Railcars for transporting granular metal materials, and related systems, devices, and methods.

Abstract

A freight car for transporting granular metal materials, as well as related systems, devices, and methods, are disclosed herein. For example, a reinforced freight car assembly includes a container envelope and a reinforced liner. The container envelope includes side walls and end walls extending from the floor of the freight car. The side walls are of a first length, and the end walls are of a second length shorter than the first length. The upper parts of the rigid side walls and rigid end walls define an opening in the container envelope, through which the granular metal materials are released into the freight car assembly. The freight car assembly includes an inclined inner wall coupled to the bottom and extending from the upper part of the end wall to the bottom. The reinforced liner is positioned on the bottom and a portion of the inclined inner wall. In some embodiments, the freight car assembly includes an open-top box with layers of shock-absorbing material.

Description

[Technical Field]

[0001] [Cross-reference of related applications] This application claims the interests of U.S. Provisional Patent Application No. 63 / 581,946, filed on 11 September 2023, entitled “SYSTEM AND METHOD FOR CONTINUOUS GRANULATED PIG IRON (GPI) PRODUCTION,” the disclosures of which are incorporated herein by reference in their entirety. This application relates to the following applications, the disclosures of which are incorporated herein by reference in their entirety: U.S. Patent Application No. [Agent Reference Number 084553.8073.US00], filed September 11, 2024, titled "LOADING GRANULATED METALLIC UNITS INTO RAILCARS, AND ASSOCIATED SYSTEMS, DEVICES, AND METHODS"; U.S. Patent Application No. [Agent Reference Number 084553.8074.US00], filed September 11, 2024, titled "LOW-SULFUR GRANULATED METALLIC UNITS, AND ASSOCIATED SYSTEMS, DEVICES, AND METHODS"; U.S. Patent Application No. [Agent Reference Number 084553.8075.US00], filed September 11, 2024, titled "CONTINUOUS GRANULATED METALLIC UNITS PRODUCTION, "USE OF A BASIC OXYGEN FURNACE TO PRODUCE GRANULATED METALLIC UNITS, AND ASSOCIATED SYSTEMS, DEVICES, AND METHODS"; U.S. Patent Application No. [Agent Reference Number 084553.8076.US00], filed September 11, 2024, title "LOW-CARBON GRANULATED METALLIC UNITS, AND ASSOCIATED SYSTEMS, DEVICES, AND METHODS"; U.S. Patent Application No. [Agent Reference Number 084553.8077.US00], filed September 11, 2024, title "LOW-CARBON GRANULATED METALLIC UNITS, AND ASSOCIATED SYSTEMS, DEVICES, AND METHODS"; U.S. Patent Application No. [Agent Reference Number 084553.8078.US00], filed on September 11, 2024, with the title "TORPEDO CARS FOR USE WITH GRANULATED METALLIC UNIT PRODUCTION, AND ASSOCIATED SYSTEMS, DEVICES, AND METHODS"; U.S. Patent Application No. [Attorney Docket No. 084553.8079.US00], filed on September 11, 2024, with the title "TREATING COOLING WATER IN IRON PRODUCTION FACILITIES, AND ASSOCIATED SYSTEMS, DEVICES, AND METHODS"; U.S. Patent Application No. [Attorney Docket No. 084553.8080.US00], filed on September 11, 2024, with the title "USE OF RESIDUAL IRON WITHIN GRANULATED METALLIC UNIT PRODUCTION FACILITIES, AND ASSOCIATED SYSTEMS, DEVICES, AND METHODS"; U.S. Patent Application No. [Attorney Docket No. 084553.8081.US00], filed on September 11, 2024, with the title "PROCESSING GRANULATED METALLIC UNITS WITHIN ELECTRIC ARC FURNACES, AND ASSOCIATED SYSTEMS AND METHODS".

[0002] The present technology relates to rail wagons for transporting granulated metallic bodies, as well as associated systems, devices, and methods. BACKGROUND ART

[0003] Granulated Pig Iron (GPI) is a form of pig iron that has been granulated into small, uniform particles, which is easier to handle, transport, and use in various metallurgical processes than conventional pig iron. The demand for GPI is steadily increasing due to a wide range of applications across various industries including automotive, construction, and manufacturing. The growing popularity of GPI can be attributed to its high purity, uniform quality, and the efficiency it brings to the production of steel and other ferrous products.

