body base portion,

said first and second body base portions each including a base member portion transverse to said elongate axis, said base member portions being complementarily located on said first and second body portions,

the base member portion further comprises a base member end portion,

wherein the first and second body portions are connected together by fixedly connecting respective base member end portions to form the base member.

In a preferred form, the base member end portion includes respective male and female end portions for fixedly connecting the first and second body portions to one another.

In a preferred form, the first and second body portions are formed at least substantially by moulding.

In a preferred form, the structural member substantially made of the composite material is molded onto the headstock insert portion.

In a preferred form, the headstock insert portion is formed of a metallic material.

In a preferred form, a portion of the structural member is integral with the first body portion and another portion of the structural member is integral with the second body portion, and the first and second body portions are integrally formed with their respective portions of the structural member.

In a preferred form, the body further comprises a bulkhead extending inwardly from the side wall and the base for providing structural rigidity to the body.

In a preferred form, the diaphragm has a rounded profile.

In a preferred form, the end wall further includes a wheel arch portion.

In a preferred form, the at least one gate has a rounded elliptical convex shape.

Drawings

Preferred embodiments of the present invention will hereinafter be described, by way of example only, with reference to the accompanying drawings, in which:

fig. 1 is an isometric view of a railway wagon according to a first embodiment of the invention;

FIG. 2 is a side view of the railway wagon of FIG. 1;

FIG. 3 is an isometric view of the tank of the railway wagon of FIG. 1;

FIG. 4 is a side view of the tank of FIG. 3;

FIG. 5 is a top view of the tank of FIG. 3;

FIG. 6 is another side view of the tank of FIG. 3 showing the wheels of the truck but omitting the truck, frame and discharge gate;

FIG. 7 is a partial isometric view of the railway wagon of FIG. 1 with the support structure and frame of the railway wagon omitted;

FIG. 8 is a top isometric view of the tank of the railway wagon of FIG. 1;

figures 9a and 9b show the profile of the wheel arch portion of the tank of the railway wagon of figure 1;

fig. 10a to 10c are views of a discharge door of the railway wagon of fig. 1;

FIG. 11 shows a prior art coal railway wagon;

fig. 12 is a side view of a railway wagon according to a second embodiment of the invention;

FIG. 13 is an end view of the railway wagon of FIG. 12;

fig. 14 is a sectional view of a railway wagon according to a third embodiment of the invention;

FIG. 15 is a top plan view of the railway wagon of FIG. 14;

FIG. 16 is an isometric view of the railway wagon of FIG. 14;

FIG. 17 is an inverted isometric view of the tank of FIG. 14;

FIG. 18 is a perspective view of two separate portions of the case of FIG. 17;

FIG. 19 is a detailed end view of the separated tank portion of the tank of FIG. 14;

FIG. 20 is a detailed view of an end of the tank section of FIG. 20;

FIG. 21 is a detailed perspective view of structural components of two complementary portions of the case of FIG. 17;

FIG. 22 is a perspective view of selected components of an end portion of the railway wagon of FIG. 14;

FIG. 23 is a perspective view of structural components of an end portion of the tank of the railway wagon of FIG. 22;

FIG. 24 is an exploded perspective view showing a structural portion of the main body separated from an end deck supported by the truck of the railway wagon of FIG. 14; and

fig. 25 is a perspective view of an end deck and support members of the railway wagon of fig. 14.

Detailed Description

Fig. 1 and 2 show a railway wagon 100 according to a first embodiment of the invention. The railway wagon 100 has a hopper-shaped bin 102 configured to load therein products such as coal, grain, iron ore, and the like. The box 102 is formed from two

sections

103a, 103b that are joined together to form a split line 105 that extends along the length of the box 102. Each

portion

103a, 103b is at least substantially formed of a composite material and is molded as a unitary structure. It is also contemplated that each

portion

103a, 103b may be formed entirely of composite material and molded as a unitary structure.

Alternatively, each

portion

103a, 103b may be formed such that when they are connected together, a split line is formed that extends across the width of the tank 102 or at any other angle. The box 102 may also be formed from more than two sections connected together, and there may be one or more split lines extending along the length of the box 102 and/or one or more split lines extending across the width or at one or more angles of the box 102. It is also contemplated that tank 102 may be molded as a unitary structure (i.e., without split lines) and/or may be formed entirely of composite materials.

It is contemplated that the composite material forming the tank 102 includes a fiber reinforced polymer composite or a fiber reinforced polymer matrix composite, or the like. It is also contemplated that the primary fiber type used in the composite material is glass fiber. However, fibers that may also be used in the composite material may include carbon fibers, aramid (aramid) fibers, and the like. Thermosetting or thermoplastic resins are preferably used to consolidate the fibers. Preferably, the resin is a flame retardant vinyl ester resin. However, any other suitable resin or adhesive known in the art may be used, including polyester resins, epoxy resins, and the like.

The railway wagon 100 also has a frame 104 and a pair of bogies 106a, 106b supporting the frame 104. Each of the

trucks

106a, 106b has wheels 108 (only one labeled for clarity) configured for running on a track (not shown). Swivel coupling 109a is connected to bogie 106a and swivel coupling 109b is connected to bogie 106 b. The

swivel couplings

109a, 109b allow the wagon 100 to swivel about the longitudinal axis of the wagon 100 and allow the wagon 100 to be coupled to other wagons.

