Receiver for non-volatile bituminous material solid phase suitable for reducing carbon dioxide emissions during transport

Abstract

A receptacle for irregularly shaped bricks cast from non-volatile bituminous material, the receptacle comprising a receptacle having a dedicated storage chamber that can receive viscous bituminous material, and a concave lid preferably equipped with a radiant heating system that can accept and melt or soften bricks that arrive. The lid comprises a plurality of openings or other delivery pathways that deliver the molten bituminous material to the underlying chamber. The radiant heating system can be an electrical radiant heating system with cables or a grid embedded in the lid or with conductive material coated or distributed throughout the lid. Alternatively, the radiant heating system can be a liquid circulation radiant heating system with channels or conduits embedded in the lid to circulate a heated liquid such as water or water mixed with propylene glycol. The receptacle can further comprise a blender, skimmer, and additional heaters to further skim, blend, or process the bituminous material collected in the chamber.

Description

[0001] Cross-reference to related applications

[0002] This application claims the benefit of co-pending U.S. Provisional Application No. 63 / 146,812, filed February 8, 2021, and co-pending U.S. Utility Application No. 17 / 665,531, filed February 5, 2022, each of which is incorporated herein by reference. Technical Field

[0003] This invention relates to asphalt materials, including bitumen, polymer-modified bitumen, heavy crude oil, extra-heavy crude oil, asphaltene, polymer-modified asphaltene, and more specifically, to the solid form of asphalt materials and methods for preparing, storing, and transporting asphalt materials without adding diluents. Background Technology

[0004] Global demand for crude oil has grown to nearly 100 million barrels per day, driving the need to develop other hydrocarbon sources and alternative energy resources. Two resources of interest are heavy crude oil and bitumen, which account for more than two-thirds of global oil reserves. Heavy crude oil has an API gravity of less than 20°, and bitumen is the heaviest crude oil currently in use, with an API gravity of less than 10°. Due to their increased viscosity and density, the production, transportation, and refining of heavy crude oil and bitumen are more challenging than those of conventional light oils.

[0005] Methods for recovering and processing heavy crude oil and bitumen are currently under development, with a particular emphasis on extracting oil from the rich oil sands of Venezuela and Canada. Canada, the world's third-largest oil exporter, has 97% of its proven oil reserves located in oil sands regions. Bitumen is extracted from oil sands through extraction or the use of enhanced oil recovery technologies such as thermal, solvent displacement, chemical, and microbiological methods. Thermal technologies are particularly widely used and include steam flooding, cyclic steam stimulation, steam-assisted gravity drainage, in-situ combustion, and toe-to-heel air injection. Approximately 80% of Canadian oil sands reserves are accessible through enhanced oil recovery technologies, with steam-assisted gravity drainage being the most widely used method.

[0006] After extraction, bitumen must be upgraded or diluted for pipeline transport or use as feedstock in refineries. Upgrading bitumen converts it into synthetic crude oil (SCO), which can be refined and sold as consumer products such as diesel and gasoline. Typically, upgrading breaks down the heavy molecules of bitumen into lighter, less viscous molecules, and some bitumen is further upgraded through purification and distillation to remove unwanted impurities such as nitrogen, sulfur, and trace metals, making it usable as feedstock in refineries. Alternatively, bitumen can be diluted using a mixture of conventional light crude oil or natural gas liquids. The resulting diluted or cutback bitumen, often called dilution bitumen, has the consistency of conventional crude oil and can be pumped through pipelines. The diluents used to dilute bitumen vary depending on the specific type of diluent produced, and the most widely used diluents include condensate from natural gas production, naphtha, kerosene, and lighter crude oils. Typically, diluents are mixtures that include benzene (a known human carcinogen).

[0007] Diluting bitumen with a thinner is necessary for transporting bitumen via pipeline and is generally advantageous for rail transport. Over 95% of heavy crude oil and bitumen produced in Canada and Venezuela are transported from oil fields to refineries, for example, via pipeline. Depending on the properties of the bitumen and thinner, pipeline specifications, operating conditions, and refinery requirements, the blending ratio of diluted bitumen can range from 25% to 55% by volume of thinner. Once the diluted bitumen reaches its intended location, the diluent can be removed by distillation and reused. Alternatively, the entire diluted bitumen can be refined, but due to the hydrocarbons at the extreme ends of the viscosity range, diluted bitumen is more difficult to process than typical crude oil.

[0008] While diluting bitumen with a thinner allows for easier pipeline transport, several risks and drawbacks exist. For example, producing diluted bitumen is associated with prohibitively high costs and a significant carbon footprint. Two major risks of diluted bitumen are pipeline ruptures and oil spills, which, despite high demand, hinder its transport to overseas regions. When a pipeline or tanker carrying diluted bitumen ruptures, the unstable bitumen floats briefly in the water, but the heavier components detach as the lighter components evaporate. This makes cleanup efforts more difficult and raises concerns about its impact on the reproductive cycles of fish and other animals. In a marine environment where diluted bitumen continues to float, it is harmful to a variety of marine animals, including sea otters, baleen whales, fish embryos, and juvenile salmon. Additionally, any evaporating components of diluted bitumen affect air quality. For example, when a pipeline carrying diluted bitumen ruptured and overflowed into the Kalamazoo River in Michigan, the local health department issued voluntary evacuation notices to nearby residents based on elevated levels of benzene measured in the air.

[0009] After removing the thinner from asphalt, some applications require additional additives to improve the asphalt's performance in certain applications. Asphalt is typically brittle in cold environments and softens easily in warm environments. To improve its strength, adhesion, and resistance to fatigue and deformation, asphalt is often blended with virgin or waste asphalt binders such as polymers to produce polymer-modified asphaltene. Polymer-modified asphaltene is typically used in road pavements, particularly those designed to withstand heavy traffic and extreme weather conditions. This material is also used as a sealant in residential roofing applications.

[0010] Given the drawbacks and risks associated with diluted bitumen, it is desirable to prepare and transport bitumen materials, including heavy crude oil, extra-heavy crude oil, bitumen, asphaltenes, and polymer-modified bitumen without diluents, as well as to prepare and transport polymer-modified bitumen materials without diluents. It is further desirable to prepare bitumen materials and polymer-modified bitumen materials for transport via rail, truck, and shipping lines to avoid the risks associated with pipeline ruptures. It is also desirable to prepare bitumen materials and polymer-modified bitumen materials for transport in a manner that would increase buoyancy if spilled into aquatic environments, making them easier to clean up in the event of spills into lakes, rivers, or oceans. Invention Overview

[0012] The irregular solid phase of non-volatile bituminous materials offers a solution to reducing the harmful environmental impacts currently associated with the transportation of bituminous materials. Methods for preparing, transporting, storing, and receiving bituminous materials involve first receiving or acquiring non-volatile bituminous materials, including asphaltenes, polymer-modified asphaltenes, bitumen, polymer-modified bitumen, petroleum, other high-molecular-weight hydrocarbons, and non-bituminous materials or polymers with thermoplastic and viscoelastic properties that are stable at room temperature and face similar transportation challenges as bitumen, to receiving locations worldwide. The bituminous material can be acquired or received in a solid, semi-solid, or liquid state, but preferably in a liquid or suitable viscous state, and any diluents that can be used to extract the bituminous material will be removed before acquisition or receipt. The bituminous material for transportation can then be prepared by casting the bituminous material into a solid phase with an irregular shape. Shortly before casting, the bituminous material is first prepared for casting. Preferably, it is heated to a predetermined casting temperature, where the bituminous material reaches a suitable viscosity for casting and optionally blended with polymers or other additives. After preparation, the asphalt material is introduced into one or more molds, each configured to cast irregular solids or bricks. Preferably, a suitable viscous asphalt material is introduced into a mold further configured with a customizable polymer skeleton, which optionally and preferably further configured with buoyancy features, such as encapsulated air or other substances, to produce buoyancy and polymer-reinforced irregular solids or bricks. After filling the molds, the asphalt material is cured, forming multiple bricks with irregular shapes defined by the molds. The irregular shapes are configured to reduce surface contact with adjacent bricks when collected together in a container and defined by multiple non-planar facets. Preferably, each of the resulting bricks has a shape similar to a modified tetrahedron. The dimensions of the molds and solid bricks produced are scalable depending on industry requirements. After the bricks are removed from the molds, a friction-enhancing coating may optionally be applied.

[0013] Several bricks can be cast at once using a series or set of multi-part molds, which are assembled and moved via several stations on a conveyor or other manufacturing system. Stations include, for example, stations for preparation, filling, capping, curing, mold removal, and brick removal. With such a system, preferably after the bitumen material has been prepared to a suitable viscosity, the viscous bitumen material is transferred to and contained in a container having a retractable conduit delivery system at the filling station, such that the viscous bitumen material can be gradually introduced from the bottom to the top of the mold as the conduit retracts. The capping station can further supply and apply a cap to the access point of the retractable conduit. At the curing station, the mold and bitumen material can be cured using any industrial system capable of curing the bitumen material. After curing, the bricks can be moved to a station for disassembling or separating the mold parts. For example, the station may include a vacuum or mechanical system for removing the mold cap and top to expose the bricks. Once exposed, the bricks can be removed manually, mechanically, or by gravity at the brick removal station. Additional stations may exist for cleaning or changing the molds and for applying coatings or other treatments to the bricks. Workstations can also be merged or further split into substations as needed.