[0004] Granular pig iron is produced by rapidly cooling molten pig iron with water to form granules. This process, known as granulation, is usually carried out after processing in a blast furnace.

[0005] However, current manufacturing methods often feature intermittent production cycles due to various operational constraints, such as the need for regular maintenance, fluctuations in raw material supply, and energy consumption issues. These interruptions not only affect overall efficiency but also lead to increased production costs and variability in product quality. Therefore, there is a need for an improved manufacturing process that can ensure continuous and stable granulation of pig iron, thereby improving productivity and reducing operating costs.

[0006] The features, aspects, and advantages of the technology of this disclosure can be better understood by referring to the following drawings. [Brief explanation of the drawing]

[0007] [Figure 1] This is a schematic block diagram of a continuous manufacturing system for granulated metallic units (GMUs) configured according to an embodiment of this technology. [Figure 2] Figure 1 is a plan view of the GMU production system configured according to an embodiment of this technology. [Figure 3] Figure 2 is an enlarged view of the continuous GMU production system. [Figure 4] This is a schematic diagram of a system for mounting a GMU on a freight car, configured according to an embodiment of this technology. [Figure 5] This is a partial schematic perspective view of a freight car configured according to an embodiment of this technology. [Figure 6] This is a partial schematic cross-sectional view of the freight car shown in Figure 5 on line AA, according to an embodiment of this technology. [Figure 7] This is a partial schematic cross-sectional view of the freight car shown in Figure 5 on line AA, according to an additional embodiment of this technology. [Figure 8]This is a partial schematic cross-sectional view of the freight car shown in Figure 5 on line AA, according to an additional embodiment of this technology. [Figure 9] This is a partial schematic cross-sectional view of the freight car shown in Figure 5 on line AA, according to an additional embodiment of this technology. [Figure 10] This is a partial schematic cross-sectional view of the freight car shown in Figure 5 on line AA, according to an additional embodiment of this technology. [Figure 11] This is a partial schematic cross-sectional view of the freight car shown in Figure 5 on line AA, according to an additional embodiment of this technology. [Figure 12] This is a partial schematic side view of a mechanism for connecting a reinforcing member to a freight car, configured according to an embodiment of this technology. [Figure 13] This is a partial schematic side view of a mechanism for connecting reinforcing members to a freight car, configured according to an additional embodiment of this technology. [Figure 14A] This is a partial schematic side view of a mechanism for connecting reinforcing members to a freight car, configured according to an additional embodiment of this technology. [Figure 14B] Figure 14A is a schematic front view of a portion of the mechanism. [Figure 15A] This is a partial schematic side view of a mechanism for connecting reinforcing members to a freight car, configured according to an additional embodiment of this technology. [Figure 15B] Figure 15A is a schematic front view of a portion of the mechanism. [Figure 15C] Figure 15A is a schematic top view of a portion of the mechanism. [Figure 16] This flowchart shows a method for mounting a GMU on a reinforced freight car, configured according to an embodiment of this technology. [Modes for carrying out the invention]

[0008] Those skilled in the art will understand that the features shown in the drawings are for illustrative purposes only, and that variations are possible, including different and / or additional features and their arrangement.

[0009] I. overview This technology generally pertains to railcars for transporting granular metal materials (GMUs), as well as related systems, devices, and methods. GMUs (i.e., multiple particles) may be low-carbon granular iron (GI) and / or GPI. Conventional techniques for loading various industrial products (e.g., GPI) onto railcars typically require lowering the products from a considerable height into the railcar's container compartment. The relatively high density and weight of granulated industrial products, combined with the significant descent of these products, can cause strong impacts on the railcar's interior, leading to rapid wear and erosion. This not only compromises the railcar's structural integrity but also increases maintenance costs and downtime, impacting operational efficiency, profitability, and even the railcar's lifespan. These effects worsen over time and can be particularly problematic for railcars expected to be used for extended periods.

[0010] Embodiments of this technology address at least some of these problems by providing a freight car assembly in which reinforcing material is placed inside the freight car. The reinforcing material may include a durable, corrosion-resistant, and / or wear-resistant material that absorbs the impact of falling industrial products and reduces and / or prevents damage to the interior of the freight car. In some embodiments, the reinforcing material is configured to be easily replaceable in order to ensure continuous protection of the interior of the freight car over the life of the freight car. In some embodiments, the reinforcing material is configured as a removable liner.