Referring to fig. 3 and 4, the tank 102 has a base portion 110, a first inclined wall 112a connected to the base portion 110, and a second inclined wall 112b connected to the base portion 110 and opposite to the first inclined wall 112 a. Referring to fig. 4, the first and second

inclined walls

112a and 112b form an angle X of 10 to 35 degrees with the horizontal plane 10. Preferably, the angle X is 30 degrees.

A first substantially vertical end wall 114a is connected to an upper portion of the first inclined wall 112a and a second substantially vertical end wall 114b is connected to an upper portion of the second inclined end wall 112 b.

Longitudinal side walls

116a, 116b extend between the

inclined walls

112a, 112b and the

end walls

114a, 114 b.

The base portion 110, the

inclined walls

112a and 112b, the

end walls

114a and 114b, and the

longitudinal side walls

116a and 116b define an interior space 118 (see fig. 7 and 8) for loading products therein. Referring to fig. 5 and 8, the

end walls

114a, 114b and the

longitudinal side walls

116a, 116b define an opening 120 opposite the base portion 110. The opening 120 allows product to be received into the interior space 118 of the bin 102.

Referring to fig. 1, each junction between each wall of the tank 102 has a rounded profile 122. This rounded profile reduces the overhang of the product as it is discharged from the interior space 118 of the bin 102, thereby increasing the rate at which the product is discharged from the bin 102.

Referring to fig. 4, the base portion 110 has a plurality of catch areas 124 (only one labeled for clarity), a plurality of tents 126 (only one labeled for clarity), and at least one drain hole 128 (see fig. 6). The drain hole 128 allows product to drain from the interior space 118 of the tank 102. Referring to fig. 2, the catch area 124 is located between a pair of

trucks

106a, 106 b.

Referring to FIG. 5, the base portion 110 includes a center sill 134 positioned within the interior space 118 of the tank 102. The center sill 134 reinforces the tank 102 against longitudinal loads applied to the tank 102 in use. As can be seen from this figure, each catch zone 124 at least partially spans the bridge 134.

As best seen in fig. 4 and 6, as product is discharged from the interior space 118 of the tank 102, the tent 126 directs the product to a respective one of the catch areas 124 and, thus, to a respective one of the discharge holes 128. It should also be appreciated that the sloped

walls

112a, 112b direct product toward the base portion 110 and the collection area 124.

Referring to FIG. 8, the tank further includes a partition 136 (only one labeled for clarity) located in the interior space 118 of the tank 102 and connected to the base portion 110 and the

side walls

116a, 116 b. Each partition 136 extends from a

side wall

116a, 116b toward the center of the interior space 118. The baffle 136 improves the structural rigidity of the tank 102 as product is discharged from the interior space 118 of the tank 102, and helps product flow and reduces product hang-up within the tank 102.

It will be appreciated that, in use, each of the

bogies

106a, 106b, and thus each of the wheels 108, will be displaced horizontally and vertically relative to the tank 102. Referring to FIG. 3, the tank 102 has wheel arch portions 130a-d shaped and dimensioned to receive at least one wheel 108 of a

respective truck

106a, 106 b. Referring to fig. 9a and 9b, each wheel arch portion 130a-d is spaced from the respective wheel 108 in the horizontal and vertical directions at a distance from the tank 102 to accommodate vertical and horizontal displacement of the

trucks

106a, 106b so that, in use, the wheels 108 do not contact the tank 102.

Referring to fig. 3 and 4, the tank 102 further includes discharge gates 138 (only one labeled for clarity), each discharge gate 138 being operatively associated with one discharge orifice 128. Each discharge door 138 is movable between an open position and a closed position. In the closed position, the discharge doors 138 close and preferably seal the respective discharge apertures 128, thereby preventing product from being discharged from the interior space 118 of the bin 102 through the respective discharge apertures 128. In the open position, the discharge apertures 128 are not closed or sealed by the respective discharge doors 138, thereby allowing product to be discharged from the interior space 118 of the bin 102 through the respective discharge apertures 128.

Referring to fig. 10a to 10c, each discharge gate 138 has a scoop 140, an inner surface 142, and an outer surface 144 opposite the inner surface 142. When the discharge door 138 is in the closed position, the scoops 140 and the inner surface 142 face the interior space 118 of the tank 102. The scoops 140 are capable of retaining product therein, thereby increasing the volume of the interior space 118 of the bin 102 that can be loaded and thus increasing the amount of product. Thus, it can be appreciated that the profitability of each bin 102 is also improved because the discharge gate 138 can increase the amount of product that the bin 102 can hold.

The discharge gate 138 is at least substantially formed of a composite material and is molded as a unitary structure. It is contemplated that the composite material forming the discharge gate 138 may include a fiber reinforced polymer composite or a fiber reinforced polymer matrix composite, or the like. It is also contemplated that the primary fiber type used in the composite material is glass fiber. However, fibers that may also be used in the composite material include carbon fibers, aramid (aramid) fibers, and the like. Thermosetting or thermoplastic resins are used to consolidate the fibers. Preferably, the resin is a flame retardant vinyl ester resin. However, any other suitable resin or adhesive known in the art may be used, including polyester resins, epoxy resins, and the like.