[0014] Once several bricks are formed, they can be collected for transport and delivered to or picked up by the shipper. Once the shipper receives the bricks, they transport them by rail, truck, air, or sea to a receiving location, such as a receiving location associated with a distributor, an end-user of the bituminous material, or a refinery where further processing of the bituminous material is planned. These bricks are preferably transported in a containment manner, such as in a dedicated aerodynamic transport chamber with a passive environmental control system or features. For example, the transport chamber may include multiple vents that allow ambient air to enter and circulate among the bricks, including all sides surrounding each individual brick. Alternatively, the transport chamber may include a water distribution system that draws in ambient water and sprays it onto and through the bricks. Preferably, during transport, the bricks are continuously or intermittently exposed and substantially surrounded by water, air, cooling air, or other substances that help maintain the bricks in a solid form. More preferably, the desired environment within the transport chamber containing the bricks is maintained solely by the flow of air, water, or other substances naturally present as the vehicle carrying the transport chamber moves, thus minimizing energy requirements. In addition to the benefits of transporting asphalt materials without diluents and without having to heat the asphalt materials to transport them as liquids via vehicles as is currently practiced, the use of low-emission or zero-emission vehicles to transport containers with passive environmental control systems further reduces or eliminates harmful carbon dioxide emissions.

[0015] Once the bricks arrive at the receiving location, the recipient can store them in a transport chamber or transfer them to the receiver, including a receiving chamber that allows for continuous active or passive environmental control. For example, the bricks can be stored as bricks in a large floating or gravity storage chamber that allows water, air, or other substances that help control the environment to circulate around or between the bricks. Alternatively, the bricks can be reheated until they return to a liquid state or their original state. Optionally, the bricks can be transferred to a dedicated storage chamber with a heated, removable concave receiving cover. If the customer or recipient wishes to store the bricks in their solid form, such as when the asphalt material is asphalt or polymer-modified asphalt, a dedicated storage container without a removable receiving cover can be used. If the customer or recipient wishes to reliquefy the bricks, such as when the asphalt material is bitumen or polymer-modified bitumen, a dedicated storage container is used with a removable receiving cover, preferably configured with a radiant heating system to melt the bricks as they collect on the cover. Delivery systems, such as drain holes located around the cover, convey molten bitumen material from the top of the cover to a chamber below, where the molten bitumen material can undergo further processing to remove or distribute the skeleton or any previously introduced additives. For example, the molten polymer skeleton can now be skimmed off at the receiving location or further blended into the bitumen material. Finally, the recipient can further process the bitumen material as needed and optionally recast it into bricks using the systems and methods described herein.

[0016] In contrast, transporting asphalt material as irregular solid bricks offers several advantages over conventional methods, which require continuous heating, the addition of diluents, or both, and cost-effective movement of the asphalt material from one location to another. By essentially removing diluents and any other harmful additives, the resulting asphalt material is non-volatile and, given its higher flash and ignition points, unlikely to burn. Therefore, it can be transported more easily by vehicle, reducing reliance on pipelines and minimizing or eliminating environmental threats, especially should asphalt spill during transport. By further reinforcing the bricks with customized skeletons or other buoyancy features, the bricks are less likely to sink if spilled into the marine environment and can be delivered to customers with preferred polymers or other additives rather than excessive amounts. By eliminating the need to heat the asphalt material during transport, reliance on fossil fuels is reduced, and CO2 emissions are significantly reduced when conventional vehicles and transport containers are replaced by low-emission or zero-emission vehicles incorporating passive environmental control systems and distinctive transport compartments. Attached Figure Description

[0017] Figure 1AThis is a flowchart illustrating a method for manufacturing asphalt material for transport in solid form according to an embodiment of the present invention.

[0018] Figure 1B This is a flowchart illustrating a method for transporting solid bitumen material to a receiver according to an embodiment of the present invention.

[0019] Figure 2 This is an illustration of a method for obtaining bitumen material extracted according to known methods and preparing it for transport in solid form according to embodiments of the present invention.

[0020] Figure 3A This is a first side view of a brick according to a preferred embodiment of the present invention.

[0021] Figure 3B This is a first side view of a brick according to a preferred embodiment of the present invention, drawn using contour lines.

[0022] Figure 3C This is a first side view of a brick according to an alternative embodiment of the present invention.

[0023] Figure 4A This is a second side view of a brick according to a preferred embodiment of the present invention.

[0024] Figure 4B This is a second side view of a brick according to a preferred embodiment of the present invention, drawn using contour lines.

[0025] Figure 5A This is a top view of a brick according to a preferred embodiment of the present invention.

[0026] Figure 5B This is a top view of a brick according to a preferred embodiment of the present invention, drawn using contour lines.

[0027] Figure 6A This is a bottom view of a brick according to a preferred embodiment of the present invention.

[0028] Figure 6B This is a bottom view of the brick according to a preferred embodiment of the present invention, drawn using contour lines.

[0029] Figure 7 This is a first side view of the brick, showing a skeleton distributed throughout the asphalt material according to a preferred embodiment of the invention.

[0030] Figure 8 This is a second side view of the brick, showing the skeleton distributed throughout the asphalt material according to a preferred embodiment of the invention.

[0031] Figure 9 This is a top view of the brick, showing a skeleton distributed throughout the asphalt material according to a preferred embodiment of the invention.

[0032] Figure 10 This is a first perspective view of the brick, showing the skeleton distributed throughout the asphalt material according to a preferred embodiment of the invention.

[0033] Figure 11 This is a second perspective view of the brick, showing the skeleton distributed throughout the asphalt material according to a preferred embodiment of the invention.

[0034] Figure 12 This is a top view of the brick of the present invention, marked with its preferred dimensions.

[0035] Figure 13 This is a first side view of the brick of the present invention, marked with its preferred dimensions.

[0036] Figure 14 This is a second side view of the brick of the present invention, marked with its preferred dimensions.

[0037] Figure 15 This is a perspective view of a skeleton formed of fiber groups according to an embodiment of the present invention.

[0038] Figure 16 yes Figure 15 The top view of the skeleton shown.

[0039] Figure 17 It was cut along the line marked 17-17. Figure 16 A cross-sectional side view of the skeleton.

[0040] Figure 18A This is a flowchart illustrating land and sea methods for transporting these bricks according to a preferred embodiment of the present invention.

[0041] Figure 18B This is a flowchart illustrating a preferred embodiment of the transportation route according to the present invention.

[0042] Figure 19A This is an illustration of a low-emission railway transport system and a dedicated aerodynamic transport compartment according to a preferred embodiment of the present invention.

[0043] Figure 19B This is a perspective view of a bulk carrier with a cargo area transport room according to a second embodiment of the present invention.

[0044] Figure 19C This is a perspective view of a transport compartment with ventilation openings according to a third embodiment of the present invention.

[0045] Figure 20A This is a top view of a dedicated storage room for receiving these bricks according to a preferred embodiment of the invention.

[0046] Figure 20B It was cut along the line marked 20B--20B. Figure 20A A cross-sectional side view of the dedicated storage room.

[0047] Figure 20C It is used for Figure 20A A schematic diagram of the components of a preferred embodiment of a radiant heating system for a dedicated storage room.

[0048] Figure 20D It is used for Figure 20A A schematic diagram of the components of a second embodiment of a radiant heating system for a dedicated storage room.

[0049] Figure 21A This is a perspective view of an exemplary mold that can be used to prepare these bricks according to a preferred embodiment of the present invention.

[0050] Figure 21B yes Figure 21A The side view of the mold shown here illustrates its two separate parts.

[0051] Figure 21C yes Figure 21A The side view of the mold shown illustrates the cavity contained therein.

[0052] Figure 21D yes Figure 21A The top view of the first mold part and the first cavity of the mold shown.

[0053] Figure 21E yes Figure 21A The bottom view of the second mold part and the second cavity of the mold shown.

[0054] Figure 22 It is Figure 21A The illustration shows an example of a method for molding bricks using a mold, according to a preferred embodiment of the invention.

[0055] Figure 23A This is a top view of a plurality of bricks positioned on a conveyor according to a preferred embodiment of the present invention.

[0056] Figure 23B yes Figure 23A End view of multiple bricks on the conveyor shown.

[0057] Figure 24A When the asphalt material begins to fill the mold Figure 22 An illustration of the filling station of an exemplary method for molding bricks shown.

[0058] Figure 24B This is when the asphalt material has filled about half of the mold. Figure 22 An illustration of the filling station of an exemplary method for molding bricks shown.

[0059] Figure 24C When the asphalt material has almost filled the mold Figure 22 An illustration of the filling station of an exemplary method for molding bricks shown.