[0011] Several embodiments of this technology disclose a reinforced freight car assembly configured to receive a GMU. The freight car assembly includes a container envelope and reinforcement. The container envelope includes rigid side walls and rigid end walls extending from the bottom surface of the freight car (e.g., the floor). The side walls are of a first length, and the end walls are of a second length shorter than the first length. The tops of the rigid side walls and rigid end walls define an opening in the container envelope through which the industrial product is released into the freight car. In some embodiments, the freight car assembly includes an inclined inner wall coupled to the bottom surface and extending from the top of the end walls to the bottom surface. In some embodiments, the angle of the inner wall is based on the stationary angle of the industrial product loaded in the freight car. The reinforcement is positioned on a portion of the bottom surface and / or the inclined inner wall surface, as these surfaces are likely to bear most of the impact of the industrial product falling. In some embodiments, an open-top box (also referred to herein as a “lock box” or “impact pad”) containing a layer of impact-absorbing material such as a GMU is positioned on the bottom surface of the freight car. When industrial products are loaded onto freight cars, they collide with a shock-absorbing material layer inside an open-top box. This layer absorbs the force of the falling products, protecting the interior of the freight car.

[0012] The GMU production system is designed for continuous operation. Compared with the discontinuous GPI production system, the embodiments of the present technology improve energy efficiency and reduce emissions by minimizing the need for frequent shutdowns and restarts, which tend to be associated with excessive exhaust and / or inefficient operation. As described herein, some embodiments include (i) a desulfurization unit that reduces the sulfur content in molten metal to lower sulfur dioxide (SO2) emissions, (ii) a dust collection unit that filters particulate matter to reduce air pollution, (iii) an infrastructure that reduces the environmental impact associated with raw material extraction and conserves natural resources by recycling fine powder, slag, iron scrap, and other residual iron / previously processed iron, (iv) a reinforcing material that reduces waste associated with the need for frequent replacement of freight wagons by significantly extending the service life of GMU transport containers such as freight wagons, and / or (v) a water management and cooling system that minimizes heat loss, improves the thermal efficiency of the production process, and optimizes water consumption. Overall, the continuous GMU production system improves productivity while minimizing greenhouse gas emissions and waste, contributing to more sustainable industrial practices and helping to mitigate climate change.

[0013] In this regard, conventional iron production has a significant environmental impact due to its high energy consumption and pollutant emissions. Therefore, the embodiments of the present technology related to the GMU manufacturing system can reduce this impact. Sulfur, phosphorus and silicon in GPI adversely affect the quality and properties of the final metal product, causing problems such as reduced ductility, toughness and weldability, as well as surface defects and brittleness. These impurities also contribute to the formation of non-metallic inclusions and excessive slag, complicating metal processing and impairing product quality. In particular, sulfur accelerates the wear and erosion of metal processing equipment, leading to increased maintenance costs and shortened equipment service life. The embodiments of the present technology include methods for partially removing these impurities, which improve the quality and durability of the final metal product, enhance the efficiency and service life of processing equipment, and lead to cost reduction and more sustainable production methods.

[0014] In the drawings, identical reference numbers generally indicate similar and / or identical elements. Many of the details, dimensions, and other features shown in the figures are merely illustrative of specific embodiments of the disclosed technology. Accordingly, other embodiments may have other details, dimensions, and features without departing from the spirit or scope of the present disclosure. In addition, those skilled in the art will recognize that several of the details described below may be omitted to practice further embodiments of the various disclosed technologies.

[0015] II. Embodiment of a Continuous Granular Metal Production System Figure 1 is a schematic block diagram of a continuous GMU production system 100 (system 100) configured in accordance with embodiments of the present technology. As described elsewhere herein, the GMU may include granular iron (GI), granular pig iron (GPI), granular steel (GS), or the GMU. In this context, the molten metal may include molten pig iron or molten iron and steel. As used herein, the term "continuous" should be construed to mean a continuous operation cycle, including batch or semi-batch operations, that lasts for at least 4 hours, 6 hours, 8 hours, 10 hours, 12 hours, 16 hours, 20 hours, or 24 hours. The system 100 may include a furnace unit 110, a desulfurization unit 120, a granulation unit 130 including a first granulation unit 130a and a second granulation unit 130b, and a cooling system 140. The furnace unit 110 can receive input materials (e.g., iron ore, coke, limestone, and / or preheated air) and / or recycled materials that can be supplied from components downstream of the system 100, as will be described in further detail herein. Equations (1) to (6) below list some of the chemical processes controlled in the furnace unit. C+O2→CO2 (1) CO2+C→2CO (2) Fe2O3+3CO→2Fe+3CO2 (3) Fe2O3+3C→2Fe+3CO (4) CaCO3→CaO+CO2 (5) CaO+SiO2→CaSiO3 (6)