Referring to fig. 2, the railway wagon 100 further comprises

support structures

146a, 146 b. The support structure 146a engages the first slanted wall 112a, the first end wall 114a, and an end deck 150a supported by the bogie 106 a. Each

end deck

150a, 150b has a male casting (not shown) that engages with the female casting 111 (see fig. 9a) of the

respective bogie

106a, 106b to couple the

end deck

150a, 150b to the respective bogie 106a, 160 b. The support structure 146b engages the second slanted wall 112b, the second end wall 114b, and an end deck 150b supported by the bogie 106 b. The

support structures

146a, 146b provide support for the respective sloped

walls

112a, 112b, thereby increasing the load bearing capacity of the tank 102. The

support structures

146a, 146b may be integrally molded with the tank 102 or formed separately from the tank 102.

The inner surface 148 (see fig. 7 and 8) of the tank 102 and/or the inner surface 142 of each discharge gate 138 has a low friction layer that reduces the coefficient of friction of the inner surface 148 of the tank 102 and/or the inner surface 142 of each discharge gate 138. It should be understood that the interior surface 148 of the tank 102 includes each wall of the tank 102, the base portion 110, and the surface of each tent 126 that faces the interior space 118 of the tank 102. It is contemplated that the entire inner surface 148 of the tank 102 may have a low friction layer, or that only certain areas of the inner surface 148 of the tank 102 may have a low friction layer.

The low friction layer may be applied during the manufacture of the tank 102 and/or the discharge gate 138, or may be applied after the manufacture of the tank 102 and the discharge gate 138. It is contemplated that the low friction layer is a gel coat or any other suitable material known in the art for reducing the coefficient of friction of a surface.

The low friction layer provides a low friction, wear resistant surface that can also meet environmental exposure, chemical exposure, and fire protection requirements. The frictional forces of the inner surface 148 of the tank 102 affect the rate of product expulsion from the interior surface 118 of the tank 102. Thus, it should be appreciated that the low friction layer reduces the friction of the inner surface 148 of the tank 102, which may increase the rate of product discharge from the interior space 118 of the tank 102. The low friction layer may also provide wear resistance to the tank 102, which may provide protection for the tank 102 from abrasive materials such as coal, iron ore, and the like, potentially improving the useful life of the tank 102.

Referring to fig. 11, which shows a prior art coal railway wagon 12, it can be seen that the inclination of the

end walls

14a, 14b of the tank 16 is relatively steeper, approximately 50 degrees. It should be appreciated that the angle of the

end walls

14a, 14b is a contributing factor to the rate at which product is discharged from the tank 16 of the coal rail wagon 12. Another factor to consider is that the tanks 16 cannot extend longitudinally beyond the

trucks

18a, 18b, otherwise the tank 16 of one coal rail wagon 12 may contact and damage the tank 16 of an adjacent coal rail wagon 12 in the train consist.

The

steeper end walls

14a, 14b may provide a faster discharge rate than the shallower sloped

walls

14a, 14 b. However, considering the considerations in paragraph 0, the steeper

inclined walls

14a, 14b may reduce the volume of the bin 16 and therefore the amount of product that the bin 16 may be loaded with. The

shallower end walls

14a, 14b may increase the volume of the bin 16, and thus the amount of product that the bin 16 may be loaded, but may not provide a desired discharge rate or a sufficiently high discharge rate to empty the

trucks

18a, 18 b.

Because the tank 102 of the railway wagon 100 is formed of a composite material, the tank 102 may have a lower coefficient of friction than prior art tanks. Thus, it should be appreciated that a lower coefficient of friction may allow the

angled walls

112a, 112b of the tank 102 to be angled less while still providing an acceptable rate of product discharge from the interior space 118 of the tank 102.

The combination of the

end walls

114a, 114b and the shallower sloped

walls

112a, 112b increases the interior space 118 of the tank 102 as compared to prior art tanks, and the lower coefficient of friction of the composite material forming the tank 102 increases the rate of discharge of product from the interior space 118 of the tank 102. The coefficient of friction of the inner surface 148 of the tank 102 may be reduced by the inner surface 148 having a low friction layer, which may increase the rate of product discharge from the interior space 118 of the tank 102 and/or may allow for the use of even shallower sloped

walls

112a, 112 b.

Although the tank 102 of the railway wagon 100 has been described above as being at least substantially formed of a composite material, it is also contemplated that the tank 102 may be formed by more conventional methods using metal (e.g., steel). In this case, to increase the rate of product discharge from the interior space 118 of the tank 102 through the discharge orifice 128, one or more regions of the interior surface 148 of the tank 102 may include a low friction layer. The low friction layer may be one or more physical components attached to the case 102 at a predetermined/preferred area within the interior space 118. In order to increase the discharge rate of the product flowing out of the tank 102 formed of metal, it is preferable that at least the inclined region defined by the first inclined wall 112a and the second inclined wall 112b in the inner surface 148 of the tank 102 has a low friction layer. It is also contemplated that the inner surface 148 may be at least partially defined by a liner received in the interior space 118 of the tank 102, and the liner having a low friction layer. It will therefore be appreciated that the benefits described with respect to the case 102 formed at least in part from a composite material (as described above) may also be achieved by a case 102 formed from a metal, wherein the inner surface thereof is at least partially provided with a low friction layer, such as a gel coat or the like.