[0060] Figure 24D This is the moment after the asphalt material has filled the mold and the retractable conduit has been removed from the mold. Figure 22 An illustration of the filling station of an exemplary method for molding bricks shown.

[0061] Figure 25A Before applying the cover Figure 22 The illustration shows the capping station of an exemplary method for molding bricks.

[0062] Figure 25B When applying the cover Figure 22 The illustration shows the capping station of an exemplary method for molding bricks.

[0063] Figure 25C After applying the cover Figure 22 The illustration shows the capping station of an exemplary method for molding bricks. Detailed Implementation

[0064] Figure 1A and 1BA preferred embodiment of an integral method 100 for curing, transporting, storing, and receiving bituminous material 105 (also referred to herein as neat bitumen or non-volatile bituminous material 105) to receiving location 905 (such as those belonging to distributors, end users, and refineries) without the use of a diluent is illustrated. The terms “bituminous material,” “heavy oil,” “extra-heavy crude oil,” “heavy crude oil,” “bitumen,” “asphalt,” “bituminous material 105,” and “bituminous materials 105” used independently or in any combination herein should be understood to encompass any type of petroleum and any application thereof that falls within the U.S. Geological Survey (USGS) definitions of heavy oil and bitumen, as described in USGS Fact Sheet 70-03, and further include heavy crude oil, extra-heavy crude oil, bitumen, and bituminous materials. Additionally, for the purposes of this invention, it includes other high molecular weight hydrocarbons and non-bituminous materials or polymers that are stable at room temperature and face similar transportation challenges as bitumen. Furthermore, any reference to brick 300 herein includes bricks formed from any bitumen material as defined above, and any reference to clean, pure, or non-volatile bitumen material 105 herein includes bitumen material without diluent or bitumen material with significantly reduced diluent. For example, brick 300 may consist of bitumen, polymer-modified bitumen, asphaltenes, or polymer-modified asphaltenes, or brick 300 may be made from a custom blend of bitumen material as requested by the customer.

[0065] Before curing, transporting, storing, and receiving the asphalt material 105 according to the present invention, the asphalt material 105 can be as follows: Figure 2 The bitumen material shown is extracted from oil sands 107 or obtained from other sources or locations. For example, the bitumen material may have been extracted from oil sands 107 by mining, steam-assisted gravity drainage (SAGD), solvent-assisted steam-assisted gravity drainage (SA-SAGD), and circulating expansion-solvent steam-assisted gravity drainage (ES-SAGD). If a diluent is used to extract the bitumen material 105, the diluent and any other undesirable materials should be removed from the bitumen material 105, and the diluent may optionally be recycled. It can then be provided to the manufacturer as a solid, semi-solid, or preferably liquid for processing and casting according to the invention.

[0066] As used herein, the terms “solid” and “cured” asphalt material 105 refer to a form, and to a form resulting in which it behaves almost like a solid, including solid materials that have not yet changed phase but resist flow and exhibit structural integrity. As shown in Figure 1, asphalt material 105 is first received or obtained 110 and then prepared 115 for casting. Preparation 115 for casting includes heating asphalt material 105 120 to a temperature at which it is molten or becomes liquid or in a suitable viscous state 205, and then optionally blending it with additives 106 (such as polymers) 125 to enhance its buoyancy or to act as an asphalt binder. Next, asphalt material 105 in its liquid or suitable viscous state 205 is introduced 130 into one or more molds 305, each mold being configured to mold its contents into an irregular solid, which is configured on a given surface portion to have few or no similar dimensions in order to reduce surface-to-surface contact between adjacent bricks and thus maximize cooling efficiency around the bricks as they are transported from one location to another. Each mold is preferably configured to have a skeleton 400, more preferably made of polymer, further configured to support an additional or integral buoyancy feature 420, and positioned across and through the mold 305. Both the skeleton 400 and the buoyancy feature 420 can be customized to meet customer needs. Once the liquid or appropriately viscous bitumen material 205 has been filled into the mold 305, the bitumen material in the mold 305 is cured 140 until bricks 300 are formed. Each brick 300 is preferably an irregular solid resembling a modified tetrahedron. The dimensions of the mold 305 and the resulting bricks 300 are scalable depending on industry requirements. The mold is disassembled when necessary, and the bricks 300 are removed from the mold 305 manually, mechanically, or with gravity assistance 150. The bricks 300 are then collected 160 for final transport and are preferably temporarily stored in solid form in storage rooms 908, 909, 910 until they are available to the consignee 600. Optionally, the friction-enhancing coating 302 may be applied to the surface of the brick 300 before or after their collection. The skeleton 400, buoyancy feature 420, brick 300, mold 305 and friction-enhancing coating 302 are discussed below.

[0067] After molding and collecting the desired number of bricks 300, the shipper 600 obtains more than 165 bricks 300 to transport them 170 to transport chamber 610 or other enclosure method preferably including an environmental control system 615. For example, transport chamber 610 may be introduced actively (e.g., with a refrigeration system) or passively (e.g., with vents and selection of color and material) and allow air or water to circulate through it and substantially around the sides 180 of each individual brick 300. The shipper 600 transports transport chamber 610 and the multiple bricks 300 170 to the customer's intermediate location 904 or receiving location 905 by rail, road, air, sea, or any combination thereof (e.g., by intermodal or multimodal transport). The shipper 600 may use any vehicle capable of transporting cargo or goods, and as used herein, the terms “vehicle” and “vehicles” include all widely used and emerging transportation and logistics systems, including trains, trucks, airplanes, freight cars, trailers, tankers, cargo ships, drones, trolleys, pipe and autonomous cargo ships, freight trains, freight aircraft, and other unmanned systems. Additionally, “vehicle” and “vehicles” include dedicated vehicles with a dedicated or integrated transport compartment 610. Preferably, the shipper 600 uses a low-emission or zero-emission vehicle to transport the transport compartment 610, which further reduces or eliminates carbon dioxide emissions. Intermediate location 904 is typically a location where it may be necessary to transfer bricks 300 from one vehicle to another, such as when bricks 300 are transported by rail and ship.

[0068] At receiving location 905, bricks 300 can be immediately transferred as bricks 300 to the new owner 600, stored as bricks 300 in the intermediary's storage room until the new owner 600 becomes available, or placed in the storage room and stored as bricks 300 or in liquid form until customers 195, 197, and 199 become available. Receiving location 905 includes any location capable of receiving bricks 300, and includes locations associated with intermediaries 185, distributors 195 that ultimately distribute the bricks to end users 199, end users 199 who may wish to receive asphalt-based bricks 305, or refineries 197 that may wish to reliquefy, further process, and then re-cast the asphalt into bricks 300 for transport to end users 199. During transport 170, preferably, an environmental control system 615 continuously or intermittently circulates air, water, or other substances between the bricks 300 in chamber 610 to help maintain them 180 in solid form, as discussed below.

[0069] Once the bricks 300 reach intermediate position 904 or receiving position 905, they can be stored in their current transport chamber 610 or transferred 190 to receiver 907, such as a receiving chamber, which is preferably also equipped with an active or passive environmental control system 615, including a system that allows continuous flow of air, water, or other substances to help maintain a suitable environment for the contents of the receiving chamber. Preferably, if at a port or gravity storage chamber 908 (if on land), the bricks 300 are stored in a receiving chamber that serves as a large floating storage chamber 909, in which case both storage chambers 908 and 909 allow temperature or climate maintenance for the circulation of substances between the bricks 300. Alternatively, especially if receiving position 905 is attached to a refinery where the bricks 300 may be reheated until they return to a liquid state or their original state, the bricks 300 can be transferred to a dedicated storage chamber 910. The dedicated storage chamber 910 facilitates the storage of bricks 300 in their solid form or the reheating of bricks 300 with a heating cover to restore the bitumen material 105 to a liquid or suitable viscous state.

[0070] If bricks 300 have been delivered to distributor 195 or intermediate location 904, they are stored in their solid form 195 until they are ready for delivery to end user 199 or another consignor 600. If bricks 300 have been allocated to end user 199, such as an asphalt-based end user, the asphalt material 105 can be converted into a liquid or stored as bricks 300 for immediate use. Alternatively, if a refinery 197 that requires asphalt or a customer that wishes to further process the asphalt material 105 before shipment to end user 199 has received bricks 300, they can be stored in solid or liquid form 197a and then optionally restored to a liquid or suitable viscous state 197b. The liquefied asphalt material 205 can also be further processed 197c. For example, additives can optionally be skimmed off or further blended into the asphalt material 105, and additional additives or treatments can be introduced or applied before the liquid or suitable viscous asphalt material 205 is optionally recast 130 into bricks 300 for further shipment.