[0016] Equation (1) represents the combustion of coke, which is carbon in its original form. When coke reacts with oxygen gas introduced into the furnace (e.g., via an oxygen lance), it forms carbon dioxide. This exothermic reaction releases a considerable amount of heat, which is essential for maintaining the high temperature required for subsequent reactions. As shown by equation (2), the carbon dioxide produced by equation (1) further reacts with additional coke to form carbon monoxide. This endothermic reaction helps maintain a moderate temperature inside the furnace unit 110. Equations (3) and (4) represent the reduction of iron ore (Fe2O3). As shown by equation (3), iron oxide reacts with the carbon monoxide produced by equation (2), acting as a reducing agent to convert the iron ore into iron, producing carbon dioxide as a byproduct. Alternatively, as shown by equation (4), iron ore can be reduced directly by coke, though less commonly. Equations (5) and (6) represent the formation of slag. As shown by equation (5), calcium carbonate / limestone (CaCO3) can be decomposed into calcium oxide and carbon dioxide at the high temperature of furnace unit 110. As shown by equation (6), the calcium oxide can then react with silica (SiO2), an impurity in the iron ore, to form calcium silicate (CaSiO3), also known as slag. Furnace unit 110 can output molten iron (obtained from equations (3) and (4)) and slag (obtained from equations (5) and (6)).

[0017] In some embodiments, the input materials (e.g., coke, iron ore, and / or limestone) contain sulfur, which may remain in the molten iron output by the furnace unit 110. A mixing truck 102 or other transfer vessel can transfer the molten iron from the furnace unit 110 to the desulfurization unit 120. The desulfurization unit 120 may include equipment for reducing the sulfur content of the molten iron. For example, magnesium (Mg), calcium carbide (CaC2), or other sulfur reducing agents can be delivered to the molten iron using one or more lances. In some embodiments, the molten iron is desulfurized while remaining inside the mixing truck 102. Equations (7) and (8) below enumerate the reactions of sulfur with sulfur reducing agents. Mg+S→MgS (7) CaC2 + S → CaS + 2C (8)

[0018] The resulting substances, including magnesium sulfide (MgS) and calcium sulfide (CaS), do not dissolve in molten iron and therefore exist as solids (e.g., solid particles), which can be more easily removed in the desulfurization unit 120 and / or further downstream. As further described herein, reducing the sulfur content improves the quality of GMU products and / or makes the production process continuous. After the desulfurization process, the molten iron can be transferred from the desulfurization unit 120 to the granulation unit 130 by the molten iron. In some embodiments, as indicated by the dashed arrows, the desulfurization unit 120 is bypassed and the molten iron is transferred directly from the furnace unit 110 to the granulation unit 130. In particular, conventional equipment may not include a desulfurization unit, or if it does not, it may lack the capacity to desulfurize molten iron. One reason for this is that this conventional steelmaking equipment supplies molten iron directly from the blast furnace to the oxygen converter and chooses to granulate the molten iron only when the oxygen converter is stopped. Since GPI is generated by the backup operation of such equipment, the additional complexity and cost associated with installing desulfurization equipment may not be inexpensive.

[0019] In some embodiments, the temperature of the molten iron is within a predetermined range before it reaches the granulation unit 130. For example, maintaining the molten iron in a sufficiently fluid state can help ensure better uniform particle formation and avoid premature solidification. This can result in irregular particle shape and particle size. In some embodiments, the system includes one or more heaters 115 before and / or after the desulfurization unit 120 to reheat the molten iron inside the mixing cart 102, for example. For example, if the temperature of the molten iron falls below a threshold value, the heaters 115 can be used to raise the temperature of the molten iron inside the mixing cart 102 until it reaches a desired temperature range. The threshold temperature value may vary depending on the different composition and may be 2300-2500°F, 2300-2400°F, or 2340-2350°F. In some embodiments, the heaters 115 are equipped with one or more oxygen lances.