While the discharge gate 138 has been described above as being at least substantially formed of a composite material, it is also contemplated that the discharge gate 138 may be formed of a metal such as steel. To reduce the coefficient of friction of such metal discharge gates 138, the inner surface 142 of the discharge gate 138 may also have a low friction layer, such as a gel coating.

Fig. 12 and 13 show a railway wagon 200 according to a second embodiment of the invention. The railway wagon 200 has a bin 202 configured to load products such as iron ore therein. The box 202 is formed from two

sections

203a, 203b that are joined together to form a split line 205 (see fig. 13) that extends along the length of the box 202. Each

portion

203a, 203b is at least substantially formed of a composite material and is molded as a unitary structure. It is also contemplated that each

portion

203a, 203b may be formed entirely of composite material and molded as a unitary structure.

Alternatively, each

portion

203a, 203b may be formed such that when they are connected together, a split line is formed that extends across the width of the tank 202 or at any other angle. It is also contemplated that the box 202 may be formed from more than two sections connected together, and that there may be one or more split lines extending along the length of the box 202 and/or one or more split lines extending across the width of the box 202 or at any other angle. It is also contemplated that tank 202 may be molded as a unitary structure (i.e., without split lines) and/or may be formed entirely of composite material.

It is contemplated that the composite material forming the tank 202 includes a fiber reinforced polymer composite or a fiber reinforced polymer matrix composite. It is also contemplated that the primary fiber type used in the composite material is glass fiber. However, fibers that may also be used in the composite material may include carbon fibers, aramid (aramid) fibers, and the like. Thermosetting or thermoplastic resins are preferably used to consolidate the fibers. Preferably, the resin is a flame retardant vinyl ester resin. However, any other suitable resin or adhesive known in the art may be used, including polyester resins, epoxy resins, and the like.

The railway wagon 200 also has a frame 204 supporting the tank 202 and a pair of bogies 206a, 206b supporting the frame 204. Each of the

bogies

206a, 206b has wheels 208 (only one labeled for clarity) configured for running on a track (not shown). Swivel coupling 209a is connected to bogie 206a and swivel coupling 209b is connected to bogie 206 b. The swivelling

couplings

209a, 209b allow the wagon 200 to swivel about the longitudinal axis of the wagon 200 and allow the wagon 200 to be coupled to other wagons.

The tank 202 has a base portion 210, a substantially vertical first end wall 214a connected to the base portion 210, and a second inclined end wall 214b connected to the base portion 210 opposite the first inclined wall 214 a.

Longitudinal side walls

216a, 216b extend between the end walls 214a, 214 b.

The base portion 210, the end walls 214a and 214b, and the

longitudinal side walls

216a and 216b define an interior space 218 for loading products therein. The end walls 214a, 214b and the

longitudinal side walls

216a, 216b define an opening 220 opposite the base portion 210. The opening 220 allows product to be received into and discharged from the interior space 218 of the bin 202. It will be appreciated that rotating the truck 200 about the longitudinal axis of the truck 200 via the

swivel couplings

209a, 209b allows product to be discharged from the interior space 218 of the tank 200 through the opening 220.

Each junction between the walls and the base portion 210 of the tank 202 has a rounded profile 222. This rounded profile reduces the overhang of the product as it is discharged from the interior space 218 of the bin 202, thereby increasing the rate at which the product is discharged from the bin 202.

The base portion 210 has a catch zone 224 located between the pair of

trucks

206a, 206b and disposed at least partially below the frame 204. It will be appreciated that the catch area 224 increases the interior space 218 and, therefore, the product loading capacity of the bin 202.

It will be appreciated that, in use, each of the

bogies

206a, 206b, and thus each of the wheels 208, will be displaced horizontally and vertically relative to the tank 202. Similar to the railway wagon 100, the tank 202 of the railway wagon 200 has wheel arch portions 230a-d shaped and dimensioned to receive at least one wheel of a

respective bogie

206a, 206 b. Each wheel arch portion 230a-d is spaced from the respective wheel 208 in the horizontal and vertical directions at a distance from the tank 202 to accommodate vertical and horizontal displacement of the

trucks

206a, 206b so that, in use, the wheels 208 do not contact the tank 202.

The inner surface (not shown) of the tank 202 is coated with a low friction layer that reduces the coefficient of friction of the inner surface of the tank 202. The low friction layer may be applied during the manufacture of the tank 202 or may be applied after the manufacture of the tank 202. It is contemplated that the low friction layer is a gel coat or any other suitable material known in the art for reducing the coefficient of friction of a surface.

The low friction layer provides a low friction, wear resistant surface that can also meet environmental exposure, chemical exposure, and fire protection requirements. The coefficient of friction of the inner surface of the tank 202 affects the rate of product expulsion from the interior space 218 of the tank 202. Thus, it will be appreciated that the low friction layer reduces the coefficient of friction of the inner surface of the tank 202, which may increase the rate of product expulsion from the interior space 218 of the tank 202. The low friction layer may also provide wear resistance to the tank 202, which may provide protection for the tank 202 from abrasive materials such as coal, potentially improving the service life of the tank 202.