[0071] The formation of bricks

[0072] Figure 21A-25CExemplary molds and methods are shown for forming irregular solid asphalt material bricks 300 from liquid or other suitable viscosity asphalt material 205. After receiving the asphalt material in solid, semi-solid, or liquid form, the asphalt material 105 can be stored until shortly before it is to be cast into bricks 300. When casting is imminent, for example within the next twenty-four hours, the asphalt material 105 is first prepared for casting at preparation station 117, where it is heated until it reaches a temperature at which the asphalt material liquefies or becomes a suitable viscosity for molding. Preferably, the asphalt material 105 is heated to at least or about 150 degrees Celsius. Since asphalt gradually softens above a certain temperature range, the suitable casting temperature can vary depending on the composition of the softened or melted asphalt material 105. Additionally, after the asphalt material 105 reaches the desired consistency, optional additives 106 can be blended into the asphalt material 105 at preparation station 117. Next, the bitumen material 105 can be immediately poured into the mold 130, or stored in a liquid or suitable viscosity state for refining and casting at a later time.

[0073] When preparing to form solid bricks 300, a suitable viscous asphalt material 205 is introduced into mold 305 for casting 130 into irregular solids or bricks 300. Figures 21A-21E It shows that it can be used according to as described in this article and Figure 3A-6B The exemplary mold 305 shown in the preferred embodiment is for casting an irregularly shaped solid brick 300. Preferably, each mold 305 is configured with a chamber 810 corresponding to the size, shape, and volume of the desired irregular solid to be formed. Each mold 305 is further preferably configured with a skeleton 400, which is more preferably a three-dimensional grid or lattice of polymer fiber groups supporting buoyancy features 420, which are positioned or strung together throughout each mold 305. The skeleton 400 is further discussed below and Figure 7-11 As shown in the image.

[0074] Preferably, each mold 305 comprises two parts: a first mold part 800 defining a first cavity 810a corresponding to the majority of the resulting brick 300, and a second mold part 805 defining a second cavity 810b corresponding to the top portion of the resulting brick 300. The first mold part 800 has an upper surface 800a, a lower surface 800b, and one or more walls 800c extending from the upper surface 800a to the lower surface 800b. The upper surface 800a, lower surface 800b, and walls 800c together surround or define the boundary of the preferably solid first mold part 800. Additionally, the first mold part 800 defines a first cavity 810a that extends from the upper surface 800a toward the lower surface 800b, but does not penetrate the lower surface 800b. Additional cavities 810a may also be defined by the first mold part 800, which facilitates casting multiple bricks 300 or brick parts in a single mold.

[0075] The second mold part 805 also has an upper surface 805a, a lower surface 805b, and one or more walls 805c extending from the upper surface 805a to the lower surface 805b. The upper surface 805a, lower surface 805b, and walls 805c together surround or define the boundary of the preferably solid second mold part 805. Additionally, the second mold part 805 defines a second cavity 810b extending from the lower surface 805b toward the upper surface 805a but not through the lower surface 805a. The second mold part 805 also defines a channel 807 extending from its upper surface 805a to the second cavity 810b to provide an entrance to the cavity 810 from the outside of the mold 305. The channel 807 is preferably located at or near the center of the upper surface 805a, but may be located elsewhere depending on the shape of the brick 300 to be cast and the manufacturer's needs or expectations. Additional cavities 810b and / or channels 807 may also be defined by the second mold part 805. The additional cavity 810b allows multiple bricks 300 or brick parts to be cast in a single mold, and the additional channel 807 can accelerate processing by allowing multiple access points to the cavity 810 from outside the mold 305 or allowing independent access to each cavity 810, in which multiple bricks 300 or brick parts will be cast in a single mold.

[0076] Preferably, the first mold part 800 and the second mold part 805 also have the same or complementary overall configuration and shape. For example, walls 800c and 805c extending from the upper surfaces 800a and 805a to the lower surfaces 800b and 805b of the upper and lower mold parts 800 and 805, respectively, can be four connecting walls oriented at right angles, such that the mold parts 800 and 805 have substantially square upper and lower surfaces as shown herein, with a single continuous wall connecting at their ends, such that the mold parts 800 and 805 have upper and lower surfaces that are substantially circular or elliptical in shape, or according to any other desired configuration or shape. Furthermore, although walls 800c and 805c are shown extending at right angles relative to the upper and lower surfaces of the mold parts 800 and 805, walls 800c and 805c can have varying slopes, be inclined, or irregular, depending on the shape of the brick 300 as appropriate and the manufacturer's needs or expectations. Preferably, mold parts 800 and 805 have dimensions and shapes that mate with the discs, modules, or other support and load-bearing structures used in manufacturing.

[0077] The first mold part 800 and the second mold part 805 are configured such that when they are detachably attached to or positioned adjacent to each other, the lower surface 805b of the second mold part 805 mates with the upper surface 800a of the first mold part 800. For example, the lower surface 805b of the second mold part 805 can simply rest on the upper surface 800a of the first mold part and remain in place due to gravity or friction, or it can be detachably secured with fasteners, adhesives, or other means depending on the desired assembly and ease of assembly and disassembly. Additionally, when the first mold part 800 and the second mold part 805 are removably attached to or positioned adjacent to each other, complementary cavities 810a and 810b mate to define a single cavity 810 or a plurality of cavities 810, each cavity having the desired integral shape of the brick 300 or the part to be cast.

[0078] Figure 23A-25C A production station according to an exemplary casting method 815 is shown, in which several molds 305 are simultaneously filled with a suitable viscous or liquid bitumen material 205. Preferably, a plurality of first parts 800 of the molds 305 are detachably attached in groups along a conveyor belt 820, and their respective second parts 805 are detachably attached to or positioned on the first parts 800 of the mold, maintaining a distance from the conveyor belt 820 at a first or initial station 825, such as... Figure 23A and 22As shown in Figure B. Conveyor 820 can be any type of conveyor, including automated belt conveyors, and the first part 800 can be attached thereto by a bracket, disc 822, a module, or other support structure known to those skilled in the art. Although the figures show six molds 305 arranged in a single row on conveyor 820, it should be understood that the number of parts in a set can be increased or decreased proportionally and can be configured in multiple rows or other configurations depending on manufacturing needs and capabilities.

[0079] After arrangement and assembly, multiple molds 305 are conveyed by conveyor 822 to a second position or filling station 830, where the molds 305 can receive a suitable viscous or liquid bitumen material 205 via channels 807 in the second mold part 805. The filling station 830 preferably includes one or more containers 834 in direct or indirect fluid communication with the preparation station 117, allowing them to receive a supply of the suitable viscous bitumen material 205. The containers 834 contain, deliver, or contain and deliver the suitable viscous bitumen material 205 to one or more molds 834 via one or more retractable pipes or conduits 832 in fluid communication with the containers 834 or 234. The containers 234 can be any structure capable of containing, carrying, or facilitating the delivery of the viscous or liquid bitumen material 205. Each retractable conduit 832 has dimensions that allow it to descend through a single channel 807 into a cavity 810 within the mold 305, and is configured such that it is in fluid communication with the cavity 810 when at least partially positioned within the channel 807 of the mold 305. Each retractable conduit 832 provides a path for the liquid bitumen material from the container 834 to the cavity 810. When the multiple molds 305 are at the filling station 830, as the retractable conduit 832 retracts, the first mold part 800 and the second mold part 805 are filled with a suitable viscous or bitumen material 205 from the bottom of the first mold part 800 to the top of the second mold part 805, as... Figures 24A-24D As shown in the diagram. This improves the quality of the resulting bricks because each mold 305 is gradually filled for consistent shape consolidation and to accommodate the skeleton 400 positioned within the mold 305. Preferably, the skeletons 400 positioned within the mold 305 are configured and arranged such that they do not interfere with the telescopic conduit 832 as they fill the mold 305.

[0080] After a suitable viscous bitumen material 205 has filled multiple mold parts 800 and 805 and thus filled mold 305, and after all retractable conduits 832 have retracted from channels 807, mold 305 is preferably conveyed by belt 820 to a third position or capping station 835. The capping station includes a cap structure 839 for receiving, transporting, or otherwise facilitating the delivery of caps 837. Each cap 837 is configured to mate with one of the channels 807 to prevent entry into or seal a corresponding cavity 810 within mold 305. Caps 837 include cap alternatives, including stoppers, plugs, tops, seals, or other mechanical barriers. Figure 25A-2 Figure 5D shows a cap 837 applied to the channel 807 of the second mold part 805 when the mold 305 is at the capping station 835. Although the capping station 835 is shown as a separate station in the figure, it should be understood that, where feasible and depending on manufacturing needs and capabilities, it may be combined with a station immediately before or after it. For example, the mold 305 may receive liquid bitumen material 205 and have a cap 837 applied at the same station.

[0081] After the mold 305 has been sealed by the cap 837, the asphalt material in the cavity 810 can be cured. Preferably, the mold 305 is conveyed by the belt 820 to a fourth position or curing station 840 including a curing system 842. The curing system 842 can use water, air, pressure, or other curing methods and tools 844. The curing system 842 can be any type of industrial system commonly used for casting parts by curing viscous materials, provided that the system is capable of curing the asphalt material. Preferably, the mold 305 and the suitable viscous asphalt material 205 are cured by cooling them to room temperature or below 25 degrees Celsius, although the exact temperature will depend on the composition of the asphalt material 105.