[0020] The mixing truck 102 can transfer molten iron to one of the granulation units 130. Although Figure 1 shows two granulation units 130, it will be understood that the system 100 may include one, three, four, five, six, or more granulation units 130. Each granulation unit 130 may include a granulation reactor that receives and granulates molten iron to form granules. For example, the granulation reactor may include a cavity that holds water, and the molten iron can be transferred (e.g., by injection, spraying) to a target location in the reactor that holds the water. The water can be kept sufficiently cold by a cooling system 140 (e.g., by direct cooling by pumping water between the granulation unit 130 and the cooling system 140, and by indirect cooling by pumping a coolant separately from the water that receives the molten iron). In some embodiments, each granulation unit 130 includes one or more components for controlling the flow of molten iron from the mixing truck 102 to the granulation reactor. As those skilled in the art will recognize, flow control can affect the shape, particle size, and quality of the granular product. The granulation unit 130 may also include a dewatering assembly for drying the granular product from the granular reactor to output GMU. The granulation unit 130 may further include a classification assembly for filtering the filtrate from the dewatering assembly to output fine powder.

[0021] System 100 may further include a product handling unit 150 that receives GMU output from the granulation unit 130 (e.g., by a dewatering assembly) and a loading facility 155 located downstream of the product handling unit 150. In addition, System 100 may further include a fine powder handling unit 160 that receives fine powder output from the granulation unit 130 (e.g., by a classification assembly) and a loading facility 165 located downstream of the fine powder handling unit 160. In some embodiments, the product handling unit 150 and / or the fine powder handling unit 160 each include one or more conveyor belts, diverters, storage areas, etc. System 100 may further include a mixed-pig preparation unit 170 that can remove slag and / or quiche from the mixed-pig truck 102. For example, after delivering molten iron to the granulation unit 130, the molten iron mixing truck 102 can proceed to the molten iron mixing truck preparation unit 170 for cleaning, or otherwise be prepared for the next cycle of transferring molten iron. The removed slag can then be transferred to the slag processing machine 175. The system 100 may further include a scrap storage chamber 180 that can receive flaky pig iron and / or iron skull from the granulation unit 130.

[0022] As shown in Figure 1, fine powder from the loading equipment 165, slag and / or iron from the granulation unit 130, and / or flaky pig iron and / or iron skull from the scrap storage room 180 can be returned to the furnace unit 110 as recycled material. In some embodiments, the recycled material is processed (e.g., pelletized) before being placed in the furnace unit 110. Furthermore, waste from various components of the system 100 can be collected and directed to dust collection units 190 (e.g., baghouse, washing machine, etc.). In Figure 1, for example, waste from the desulfurization unit 120 and the granulation unit 130 is directed to a first dust collection unit 190a, and waste from the mixed iron preparation unit 170 is directed to a second dust collection unit 190b. Each of the dust collection units 190 can filter the waste from which dust can be removed, so that the washed waste gas is sent to a stack (not shown) and released into the atmosphere, and the removed dust can be directed to further processing.

[0023] Figure 2 is a plan view of the continuous GMU production system 100. The plan view shown in Figure 2 is merely an example, and it will be recognized that the components of system 100 may be arranged differently in other embodiments. As shown, system 100 may further include an electric tower 202 and a power generation unit 204 for supplying power to system 100. As will be further described herein, one or more components of system 100 may be powered by electricity rather than hydraulics. The furnace unit 110 may be located away from many other components of system 100. A molten iron cart 102 or other transfer vessel (not shown) can transfer molten iron from the furnace unit 110 to the desulfurization unit 120 along a track indicated by a dashed line.

[0024] Referring here to Figure 3, an enlarged plan view of the system 200 is shown, in which the desulfurization unit 120 can desulfurize the molten iron while it remains in the mixing truck 102. Once the molten iron is desulfurized, the mixing truck 102 can proceed along the track to the granulation unit 130. The mixing truck 102 can deliver the molten iron to either the first granulation unit 130a or the second granulation unit 130b, for example, depending on the availability of each granulation unit 130. The GMU produced by each granulation unit 130 can be transported downstream via one or more conveyor belts that form part of the product handling unit 150. The fine powder produced by each granulation unit 130 is transported to a fine powder bunker located adjacent to the granulation unit 130 and can finally be sent to the loading facility 165. As shown in Figure 3, the first dust collection unit 190a is connected via pipes to the desulfurization unit 120 and the granulation unit 130, respectively, and can collect waste from those units.