Although the tank 202 of the railway wagon 200 has been described above as being at least substantially formed of a composite material, it is also contemplated that the tank 202 may be formed by more conventional methods using metal (e.g., steel). In this case, to increase the rate of discharge of product from the interior space 218 of the tank 202, one or more regions of the interior surface of the tank 202 may include a low friction layer. The low friction layer may be one or more physical components attached to the tank 202 at a predetermined/preferred area within the interior space 218. It is also contemplated that the inner surface may be at least partially defined by a liner received in the interior space 218 of the tank 202, and the liner having a low friction layer. It will therefore be appreciated that the benefits described with respect to the case 202 being formed at least in part from a composite material (as described above) may also be achieved by a case 202 formed from a metal, wherein the inner surface thereof is at least in part provided with a low friction layer, such as a gel coat or the like.

Fig. 14 shows a railway wagon 300 according to a third embodiment of the invention. Fig. 14 is a cross-sectional view taken in a vertical plane along the longitudinal axis a-a of the wagon shown in fig. 15. The railway wagon 300 has a substantially (inverted) frusto-conical tank (or hopper) 302 supported by a frame 340. The frame 340 rests on a pair of trucks 370, the trucks 370 having wheels 372 adapted for running along a set of rails 20.

The tank 302 is substantially formed of a composite material. It is contemplated that the composite material forming the tank 302 includes a fiber reinforced polymer composite or a fiber reinforced polymer matrix composite. It is also contemplated that the primary fiber type used in the composite material is glass fiber. However, fibers that may also be used in the composite material include carbon fibers, aramid (aramid) fibers, and the like. Thermosetting or thermoplastic resins are used to consolidate the fibers. Preferably, the resin is a flame retardant vinyl ester resin. However, any other suitable resin known in the art may be used, including polyester resins, epoxy resins, and the like.

The tank 302 forms a container and has an elongated base 304. The base 304 includes a tent 311 and a door 310. An end wall 306 and a side wall 308 extend upwardly from the base 304 to form an opening (not shown). The base 304, side walls 308, and end walls 306 define a box 302 to hold material to be transported by the truck 300 along the track 20. In a preferred embodiment, the components of frame 340 are integral with case 302.

The base 304 of the bin 302 includes a door 310 adapted to allow bulk material (not shown) held in the bin 302 to exit from a low point of the bin 302.

Frame 340 has ends 341 and 342. The frame 340 includes a pair of

headstocks

343, 344 and a series of structural members 346 supported by

respective end decks

350, 351, the

end decks

350, 351 being supported by respective bogies 370. The structural members 346 transfer the load from the tank 302 to the bogie 370. The load may include the weight of any bulk material transported in the bin 302. The structural member 346 further includes a ramp 347 extending along the top of the container sidewall 308. At least some of the structural members 346 may be integrally formed with the tank 302. Different materials may be used for the structural member 346 integrated into the wall 306, and the structural member 346 may also include shapes external to the case 302. For example, these external shapes may be used when volume and/or envelope constraints, etc., permit.

The sidewall 308 may have a partition 312 extending inwardly from the sidewall 308. As can be seen in fig. 14, the baffles 312 are vertically oriented, which increases the structural rigidity of the sidewalls 308.

The base 304 includes a base member 314 extending transverse to the wagon box 302. The base member 314 provides structural support for the base 304. The base member 314 includes

base member portions

314a, 314b on each side of the base 304. The

base member portions

314a, 314b (see fig. 19 and 21) include complementary base member portion end features 317, 318 for connecting together. The base member portion end features 317, 318 may be complementary male and female features. The plane from which the cross-sectional view of fig. 14 is taken intersects base member 314 at the point where the male and female end features are joined together. Preferably, the base member 314 is optimized to improve the flow of bulk material, such as coal, from the truck. In alternative embodiments, different base member portion end features may be used to achieve a suitable connection of the base member portions.

Referring to fig. 14, a first portion of the end wall 306 extends upwardly from the base 304. End wall 306 extends upwardly at an angle X from a horizontal plane extending between the ends of frame 340. Preferably, the angle X is in the range of 25 to 50 degrees. More preferably, X is about 45 degrees. (in contrast, the angle X of the wagon for steel bodies is typically 50 degrees or more). See for example the end wall 2 of a prior art wagon 12 in fig. 11. End wall 306 may further include a second portion (not shown) that extends upward from the first portion at a different angle. As shown in fig. 14, each end wall 306 is supported by a support member 307 extending upwardly from the

respective end deck

350, 351. The

end decks

350, 351 rest on and are supported by respective bogies 370 at the ends of the truck. The

end decks

350, 351 have structural components for transferring loads between the tank 302 and the truck 370. A towing attachment 348 is attached to the

headstocks

343, 344 to connect the trucks to each other or to the locomotive (not shown).

The sidewall 308 extends upwardly and generally perpendicularly from the base 304 and may include a second portion (not shown) that extends inwardly to an opening (not shown). The side walls 308 are structurally supported by an internally extending partition 312. The weight of the tank 302 and the load carried in the tank 302 is supported by the structural members 346 of the tank 302. The structural members 346 then transfer the load to the

end decks

350, 351. Structural support members such as structural members 346, bulkheads 312, base members 314, etc. may be integral with the tank 302.

Fig. 15 is a top view of a truck 300 according to an embodiment of the present invention. The base member 314 is transverse to the longitudinal axis of the wagon. As shown in fig. 15, the base member 314 forms a tent 311 for directing the loaded material toward the door 310. The diaphragm 312 may extend over the base 304. While holding bulk material in the bin 302, the door 310 remains closed. The end wall 306 includes wheel arches 309.