[0082] After the asphalt material has cured to produce bricks 300, each brick 300 is ready to be removed from each mold 305 and transported. To remove each brick 300 from its mold 305, preferably a set of molds 305 and their contents are moved via belt 820 from curing station 840 to a fifth position or mold removal station 850, where a second mold part 805 can be removed or separated from the first mold part 800. At the mold removal station 850, a vacuum 854 or other removal device or machine is connected to the second mold part 805 to facilitate its separation from the first mold part and subsequent removal. When using a vacuum 854, preferably a vacuum cup 852 is clamped onto the upper surface 805a of each second mold part 805. The vacuum cup 852 is operatively connected to the vacuum 854 to pull the second mold part 805 away from the first mold part 800. Once separated, the second mold part 805 can be removed from the vacuum cup 852 for cleaning, repair, cap removal, further configuration, or other treatments. Although vacuum has been discussed, other removal devices and machines can perform the same function and fall within the scope of this invention, including those that use magnets, cranes, pry bars, hydraulic devices, lifts and other separators.

[0083] After the second mold part 805 has been removed from the first mold part 800, the brick 300 remains partially secured within the first mold part 800. The first mold part 800 and the brick 300 can then be transported by the belt 820 to a sixth position or a brick dispensing station 860. Preferably, the brick dispensing station 860 is located where the conveyor inverts the object it is carrying. Then, when the tray 822 and the first mold part 800 are inverted, the brick 300 falls from the first mold part 800 due to gravity, optionally falling into a receiving trough 862 or other collecting device, or onto a chute, a second conveyor, or other conveying structure configured to move the brick from the casting area to a nearby location. Alternatively, the brick 300 can be removed manually or mechanically. After the brick 300 has been removed, the first mold part 800 can be traveled via the belt 820 to another location for removal, repair, cleaning and further configuration or processing, and then reassembled and reattached to the disc 822 or conveyor 820 for casting another brick.

[0084] Additional workstations may be included in method 815 as needed. For example, method 815 may include dedicated workstations for cleaning parts, positioning skeletons, delivering additives, collecting parts, applying pretreatment, further processing, marking, collecting data, inspecting, or other steps typically found in manufacturing or casting methods. Additionally, where desired and possible, multiple separate workstations may be combined to improve efficiency, save space, or for other purposes, and conveyor 820 may be used instead of other automated, manual, or combinations thereof to transfer or transport items from one place to another, including the use of rollers, indexers, chutes, carriers, trolleys, pulleys, suspended carriers, and other assembly line and manufacturing facility equipment.

[0085] Preferably, after the brick 300 has been removed from its mold 305, a friction-enhancing coating 302 can be applied 155 to the surface of the brick 300. One or more coatings 302 can be applied as a liquid, sprayed, or using a polymer coating technique.

[0086] Brick configuration

[0087] Each asphalt material brick 300 is configured to have few or no similar dimensions on a given surface portion, such that when multiple bricks 300 are collected in a container or placed adjacent to each other, the surface contact between adjacent bricks 300 is minimized, and air, water, or other cooling substances can easily flow around and between the individual bricks 300, thereby maximizing the cooling efficiency around the bricks when they are transported from one location to another. Preferably, the surface contact between adjacent bricks is limited to less than 5% of their surface area, although a larger surface contact is acceptable according to the invention, provided that the bricks 300 can be kept below temperatures below which softening or melting may impair the integrity of the bricks 300. Generally, the surface contact should be less than that which would cause the bricks 300 to fuse or melt together and cease to be individual bricks 300. For example, bricks 300 with irregular sides and edges will minimize the surface contact between adjacent bricks 300, and bricks with concave sides and curved edges will further minimize the surface contact between adjacent bricks 300. Surface contact between adjacent bricks 300 can be further minimized by including multiple surfaces in which no two surfaces have dimensions, and by including additional surface or edge irregularities (such as notches, protrusions, dots, channels, cavities, or combinations thereof) along the surfaces and edges, or by configuring the overall shape as an irregular solid not composed of other identifiable shapes.

[0088] Figure 3A-14 The brick 300 of the present invention, having preferred shape and size, is shown. Figure 3A-6B The preferred overall shape of brick 300 is shown, which is similar to a modified tetrahedron without right angles. Figure 7-11The diagram illustrates how the skeleton 400 (which is further described below) according to a preferred embodiment of the invention is distributed throughout the brick 300. Figure 12-14 The dimensions of a brick 300 according to a preferred embodiment of the invention are shown.

[0089] According to a preferred embodiment, the brick 300 has a substantially solid body (not labeled) defined by an outer surface, which includes three non-planar modified triangular facets 330, a modified triangular arched top surface 310, three curved edges 320, and a point opposite the top surface 310, where the three facets 330 meet the modified arched bottom surface 314, as shown. Figure 3A-6B As shown in the diagram. As used herein, when used to describe shapes, surfaces, and solids, the term “modification” refers to a shape, surface, or solid similar to the defined shape, surface, or solid, but also includes variations such as truncated angles or sections, curved edges or surfaces, irregularities intentionally or unintentionally formed on a surface or edge, or other unconventional shapes, solids, or surface properties. Similarly, the term “substantially” as used herein should be understood to mean substantially, largely, or extremely. For example, a substantially solid body is a body intended to be solid but may contain unintentional defects, or a body intended to be primarily solid but with features or defects (such as air bladders) intentionally embedded therein.

[0090] like Figure 3A-6B As shown, the curved edges 320 are located where the sides or edges of adjacent surfaces 330 typically meet. They act as an integral connection between the edges of adjacent surfaces 330 and can also be considered surfaces, especially when they have a certain width H. Each curved edge 320 preferably includes adjacent first, second, and third edge portions 320a, 320b, and 320c near its top end 320h, which connects to the arched top 310 and a fourth portion 320d, which constitutes the remainder of the curved edge 320 and connects to the arched bottom 314 at the opposite bottom end 320g of the curved edge 320. The curved edges 320 preferably have a radius of 132 along their longer sides or edges 320e and 320f (which are spaced apart from each other by a substantially constant distance H). The first, second, and third edge portions 320a, 320b, and 320c are each preferably substantially planar. Figure 3C In the alternative embodiments shown, the curved edges may have different dimensions from each other, as shown by a first curved edge 320AA with a total length of F1, a second curved edge 320BB with a total length of F2, and a third curved edge 320CC with a total length of F3. Figure 12-14 Further discussion is needed.

[0091] Each non-planar modified triangular facet 330 preferably further comprises a first triangular portion 332, a second triangular portion 334, a third triangular portion 336, and a fourth triangular portion 338. The first triangular portion 332 is connected to the modified arched top 310 along a first edge 332a, to the second triangular portion 334 along a second edge 332b, and to the third triangular portion 336 along a third edge 332c. The second triangular portion 334 is connected to one of the adjacent facets 330 along the first edge 334a via one of the curved edges 320, to the first triangular portion 332 along the second edge 334b, and to the fourth triangular portion 338 along the third edge 334c. The third modified triangular portion 336 is connected to one of the adjacent facets 330 along the first edge 336a via another curved edge 320, to the fourth triangular portion 338 along the second edge 336b, and to the first triangular portion 332 along the third edge 336c. The fourth triangular portion 338 connects to the arched bottom 314 along the first edge 338a, to the third triangular portion 336 along the second edge 338b, and to the second triangular portion 334 along the third edge 338c. All four triangular portions 332, 334, 336, and 338 also meet at the center point 340 of each face 330, and the center point 340 is preferably substantially circular. Additionally, as those skilled in the art will understand, each of the triangular portions 332, 334, 336, and 338 can be substantially triangular in shape or other shapes that cooperate to form the overall triangular face surface 330. Preferably, the third triangular portion 336 includes a notch 342 or a notched surface positioned at the location where the third triangular portion 336 connects to the arched bottom 314.

[0092] The arched bottom surface 314 of the brick 300 includes a central arched portion 315 adjacent to the fourth triangular portion 338 of the three surface surfaces 330 and three edge extensions 316 adjacent to the bottom end 320h of the curved edge 320, where the edge extensions 316 and the curved edge 320 meet. The three edge extensions 316 are connected and fitted within the central arched portion 315 of the arched bottom surface 314 to form an integrally modified arched surface with a hexagonal perimeter at its bottom.

[0093] The modified triangular arched top surface 310 includes three truncated triangular top portions 311, three top edge extensions 312, and a center point 318. Each of the truncated triangular portions 311 is connected at a first edge 311a to a first triangular portion 332 of each face 330, at two second edges 311b to the top edge extensions 312, and at a truncated point 311c connected to the center point 318. The top edge extensions 312 are connected to the apex 320h of the curved edge 320 and the center point 318.

[0094] Each surface of the face, section, and edge of the brick 300 is optionally contoured to further enhance their irregularity. Figure 3B , 4B Figures 5B and 6B show the outer surface profile with gray lines. Preferably, with respect to each face 330, the first triangular portion 332 and the fourth triangular portion 338 are substantially planar, the second triangular portion 334 is substantially concave, and the third triangular portion 336 is substantially convex. The arched top surface 310 and the arched bottom surface 314 are generally convex in shape, but may include some contour variations where desired. With respect to each curved edge 320, each of its individual portions 320a, 320b, 320c, and 320c is substantially planar as described above. Additionally, the notch 342 and the center point 340 are preferably substantially planar.