[0025] Returning to Figure 2, the cooling system 140 is located adjacent to the granulation unit 130 and can provide cooling to the granulation unit 130 as needed. The product handling unit 150 may include a storage area 252 for storing the GMU product. One or more conveyor belts may extend between each of the granulation units 130 and the storage area 252, and between the storage area 252 and the loading equipment 155. In some embodiments, the loading equipment 155 comprises a building from which a desired amount of GMU can be measured and transported to a freight car or other transport vehicle. In some embodiments, the GMU is then transported to an electric arc furnace (not shown) for the production of steel. After delivering the molten iron to the granulation unit 130, the mixing car 102 can proceed along the track and reach the mixing car preparation unit 170. As described above with reference to Figure 1, the mixing car preparation unit 170 can facilitate the removal of slag and / or quiche from the mixing car 102. The second dust collection unit 190b is connected to the mixed iron preparation unit 170 via a pipe, from which it can collect waste.

[0026] Referring to Figures 1 to 3, it is expected that system 100, unlike conventional GMU production systems, is capable of continuously producing GMU. Firstly, the inclusion of the desulfurization unit 120 offers several advantages. For example, GMU with a lower sulfur content produces less slag when melted in the downstream electric arc furnace, thus saving associated time, cost, and energy consumption. Also, using GMU with a low sulfur content makes it easier to maintain the desired chemical composition and temperature, reducing the frequency of adjustments and interruptions during the melting cycle. Furthermore, the reduced sulfur level consequently reduces wear and tear on other components of the system, thereby reducing the need for maintenance and associated downtime.

[0027] Secondly, the inclusion of multiple granulation units 130 allows for the parallel granulation of molten iron in separate granulation units. If one of the granulation units 130 is stopped (for example, due to a faulty component, maintenance, etc.), the granulation units 130 can also act as backups for each other. Furthermore, in some embodiments, the various components of the granulation unit 130 are modular. For example, each component can be easily and independently removed (for example, for maintenance) and / or replaced (for example, via an overhead crane) without affecting the operation of other components.

[0028] III. Reinforced freight car equipment, systems, and methods Figure 4 is a schematic diagram of a system 400 for loading a GMU onto a freight car 402 according to an embodiment of the present technology. In some embodiments, one or more components of system 400 are substantially the same as / identical to the loadout 155 described with reference to Figure 1. System 400 comprises a conveyor mechanism 408 and a housing unit 406 arranged to receive material conveyed by the conveyor mechanism 408. The housing unit 406 may consist of various components (e.g., surge bins, weighing bins, etc., not shown) for measuring a desired amount of GMU before transferring it to the freight car 402. In some embodiments, system 400 further comprises a freight car moving mechanism 404 (e.g., a freight car moving device) configured to move the freight car 402 through each stage of the loadout process.

[0029] During operation, the GMU can be transported to the housing unit 406 via a conveyor mechanism 408. The conveyor mechanism 408 is inclined to supply the GMU to the measuring / weighing component of the housing unit 406, which is positioned relatively high relative to the ground. The measuring / weighing component measures a desired amount of GMU, and that amount of GMU is transferred by gravity to a freight car 402 located beneath the component of the housing unit 406. In some embodiments, once the freight car 402 has received that amount of GMU, a freight car moving mechanism 404 repositions the freight car 402 to facilitate the spread of the load within the freight car 402.