Fig. 16 shows the load bearing structural member 346 in solid form and shows the side walls 308, end walls 306 and base 304 of the box 302 in a translucent stack. The box 302 includes two

portions

302a, 302b shown in different shaded colors.

FIG. 17 illustrates an inverted bin 302 according to an embodiment. The tank 302 includes two

body portions

302a, 302b in a connected state. An opening 313 is shown in which a door 310 (not shown) is mounted. The truck body base member 314 forms a tent 311 in which the door 310 is movable between an open position and a closed position. In the closed position, the door 310 is able to retain bulk material in the bin 302. The end wall 306 includes molded wheel arches 309, allowing the end wall 306 to be closer to the bogie 370 (shown in fig. 14).

Fig. 18 shows the inverted case 302 with the two

portions

302a, 302b in a separated configuration prior to being connected together.

Fig. 19 shows two

parts

302a, 302b of a tank 302 of a railway wagon in a separated state. Prior to connecting the

portions

302a, 302b together, the

base member portions

314a, 314b are positioned with the base member portion end features 317, 318 aligned.

Fig. 20 shows a view of the overlap joint between the

body portions

302a, 302b of the end walls of fig. 19 in more detail. In fig. 20, the overlap joint is comprised of a male joint 321 and a female joint 322, the male joint 321 extending into the female joint to form a connection when the

body portions

302a, 302b are joined together. Alternative types of joints, such as overlapping, flanged joints, etc., may also be used.

Fig. 21 shows the

tank sections

302a, 302b in a separated form with the male and female base member section end features 317, 318 of the wagon body

base member portions

314a, 314b in an aligned position prior to being connected.

FIG. 22 shows an end view of the tank 302 according to a preferred embodiment. Two

separate tank sections

302a, 302b are connected to form the tank 302. The connection between these portions extends down the end wall 306. The tank 302 further includes a structural member 346, the structural member 346 including the partition 312. In alternative embodiments, the tank 302 may include only one significant body portion, or alternatively, multiple body portions may be connected together to form the tank 302.

Fig. 23 illustrates a structural component (e.g., structural member 346) of the case 302 according to an embodiment. Structural components of

end decks

350, 351 and end wall support members 307 are also shown.

Fig. 24 shows the

end decks

350, 351 separated from the structural members 346 of the tank 302. The female connector 349b into which the truck body structural member male connector 349a is attached is shown in an exploded (separated) view.

Fig. 25 shows end

decks

350, 351 and end wall support members 307.

In one embodiment, the draft gear cuff and/or the end deck may be formed of steel or at least substantially of a composite material. In another embodiment, the railway wagon 300 may have a center sill, which is not shown in the figures. The centre sill may be at least substantially made of steel. Alternatively, the centre sill may be at least substantially made of a composite material. The structural members of the frame include side beams and/or center beams, including center beams.

In another embodiment, the center sill may be omitted from the railway wagon 300 and may instead transfer the load to the side sills.

In a preferred embodiment, the railway wagon 300 is assembled from multiple components, wherein the railway box sections are separately molded.

In a preferred embodiment, the tank 302 comprises two basic body portions that are connected together. When the parts are joined together, the connection is effected using a suitable connecting profile. The connection of the structural members extending between the tanks may be accomplished using one or more male end and female end joint profiles on each structural member. The type of joint used may include single lap joints, double lap joints, etc. The truck box joint may include prefabricated connectors such as dowels or other structural components. The position of the joint needs to be optimised to ensure that the joint is far from the critical measurement area so any increase in thickness required does not significantly affect the hopper volume. Furthermore, the location of the joint may be optimized to be located away from high stress areas.

In a preferred manufacturing embodiment of the railway wagon 300, the manufacturing of the tank sections comprises forming a pair of tank sections from a single mould. The mold has complementary features in the first half and the second half. When two identical molded body portions are produced from the mold, they have complementary features, such as a wagon body base member portion having, for example, complementary male/female end features and a male/female joint along an end wall portion of the body portion. Rotating the first molded tank section 180 degrees relative to the second tank section and aligning the two sections may have the effect of positioning these complementary features so that two identical sections may be connected together to substantially form the wagon body.

During the injection of resin with the composite fibers, a connection or bond is formed between the composite material in the box 302 and the embedded steel insert portion. The composite tank sections (tank halves) are joined together to form the tank 302. The process of connecting the body portions together includes connecting the wagon body base member portions together to form a body base member. The steel structure is then welded to the portion of the steel insert previously embedded in the composite material.

In an alternative manufacturing embodiment, the entire case 302 may be manufactured in a single step or mold to eliminate the step of connecting the two body portions. A connection (or connections) may be used under the centre of the wagon between the two tank sections.

In an alternative embodiment where a connection is made between the composite material and the embedded steel insert portion during resin to composite fiber bonding, the steel insert or component may be post bonded or bolted to the composite structure. Furthermore, the bonding may be performed such that the steel may no longer require welding after assembly.

Other truck body components may be secured to the mold box 302 before and/or after the body portions are joined together.