[0095] Figure 12-14 The preferred dimensions of the brick 300 are shown. As shown, the width A of each face surface 330, which connects to the top surface 310 along its first triangular portion 332 and includes the end of the curved edge 320, is approximately 305 mm, and the distance D from the center of each first edge 332 to the center of each opposite curved edge 320 is approximately 275 mm. The width E of the top portion 311 of the top surface 310, where its first triangular portion 332 connects to the face surface, is approximately 280 mm, and the width C of the top portion 311 and the edge extension 312 on each side of the top surface 310 is approximately 315 mm. The total distance B from the center of the top surface 310 to the center of the bottom surface 312 is approximately 270 mm, and the total length F of each curved edge 320 is approximately 253 mm. The width G of each face surface 330, which connects to the bottom surface 312 along its fourth triangular portion 338, is approximately 45 mm. The width H of each curved edge 320 is approximately 35 mm. When the brick 300 has with Figure 3C When using alternative bricks with the same shape as 300, the overall dimensions will differ. For example... Figure 3CAs shown, each of the curved edges has a different total length, with the first curved edge 320AA having a length of F1, the second curved edge 320BB having a length of F2, and the third curved edge 320CC having a length of F3. Because the curved edges 320AA, 320BB, and 320CC have different lengths, each of the surface surfaces 330 will also have different dimensions from each other, and the top surface 310 and bottom surface 314 will have additional profiles. Therefore, alternative embodiments of the brick 300 would be further irregular and potentially further hinder surface contact with adjacent bricks.

[0096] While the accompanying drawings typically show preferred embodiments of the dimensions and shapes of the surface, edges, top, and bottom of the brick 300, as well as the contours of its outer surface, those skilled in the art will understand that the dimensions, shape, and contours of the irregular solid and its surface can be varied as long as the resulting brick 300 minimizes surface contact between adjacent bricks 300. Preferably, as discussed above, the dimensions, shape, and contours of the irregular solid and its surface are designed to prevent or inhibit interlocking of two or more bricks 300 and, conversely, to facilitate fluid or airflow between adjacent bricks 300. Furthermore, the brick 300 and its corresponding mold 305, as shown and discussed herein, can be scaled larger or smaller depending on industry needs understood by those skilled in the art.

[0097] polymer skeleton

[0098] In a preferred embodiment of the bricks 300, each brick 300 is reinforced with a polymer or other buoyancy additive, which can be scaled and customized to meet customer needs. In addition to optionally including polymers or other additives blended into the bitumen material 105, each brick 300 is preferably configured with a rigid, semi-rigid, or flexible skeleton 400 to further increase its buoyancy in salt and fresh water. More preferably, the components of the skeleton 400 are distributed throughout each brick 300 in such a way that they increase its buoyancy both when each brick 300 is intact and when it breaks into smaller fragments. As used herein, the term "skeleton" includes all three-dimensional configurations of materials and components arranged in a pattern or predetermined manner, including, for example, matrices, frames, networks, structures, grids, layers, meshes, architectures, supports, cages, fabrics, schemes, tessellations, arrangements, and combinations thereof. Furthermore, within each brick 300, the skeleton 400 may consist of solid, semi-solid, or hollow components, rigid, semi-rigid, or flexible components, and integrated or mating components, including, for example, hollow structures filled with air, buoyancy gas, or liquid; substantially solid structures encapsulating multiple air bladders, bubbles, nanobubbles, or other buoyancy-enhancing substances; structures of porous materials impregnated with complementary buoyancy materials; and matrices, frames, networks, grids, or lattices of fibrous or solid materials formed or arranged to maintain secondary buoyancy-enhancing features, including chambers, compartments, bladders, capsules, bubbles, nanobubbles, and combinations thereof.

[0099] Figure 7-11 A preferred embodiment of the skeleton 400 according to the invention is shown, which is a polymer skeleton 400 that is further distributed substantially uniformly throughout the body of each brick 300. Figure 15-17 An embodiment of a polymer skeleton 400 is shown, which preferably comprises a mesh, frame, or grid arrangement of fibers made of polymers or plastic materials commonly used to reinforce heavy crude oil, extra-heavy crude oil, bitumen, and asphaltenes. For example, the skeleton 400 may be formed from plasmons such as polyethylene, polypropylene, ethylene-vinyl acetate, and ethylene-butyl acrylate, or thermoplastic elastomers such as styrene-butadiene-styrene, styrene-isoprene-styrene, and styrene-ethylene / butene-styrene. Preferably, the skeleton 400 is formed from waste or recycled plastics. Also, Figure 15-17 As shown, the skeleton 400 optionally and preferably further includes a plurality of buoyancy features 420 encapsulating air or other buoyancy material.

[0100] In a preferred embodiment of the skeleton 400, the polymer fibers are arranged into linear fiber groups, which are further arranged into a framework such as a three-dimensional grid or mesh formation. More preferably, these fiber groups are parallel to some fiber groups and positioned perpendicularly to other fiber groups. Figure 15 As shown, a plurality of first fiber groups 412 extend along the y-axis, a plurality of second fiber groups 414 extend along the x-axis, and a plurality of third fiber groups 416 extend along the z-axis. The first fiber groups 412 are substantially parallel to the other first fiber groups 412 and extend at right angles relative to the second and third fiber groups 414 and 416. The second fiber groups 414 are substantially parallel to the other second fiber groups 414 and extend at right angles relative to the first and third fiber groups 412 and 416. The third fiber groups 416 are substantially parallel to the other third fiber groups 416 and extend at right angles relative to the first and second fiber groups 412 and 414. Furthermore, each of the fiber groups 412, 414, and 416 preferably has four or more individual fibers 412a, 414a, and 416a, which are optionally substantially parallel to each other and spaced apart from each other at a fixed distance. For example, the fibers within each group extend substantially parallel to each other at a distance DD and are further arranged such that the cross-sectional shape of the fiber group is square. Alternatively, the fibers in these groups can be arranged to have cross-sections of other shapes such as circles, rectangles, hexagons, or triangles, and the fiber groups can have fibers that are substantially parallel, twisted together, converge, diverge, cross, or arranged in any other grouping as desired.

[0101] Optionally and preferably, multiple buoyancy features 420 can be formed or maintained between fibers 412a, 414a, and 416a that are attached to, connected to, suspended in, or positioned in each of the plurality of fiber groups 412, 414, and 416 to increase the buoyancy of the brick 300 by increasing, for example, air entrainment through each brick 300. Alternatively, the buoyancy features 420 can replace the skeleton 400, such as when the buoyancy features 420 are gaseous injections. The buoyancy features 420 can be individual or grouped air bladders, bubbles, nanobubbles, such as air or other buoyancy-increasing gases such as nitrogen, or liquids formed in or on the fibers 412a, 414a, and 416a or held by the fibers 412a, 414a, and 416a in discrete capsules, chambers, or other compartments or any combination of such elements. For example, in Figure 15-17In the diagram, buoyancy feature 420 is shown as multiple air capsules, wherein the material encapsulating the air is the same as that used for fibers 412a, 414a, and 416a. The size of a single buoyancy feature 420 affects the buoyancy of brick 300 and can be adjusted according to specifications required by the owner, customer, or other relevant parties. Additionally, the position of buoyancy feature 420 can be controlled before casting brick 300, such that, for example, buoyancy feature 420 is cast uniformly into brick 300. In some cases, buoyancy feature 420 can be an intentional void introduced into brick 300, where skeleton 400 is absent or used in addition to skeleton 400. For example, during casting, the manufacturer can inject gases such as air, steam, oxygen, and inert gases to generate bubbles, or use other air entrainment or aeration methods to capture the bubbles or voids that increase buoyancy. Whether used in conjunction with skeleton 400 or independently, buoyancy feature 420 can be any feature added to brick 300, preferably intentionally and uniformly applied to increase buoyancy. The incorporation of buoyancy feature 420 throughout the entire frame 400 and thus throughout the entire brick 300 increases the likelihood that the brick 300 will float if released into the ocean, lake, or river. Furthermore, the bricks 300 will float even if they are damaged or otherwise harmed.

[0102] The components of the skeleton 400, including fiber groups 412, 414, and 416 and buoyancy feature 420, are preferably configured to be assembled within a mold 305 and formed by injection molding. The density of the skeleton 400 can also be adjusted, and for... Figure 15-17 In the embodiments shown, the overall dimensions of the individual fibers 412a, 414a, and 416a constituting fiber groups 412, 414, and 416, the number of fiber groups 412, 414, and 416, and the number of fibers within each fiber group 412, 414, and 416 can be adjusted as needed to produce bricks 300 with a specified polymer content. For example, a brick 300 having 4% polymer by weight would be made from a skeleton 400 having larger fibers than a brick 300 having 2% polymer by weight. Preferably, for each brick 300 of heavy crude oil, the amount of polymer by weight should be between 1% and 4% to produce buoyancy. Also preferably, for each brick 300 of bitumen material, the amount of polymer by weight can be up to 10% in warmer climates or up to 7% in colder climates to further enhance its performance.