[0030] Figure 5 is a partial schematic perspective view of a freight car 500 according to an embodiment of the present technology. The freight car 500 includes a container envelope configured to receive a GMU. The container envelope includes a bottom surface 530 (also called the floor) and a plurality of side walls 510 (e.g., two side walls 510 in this embodiment) extending from the floor 530. The side walls 510 have a first length L1, are substantially perpendicular to the floor 530, and are at an angle of 80 to 100 degrees with respect to the floor 530. The container envelope further includes a plurality of end walls 520 (e.g., two end walls 520 in this embodiment) extending from the floor 530 and positioned between the side walls 510. In some embodiments, the end walls 520 are also substantially perpendicular to the floor 530. In some embodiments, the end walls 520 are angled with respect to the floor 530 and / or one or more doors and / or gates 532 (as further described herein). These end walls 520 have a second length L2 which is shorter than the first length L1. In some embodiments, the container envelope also includes inclined inner walls 540, each of which is coupled to the floor 530, the side walls 510, and one of the end walls 520. In some embodiments, the inclined inner walls 540 are angled relative to the floor 530 and / or one or more doors and / or gates 532 based on, for example, the stationary angle of the GMU received by the freight car 500. The advantage of angling the inclined inner walls 540 based on the stationary angle is to ensure, for example, that the GMU is efficiently discharged through one or more doors and / or gates 532. In some embodiments, the inclined inner walls 540 are omitted. The tops of the side walls 510 and end walls 520 define an open top 502 of the container envelope, through which the GMU passes during loading onto the container envelope. In some embodiments, GMUs of about 2 feet or less are loaded onto the freight car (for example, to avoid exceeding the weight limit of the railroad track).

[0031] In some embodiments, the stationary angle of the GMU may be 15–30 degrees, 30–45 degrees, 45–60 degrees, 60–75 degrees, or 75–90 degrees, or at least 30 degrees, 35 degrees, 40 degrees, 45 degrees, 50 degrees, 55 degrees, 60 degrees, 65 degrees, 70 degrees, 75 degrees, 80 degrees, or 85 degrees, or any increment between them (e.g., at least 33 degrees). In some embodiments, the stationary angle may be measured using one or more methods, such as an inclined box (e.g., slowly inclining the box until a large amount of product begins to slide through and measuring the inclination angle), a fixed funnel (e.g., pouring the product through a funnel to form a cone), or a static or rotating cylinder (filling a cylinder with the product and measuring the angle of the product relative to the wall of the cylinder). In some embodiments, the angles of the inclined inner wall 540 and / or end wall 520 create angles A1, A2 with respect to the floor 530 and / or gate 532 of 15–30 degrees, 30–45 degrees, 45–60 degrees, 60–75 degrees, or 75–90 degrees. In some embodiments, angles A1, A2 are at least 30 degrees, 35 degrees, 40 degrees, 45 degrees, 50 degrees, 55 degrees, 60 degrees, 65 degrees, 70 degrees, 75 degrees, 80 degrees, or 85 degrees with respect to the floor 530 and / or gate 532. In some embodiments, angle A1 is different from angle A2.

[0032] In some embodiments, the freight car 500 is also configured to unload the GMU contained in the container envelope through one or more doors and / or gates 532 located in the floor 530. These doors and / or gates 532 can open longitudinally relative to the floor 530 (e.g., "Bombay" doors) or laterally relative to the floor 530. In some embodiments, a longitudinal beam is integrated along the center of the floor 530 to help structurally support the doors and / or gates 532. In some embodiments, the container envelope consists of relatively low side walls 510 that are no more than 4 feet high from the floor 530.

[0033] During operation, a desired amount of GMU is discharged (e.g., administered) into the container envelope of the freight car 500 through the open top 502. In some embodiments, the GMU is first discharged into the central section of the floor 530 (e.g., between the gates 532 in this embodiment). Once the container envelope is filled with GMU, a deposit is formed that extends along the floor 530 to the side walls 510 and the inclined inner walls 540 (or the end walls 520 if the inclined inner walls 540 are omitted). In some embodiments, the freight car 500 is repositioned multiple times (continuously or iteratively) under the discharge source to facilitate the spread of the deposit throughout the container envelope.

[0034] Figure 6 is a partial schematic cross-sectional view of the freight car 500 of Figure 5 on line AA, according to an embodiment of the present technology. In this embodiment, the freight car 500 comprises a container envelope with reinforcing material or liners 650 ("reinforcing material 650") positioned on at least a portion of the floor 530 and / or the inclined inner wall 540. The reinforcing material 650 may include a plurality of separate sections 650a, 650b, 650c, which may be plates, panels, sheets, slabs, or cladding. In this embodiment, section 650a is positioned on at least a portion of the first inclined inner wall 540a, section 650b is positioned on at least a portion of the floor 530, and section 650c is positioned on at least a portion of the second inclined inner wall 540b. In some embodiments, the section of reinforcing material 650b positioned on the floor 530 is positioned to extend to the area between the side wall 510 and the gate 532. In some embodiments, the reinforcing material 650 is also positioned on a portion of the rigid side wall 510.