The door 310 secured to the base 304 of the cargo box 302 is preferably made of a composite material. Preferably, the predominant type of fibers used in the composite material are glass fibers. However, fibers that may also be used include carbon fibers, aramid (aramid) fibers, and the like. In a preferred embodiment, the door includes a composite sheath surrounding the foam core. The composite door 310 is shaped to increase both volume and stiffness.

The base 304 includes a fixed tent 311 and a door 310 located between the tents 311. The tent 311 is a fixed member having an "a" shaped cross-sectional profile so that bulk material can be directed down the side of the "a" toward the door 310. The door includes a hinge (not shown). Preferably, the door hinges are movable outwardly (toward the sides of the truck) to allow the tent 311 to narrow, thereby increasing the cargo box volume. The door 310 may be configured to have a higher stiffness than a conventional door to enable the hinge to be repositioned as described. Smaller tent size and hinge position variations may allow the door to be larger, thereby increasing the flow rate during unloading of the truck 300.

The door hinges are preferably metal and are bolted to the door 310. The hinge is made of steel, aluminum, or the like. Inserts may be installed in the door 310 and truck 300 during manufacture of the composite material to allow the door 310 to be bolted to the hinge.

The door further includes a pivot point. Preferably, the pivot point for the door mechanism is similar to conventional rail wagon door pivot points and frames, although alternative embodiments may include a frame incorporated into the side beams.

When connecting the box 302 to the headstock, the joint is designed to effect weld repairs to the steel by ensuring sufficient length between the composite material and the steel. When welding is performed, various procedures can be used to prevent damage to the composite material.

Railway wagons according to embodiments of the invention may have larger discharge doors, which may increase discharge rates during unloading and thereby reduce unloading time. The increase in door size also results in less suspension of the product loaded in the wagon body during unloading. Additionally, a

railway wagon

100, 200, 300 including a low friction layer (e.g., gel coat surface treatment) on the surface of the

respective tank

102, 202, or 302 may also have a lower coefficient of friction (as compared to steel body wagons) between the respective surface and the loaded product, thereby contributing to further improving the unloading time of the

railway wagon

100, 200, 300. The loading time of a railway wagon according to an embodiment of the invention is not significantly affected compared to prior art wagons.

A preferred manufacturing method for forming the composite material used to form the

tank

102, 202, 302 includes a resin infusion process. The resin injection process is understood by those skilled in the art and is a generic term covering a number of slightly different techniques. Other options that may be used for all or part of the truck may include hand lay-up, pre-preg, spray lay-up, etc.

The composite material used to form the

tank

102, 202, 302 may be a composite laminate. The composite laminate may comprise a composite material and a core material at a predetermined location. The type of core material may vary depending on the structural requirements at a particular location in the

tank

102, 202, 302. Preferably, the core material may be a foam material, a balsa material, or the like.

To improve the transfer of loads, metal inserts may be used at specific locations on the

railway wagon

100, 200, 300 to transfer loads and allow for the attachment of fasteners (bolts, etc.).

In the case of materials connected by adhesive bonding in the

railway wagon

100, 200, 300, a suitable bonding adhesive may be used.

Although depicted as having an open tank 102, an open tank 202, and an open tank 302, the

railway wagon

100, 200, 300 may also include one or more covers to contain the product in the

respective tank

102, 202, 302 and prevent water ingress after loading.

The alternative embodiments described above may be used in forming different portions of a

railway wagon

100, 200, 300 or during different stages of manufacturing a

railway wagon

100, 200, 300 or wagon subcomponents.

The low friction layer may provide high abrasion resistance, low friction, uv protection and/or fire resistance (to levels required by relevant standards). In forming the

tanks

102, 202, 302 of the

respective railway wagons

100, 200, 300, applying the low friction layer provides greater freedom to use non-standard shapes because it is easier to apply than a solid sheet-like surface covering. The low friction layer may include various fillers to provide desired properties.

The low friction layer may be a wear resistant surface coating comprising a standard flame retardant low friction layer diluted with an injected resin and filler. Fillers may include carbon black (UV), UHMWPE (friction and abrasion), zircon powder (abrasion), or silica (abrasion), among others. The low friction layer may start from a binder resin (e.g. vinyl ester, etc.) and may further comprise the same additives as standard gel coats, which may include fumed silica (thixotrope) and other additives. Preferably, the low friction layer may further comprise short fiber reinforcement (aramid, carbon, glass, etc.) to improve toughness, and/or other resin toughness additives. Other optimizations for the low friction layer and additives may also be present. Preferably, carbon black, UHMWPE and an anti-wear additive may be used in the low friction layer.

The composite portion of the

tank

102, 202, 302 may be repaired using standard composite repair procedures. For example, the damaged portion may be ground away and a new composite installed to replace the damaged portion.

Since the

tanks

102, 202, 302 are at least substantially formed of composite materials, the

respective railway wagons

100, 200, 300 may be lighter than an equivalent all-steel wagon. However, while a compromise is made between the cost of manufacture and the weight of the

railway freight car

100, 200, 300, another benefit may be the tare capacity of each train. As the product carrying capacity of the

tanks

102, 202, 302 may increase, the length of the train consist may be reduced while maintaining the same payload.

Because the

tanks

102, 202, 302 are substantially formed of composite materials, they may provide noise damping and may reduce noise and vibration. In embodiments of the

railway freight car

100, 200, 300 that do not include a steel center sill, the noise damping and/or vibration benefits should be greater.