[0103] Once the skeleton 400 is formed, it is positioned within the mold 305 so that the appropriately viscous asphalt material 205 can fill the spaces not occupied by the skeleton 400. For example, regarding Figure 15-17In the embodiment shown, during casting, a suitable viscous bitumen material 205 can fill the space around and between the fiber groups 412, 414, and 416 and the buoyancy feature 420. Once the bitumen material 105 and the mold 305 have cooled, each resulting brick 300 includes a skeleton 400 embedded therein.

[0104] Brick transportation

[0105] Because of their irregular shape, which allows air, water, or other substances to circulate within them, and because they can float on, in, or near the surface of salt and fresh water, they can be transported as solids in bulk by most or all means of transport for goods or cargo, including trucks, rail, air, and sea transport. Transporting asphalt material in saleable form eliminates the need to heat the asphalt material 105 during transport, which in turn significantly reduces or eliminates greenhouse gas emissions. Furthermore, the bricks 300 can be transported on hydrogen-powered vehicles, further reducing or eliminating carbon dioxide emissions.

[0106] Figure 18A and 18B Alternative methods for transporting, storing, and receiving bricks 300 according to the preferred method of the invention are shown. After casting and collecting the desired number of bricks 300, the shipper 600 can obtain multiple bricks 300, for example, these bricks may have already been stored in the manufacturer's gravity storage chamber 908. The shipper 600 then transports the multiple bricks 300 from the transport chamber 610 to the receiving location 905 via a transport vehicle 620. As defined and discussed above, the transport vehicle 620 includes driven vehicles and unmanned vehicles, and the transport chamber 610 may be a dedicated container associated with or integrated with a dedicated brick-hauling vehicle. As used herein, the terms "chamber" and "chambers" refer to structures capable of accommodating goods, including containers, compartments, cabinets, holds, containers, cartons, packings, boxes, and other types of containers. Chambers used for transport can further be moved from one location to another.

[0107] If multiple bricks 300 will be transported by land, the bricks 300 are preferably transported in transport compartment 610 on a train or truck, although alternative land transport methods may be used, including multimodal transport and intermodal transport. Preferably, transport compartment 610 is a dedicated aerodynamic transport compartment on a train, as described below and Figure 19AAs shown in the diagram. A transport chamber 610 intended for land transport preferably allows ambient air to circulate freely therein, is temperature or climate controlled, or additionally has an environmental control system 615 for introducing ambient or cooling air, such that air can circulate around the bricks 300 due to its irregular shape. As air circulates through the space created between adjacent bricks 300 in the container 610, it helps the bricks 300 maintain a substantially solid form. Alternatively, a transport chamber 610 intended for land transport can be configured to use water or other liquid or gaseous substances to control the environment instead of air. To facilitate environmental control with ambient air, such as... Figure 19A and 19C As shown, the transport chamber 610 may be configured with or define a plurality of openings or vents 611, 612, which are preferably formed and positioned on the sidewall 610d of the chamber and optionally on the top 610a, bottom 610b, and end 610c of the chamber. Vents 611, 612 may serve as inlets and outlets and may include, or cooperate with, air vents, air dampers, flap actuators, fans, wings, flanges, blades, and other static or dynamic components that facilitate or control the amount and direction of air or other substances drawn in or circulated within the transport chamber 610. Vents 611, 612 may allow air to enter and exit the transport chamber 610 depending on the direction of travel and may include additional features to facilitate continuous or intermittent air circulation.

[0108] Figure 19C A preferred embodiment of a railway transport system is shown, which can reduce or eliminate carbon dioxide emissions during transport. In this embodiment, the vehicle 620 for transporting multiple bricks 300 is a dedicated train, which includes an engine 622 powered by one or more hydrogen fuel cells 624, and multiple dedicated transport compartments 610, preferably having an aerodynamic shape and optionally made of aluminum. The transport compartments 610, connected in series with and extending rearward from the engine 622 and fuel cells 624, also preferably include multiple openings or vents 611, 612 on their sides 610d, top 610a, and ends 610c. Additionally, an active environmental control system 626, such as an air conditioner or other cooling device, is located within each transport compartment 610, 610 should external environmental conditions ever reach a level that could damage or partially melt the bricks 300. Optionally, to further reduce or eliminate harmful emissions, the active environmental control system 626 may also be powered by one of the fuel cells 624. As emerging vehicles adopt fuel cell technology, trucks, ships, and other transport vehicles can be similarly configured to reduce or eliminate emissions, and optionally use similar fuel cells as a backup cooling source for power.

[0109] If multiple bricks 300 are to be transported by water, the bricks 300 are preferably transported on a vehicle 620, such as a ship, barge, or bulk carrier 630, which has a large cargo space 632 capable of accommodating multiple bricks 300, such as... Figure 19B As shown in the diagram. Alternatively, the bricks 300 can be placed in separate, movable, or modular transport compartments 610 on a ship or barge, or can replace alternative maritime transport methods, including multimodal transport and intermodal transport. When using separate, movable, or modular transport compartments 610 for maritime transport, they preferably each allow air, water, or other substances to circulate within them in the same manner as transport compartments 610 used on land. When the bulk carrier 630 houses these bricks in its cargo area 632, making the cargo area 623 a transport compartment 610, the bricks fill the cargo area 632 such that they continue to have sufficient space between adjacent bricks to allow air, water, and other substances to circulate. In a preferred embodiment, to maintain the integrity of these bricks, the bulk carrier 630 preferably includes a water-based environmental control system 615. It can obtain water from a dedicated water source (not shown) or using an inlet 636 that can draw in ambient water, such as water from the ocean. The water source or inlet 636 is also preferably coupled with a water distribution system 634, such as a high-pressure spray system for quickly cleaning the cargo areas of the vessel. To distribute water onto these bricks, whether in a separate, movable, or modular transport compartment 610, or directly housed as a single transport compartment 610 in the cargo area, a water distribution system 634 can receive water from a water source or draw water through inlet 636 and spray, mist, or otherwise distribute it onto the cargo area and the top of any transport compartment 610. The water can then freely fall around and between these bricks 300 and exit through drain holes (not shown) near the bottom of the cargo area. To reduce or eliminate carbon dioxide emissions during transport, the bricks 300 are preferably transported on a vessel or vehicle powered by a hydrogen fuel cell.

[0110] Whether transported by land, sea, or air, the transport chamber 610 preferably includes a passive environmental control system, such as structural features as described above that facilitate the flow of air, water, or other substances through its interior space. Alternatively, the transport chamber 610 may include other systems for environmental control, such as forced air, cooling blocks, refrigeration systems, insulation materials, cold plates, dry ice, cold packs, blankets, bottom air delivery units, reflective paint, and other known active and passive environmental control features or systems. As air, water, or another substance circulates through the transport chamber 610, it also circulates in the space between adjacent bricks 300 within the transport chamber 610. Therefore, these bricks 300 are able to maintain their irregular solid form.

[0111] Receiving bricks

[0112] Those receiving shipments of bricks 300 include intermediaries 185, distributors 195, end users 199, and refineries 197. End user 199 may store bricks 300 before needing them, distributors may temporarily store bricks before delivery to end user 199, and refinery 197 may reliquefy the bituminous material 105, process it further, and then restore it to a solid form for transport to end user 199 or distributor 195. Therefore, those receiving bricks 300 may store them as solids or require appropriate facilities or structures to reliquefy the bituminous material 105. Typically, if the bricks 300 are made of asphalt or polymer-modified asphalt, they will be stored by end user 199 and used in their brick form. If the bricks 300 are made of bituminous or polymer-modified bituminous material, they will be reliquefied by refinery 197 for further processing.

[0113] According to the invention, once the transport chamber 610 and the plurality of bricks 300 arrive at the receiving location 905 of the end user 199, refinery 197, distributor 195, or other intended recipient, the bricks 300 can be stored or prepared for use. If the plurality of bricks 300 are to be stored, they can remain in the transport chamber 610 or be transferred to other chambers, containers, or storage facilities, and optionally remain as bricks 300 using an active or passive environmental control system (including those that circulate air, water, or other substances affecting temperature and climate). For example, bricks 300 transported by sea to a receiving location 905 with sufficient port facilities can be partially or completely submerged in a large floating storage chamber 909. Such a floating storage chamber 909 may be double-shelled and may be equipped to allow ambient water to flow through the floating storage chamber 909, flow between the shells, or drip into these chambers to help maintain the integrity of the bricks 300 while they are stored. Similarly, bricks transported by rail or truck to receiving location 905 on land can be stored in gravity storage chamber 908, which may similarly have a double shell and optionally be further configured to allow ambient air or water to circulate between the bricks 300 to keep them cool. Storage chamber 908 may be further partially or completely buried underground to further control its environment. Floating storage chamber 909 and other storage chambers 908 can be modified in the same way as transport chamber 610 having vents 611, 612 and their associated features as described above to facilitate the entry and flow of air, water, or other substances therethrough. Additionally, such storage chambers 908, 909 may include smaller chambers or modules, or be part of a series of mating chambers or modules.