Although comprised of composite materials, the

tank

102, 202, 302 may be similar in stiffness to a conventional steel railway wagon. The

railway wagons

100, 200, 300 are designed to fit within size limits specified by the respective international railway network owners. The design flexibility provided by constructing the

tanks

102, 202, 302 using molded composite materials enables the shape of the

tanks

102, 202, 302 to be optimized to enhance the product carrying capacity of the respective

railway freight cars

100, 200, 300 while maintaining the overall dimensions of the

railway freight cars

100, 200, 300 within the international standards and regulations specified by the owners of the railway network.

According to embodiments of the present invention, the

tanks

102 and 302 may include shallow sloped and end walls, respectively, due to a reduced coefficient of friction between the surfaces of the

tanks

102 and 302 and the product being carried. The reduced angle of the angled end walls of the tank 102 and the reduced angle of the end walls of the tank 302 may not only increase the capacity of the

railway freight car

100, 300, but may also reduce the unloading time.

Because the

tank

102, 202, 302 is formed of a composite material, the

tank

102, 202, 302 may be formed to have a complex shape that is not easily accessible with conventional railway freight cars. This may allow the

tank

102, 202, 302 to be formed with an optimized shape capable of carrying different products, thereby improving the amount of product carried by the

railway wagon

100, 200, 300 and the unloading time.

Although the invention has been described with reference to specific examples, it will be appreciated by those skilled in the art that the invention may be embodied in many other forms.

Claims

1. A railway wagon, comprising:

a pair of bogies, each bogie having wheels configured for travel on the track;

a frame supported by the pair of trucks; and

a tank supported by the frame, the tank having:

a base portion defining at least one trapping region;

a substantially vertical first end wall;

a substantially vertical second end wall;

an opening opposite the base portion;

2. A railway wagon as claimed in claim 1, wherein each catchment area is located between the pair of bogies.

3. A railway wagon according to claim 1 or 2, wherein the tank further comprises a centre sill, and each catchment area at least partially spans the centre sill.

4. A railway wagon according to any one of the preceding claims, wherein each catchment area has:

5. A railway wagon as claimed in claim 4, wherein each discharge door has a scoop configured to retain product therein when the discharge door is in the closed position.

6. A railway wagon as claimed in any one of claims 4 or 5, wherein each discharge gate is at least substantially formed of a composite material.

7. A railway wagon as claimed in claim 6, wherein each discharge door is molded as a unitary structure.

8. A railway wagon as claimed in any one of claims 4 to 7, wherein each discharge gate has a low friction layer to reduce the coefficient of friction of the discharge gate.

9. A railway wagon as claimed in claim 8, wherein the low friction layer of each discharge door is a gel coating.

10. A railway wagon as claimed in any one of the preceding claims, wherein the base portion comprises one or more tents configured to direct product towards at least one of the catch areas.

11. A railway wagon as claimed in any one of the preceding claims, wherein the tank further comprises:

12. A railway wagon according to claim 11, wherein the first inclined wall extends from the first end wall at an angle of 10 to 35 degrees and the second inclined wall extends from the second end wall at an angle of 10 to 35 degrees.

13. A railway wagon according to claim 9 or 10, wherein the first inclined wall extends from the first end wall at an angle of 30 degrees and the second inclined wall extends from the second end wall at an angle of 30 degrees.

14. A railway wagon as defined in any one of claims 11 to 13, further comprising:

15. A railway wagon as claimed in any one of claims 1 to 3, wherein the tank is rotatable about a longitudinal axis of the wagon, such that product can be discharged from the interior space of the tank through the opening.

16. A railway wagon as claimed in any one of the preceding claims, wherein the tank further comprises:

a first wheel arch portion sized to receive the wheel of a respective one of the trucks; and

a second wheel arch portion sized to receive the wheel of the other bogie.

17. A railway wagon as claimed in claim 16, wherein, in use, each of the first and second wheel arches accommodate vertical and horizontal displacement of a respective one of the bogies such that the wheels of the bogies do not contact the tank.

18. A railway wagon as claimed in any one of the preceding claims, wherein the tank further comprises at least one partition located in the interior space of the tank, each partition extending inwardly from the side walls and the base portion.

19. A railway wagon as claimed in any one of the preceding claims, wherein an inner surface of the tank has a low friction layer to reduce the coefficient of friction of the inner surface of the tank.

20. The railway wagon of claim 19, wherein the low friction layer is a gel coat.

21. A railway wagon as claimed in any one of the preceding claims, wherein the at least one catch area is one of a plurality of catch areas.

22. A railway wagon, comprising:

a pair of bogies, each bogie having wheels configured for travel on the track;

a frame supported by the pair of trucks; and

a metal tank supported by the frame, the tank having:

a base portion defining at least one trapping region;

a substantially vertical first end wall;

a substantially vertical second end wall;

an opening opposite the base portion;

23. The railway wagon of claim 23, wherein the one or more areas of the inner surface comprise an area of the inner surface of the tank defined by the first and second sloped walls.

24. A railway wagon as claimed in claim 23, wherein the entire inner surface of the tank has the low friction layer.

25. A railway wagon as claimed in claim 23, wherein the inner surface of the tank is formed by a liner received in the inner frame of the tank, and the liner has the low friction layer.