[0114] If the bricks 300 are to be used immediately or better stored or prepared for use by melting or heating them to a liquid state or their original state, they can be melted upon arrival at receiving position 905. Once the bricks 300 arrive at receiving position 905, they are heated 190 using methods known to those skilled in the art until they melt, return to a liquid state or their original state. The bricks 300 can also be introduced into a dedicated storage chamber with a removable cover equipped with a heating element, such as... Figure 20A and 20B The floating storage room 910 shown is an example of a storage room with a similar configuration located on land.

[0115] Figure 20A and 20B A dedicated storage chamber 910 with a heated receiving cover 912 (configured to receive bricks 300 and immediately melt or soften them using a heating system 914 embedded in the cover 912) is shown, along with a shell or chamber body 918, a container or cavity 920 defined by the chamber body 918, and a delivery system 916 facilitating the movement of liquid or suitable viscous material from the upper surface 912a of the cover 912 to the cavity 920 below. The dedicated storage chamber 910 can receive bricks 300 from any cargo owner 600 and vehicle, and is particularly suitable for receiving bricks 300 from bulk carriers. As those skilled in the art will understand, these bricks can be easily transferred from the cargo area 632 of the bulk carrier 630 to the receiving cover 912 using an excavator, bulldozer, crane 638, or other unloading or self-unloading system.

[0116] The dedicated storage chamber 910 can be made of any material suitable for containing both the viscous or liquid bitumen material 205 and the solid bricks 300, and can be further reinforced with insulation, lining, or other reinforcements. It can also be a double-shelled chamber in which several sub-containers can be placed. For example, container 910 can be formed of concrete, and the cavity walls can be coated with or lined with a non-stick material. The lid 912 can be made of one or more materials, depending on the heating element used and to enhance its conductivity as needed. For example, lid 912 can be made of concrete reinforced with nano-carbon black, graphite, or other fillers or coatings to increase its conductivity. Lid 912 is preferably removable, so that the chamber body 918 can be used alone as a storage chamber 908 for the solid bricks 300. Therefore, the dedicated storage chamber 910 serves a dual purpose: both as an environmentally controlled storage chamber for containing the bricks 300 and helping to maintain their solid form, and as a heated storage chamber that can receive the bricks 300, melt or soften them, and retain them as a liquid or suitable viscosity when stored therein.

[0117] Preferably, for a dedicated storage container 910 to liquefy the bricks it receives on its lid 912, the receiving lid 912 uses electric or liquid circulating radiant heat. As shown, the receiving lid 912 is preferably concave to accommodate the bricks 300 and facilitate their collection at its center, and the heating system 914 is a series of cables or other heating elements 924 distributed throughout the lid 912. If cables are used, they are preferably positioned at regular intervals over a large portion of the lid 912. Alternative heating elements 924 include coils, grids, preformed pads, conductive coatings, conductive fillers, or other heating elements embedded in a plastic film. As with some conductive concrete systems, the lid's heating system 914 can be self-heating, or it can be operatively connected to a power source 922 and a controller 923 to energize and heat the elements 924, such as... Figure 20C As shown in the image.

[0118] Alternatively, other heating systems or liquid circulation or air radiant heating components can be used for heating system 914. For liquid circulation radiant heating systems, the open-loop or closed-loop system of channel 925, as used herein, includes piping systems, pipes, and other conduits that can be positioned throughout cover 912 to circulate heated liquids or fluids such as water, brine, oil, or a mixture of water and propylene glycol. Using heat source 926 and boiler 927 or water heater, the liquid can be heated to a temperature sufficient to heat cover 912 and thereby melt the bricks 300 collected on cover 912. Using pump 928, liquid can be pumped into and through the system of channel 925. Propane, natural gas, electricity, or oil can fuel boiler 927, and additional operating components (not shown) may include valves, expansion tanks, additional pumps, air separators, vents, and controllers. Similar to liquid circulation heating systems, air radiant heating systems circulate heated air generated by fuel or solar-heated air through channels within cover 912.

[0119] The delivery system 916 on the receiving cover 912 is preferably a plurality of openings, which are modified in size and configured to allow molten bitumen material 105 to drain from the upper surface 912a of the cover 912 into the cavity 920 of the chamber body 918, while preventing solid bitumen material or any brick 300 from passing through. Alternatively, the delivery system 916 may be a single central opening, a plurality of channels or grooves, a series of ramps or chutes, or any other structure capable of facilitating the flow of viscous material from one location to another. Furthermore, any openings, grooves, ramps, etc., may be further coated with a material that further promotes fluid flow.

[0120] Optionally, after reheating the brick 300 to restore the asphalt material 105 to its original state, the receiver may skim off any additives, including polymers, at the receiving location 905 using methods known to those skilled in the art. To facilitate skimming, one or more skimmers 930 may optionally be connected to or housed in a dedicated storage chamber 910 or any other receiving or storage chamber for molten asphalt material. Skimmers suitable for this application will be known to those skilled in the art. Alternatively, the molten asphalt material 105 and any additives 106 may be further heated to a blending temperature using a second heating system 950, and the additives 106 may then be blended into the asphalt material 105. To facilitate blending, a mixer 940 may optionally be permanently connected to or housed in a dedicated storage chamber 910 or any other receiving or storage chamber for molten asphalt material. Mixers suitable for such applications will be known to those skilled in the art. Other additives may be introduced, and further treatment of the asphalt material 105 may also be performed depending on the needs of the receiver. In some environments, particularly when the molten bitumen material 105 is to be stored in its viscous state, further heating of the bitumen material 105 during storage may be desired. Therefore, a second heating system 950 may optionally be connected to the dedicated storage chamber 910 or any other receiving or storage chamber for the molten bitumen material, and suitable heating systems will be known to those skilled in the art. In the case where multiple sub-chambers or modules exist within the dedicated storage chamber 910, each sub-chamber or module may have a heater, a mixer, or a skimmer. As will be known to those skilled in the art, when needed, the dedicated storage chamber 910 or any other receiving or storage chamber for the molten bitumen material may be connected to a nearby pipeline so that the molten bitumen material can be pumped out of the storage chamber.

[0121] Finally, if the bricks 300 are melted and the bitumen material 105 is further processed at a refinery or other receiver, the molten bitumen material 105 may optionally be recast into bricks 300 according to the methods and systems discussed herein.

[0122] While embodiments that are currently considered preferred embodiments of the invention have been described and illustrated, those skilled in the art will understand that various changes and modifications may be made without departing from the true scope of the disclosed invention, and that equivalents may be substituted for its elements; however, the invention will include all embodiments falling within the scope of the claims.

Claims

1. A receiver for a brick made of solid bitumen material, comprising: a) Receiver housing defining the chamber; b) A removable cover located on the receiver housing and above the chamber, wherein the cover includes a concave upper surface and defines a delivery system in fluid communication with the upper surface of the cover and the chamber; as well as c) A first heating system operably connected to the cover and configured to raise the temperature of the cover.

2. The receiver of claim 1, further comprising an oil skimmer located within the chamber.

3. The receiver of claim 1, further comprising a second heating system operatively connected to the receiver housing and configured to heat the chamber.

4. The receiver of claim 3, further comprising a mixer located within the receiver housing.

5. The receiver as claimed in claim 1, wherein, The first heating system includes an electric radiant heating system.

6. The receiver as claimed in claim 5, wherein, The first heating system includes multiple live cables located inside the cover.

7. The receiver as claimed in claim 5, wherein, The first heating system includes an electrified grid located within the cover.

8. The receiver as claimed in claim 5, wherein, The first heating system includes a conductive coating applied to the upper surface of the cover.

9. The receiver as claimed in claim 1, wherein, The first heating system is a liquid circulating radiant heating system.

10. A method for melting a plurality of bricks comprising non-volatile bitumen material, the method comprising: a) An access receiver, wherein the receiver includes: i) The receiver housing defining the chamber; and ii) A removable cover located on the receiver housing and above the chamber, wherein the cover includes a concave upper surface and defines a delivery system in fluid communication with the upper surface of the cover and the chamber; b) Deliver the multiple bricks to the upper surface of the cover; c) Using a first heating system operably connected to the cover and configured to raise the temperature of the cover, soften the plurality of bricks on the upper surface of the cover until they become a suitable viscous bitumen material; and d) Using the cover delivery system, the bitumen material is conveyed from the cover into the chamber.

11. The method of claim 10, wherein, The first heating system is an electric radiant heating system.

12. The method of claim 11, wherein, The first heating system includes multiple live cables located inside the cover.

13. The method of claim 10, wherein, The first heating system is a liquid circulating radiant heating system.

14. The method of claim 10, further comprising removing additives from the asphalt material after it has been delivered into the chamber.

15. The method of claim 10, further comprising: a) After the asphalt material is delivered into the container cavity, the asphalt material inside the cavity is heated by a second heating system; as well as b) Blend the asphalt material with the additive.

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