[0035] In some embodiments, each of sections 650a, 650b, and 650c is selected from highly wear-resistant hardened materials such as steel (e.g., carbon steel, wear-resistant (AR) steel, and / or Hardox®), refractory lining materials (e.g., magnesia, alumina, silica, etc.), polyurethane, or other metals and / or metal alloys (e.g., silicon carbide, tungsten carbide, and / or titanium alloys). In some embodiments, one or more of the side walls 510, end walls 520, inclined inner walls 540, and / or floor 530 are made of a highly wear-resistant hardened material, similar to the material used for the reinforcement 650. In some embodiments, the reinforcement 650 (e.g., sections 650a, 650b, and 650c) is made of a different hardened material than the side walls 510, end walls 520, inclined inner walls 540, and / or floor 530. In some embodiments, one or more of sections 650a, 650b, and 650c are made of different materials. For example, section 650b may be made of AR steel, while sections 650a and 650c may be made of silicon carbide. In some embodiments, one or more of the reinforcing members 650, side walls 510, end walls 520, inclined inner walls 540, and floor 530 may be made of steel having a copper content of 0.02% to further reduce wear and corrosion.

[0036] The durability of the freight car 500 can be increased by adding reinforcing material 650 to the freight car 500, by placing one or more reinforcing sections (e.g., 650a, 650b, 650c) throughout the freight car 500 to absorb the impact of the GMU when it is released into the container envelope. This reduces the frequency of maintenance and repairs, and therefore extends the service life of the freight car 500. The use of hardened material in the reinforcing material 650 and / or the side walls 510, end walls 520, floor 530, and inclined interior walls 540 helps minimize wear and corrosion over the service life of the freight car 500.

[0037] In some embodiments, the reinforcing members 650 are coupled to the container envelope (e.g., side walls 510, end walls 520, inclined inner walls 540, and / or floor 530) via one or more coupling mechanisms, such as bolts 660, tack welds 662, fasteners, clamps, clips, hangers, hooks, etc. These are further illustrated in Figures 12 to 15C. In some embodiments, these coupling mechanisms are designed to allow the reinforcing members 650 to be easily removed from the container envelope, simplifying replacement and repair, and adding customizability to the freight car 500. For example, when transporting GPI, additional sections of the reinforcing members 650 can be easily installed on the container envelope. Conversely, when transporting lower-density industrial products, the reinforcing members 650 can be easily removed to reduce the unloaded weight of the freight car 500, allowing it to carry more products.

[0038] In some embodiments, the external dimensions of the freight car 500 are reduced compared to many freight car configurations. For example, in some embodiments, the length L1 of the freight car 500 is 50 feet or less (e.g., 46 feet, 44 feet, 42 feet, etc.). In some embodiments, the height H of the freight car 500 is 4 feet or less (e.g., 3 feet, 2 feet, etc.). By reducing the external dimensions of the freight car 500, more GMU can be added to the freight car 500 before reaching a certain total railroad track weight limit (e.g., 268,000 pounds).

[0039] Figure 7 is a partial schematic cross-sectional view of the freight car 500 of Figure 5 along line AA, according to an additional embodiment of the present technology. In this embodiment, the freight car 500 has similar features to those described in Figures 5 and 6, except that the inclined inner wall is omitted and a raised partition 742 is positioned between the gates 532. Reinforcement sections 750a and 750d extend from the top of the rigid end wall 520 and are configured to contact the floor 530 at angles A1, A2. In some embodiments, angles A1, A2 are based on the stationary angle of the GMU expected to be loaded onto the container envelope and / or the stationary angle of the GMU loaded onto the container envelope. In some embodiments, sections 750a and 750d are coupled to the top of the end wall 520 and the floor 530 via one or more of the coupling mechanisms described in Figures 6 and 12 to 15C. The raised partition 742 contacts the floor 530 at angles A3, A4. In some embodiments, angles A3, A4 are based on the stationary angle of the GMU expected to be mounted on the container envelope and / or the stationary angle of the GMU mounted on the container envelope. In some embodiments, angles A3, A4 of the raised partition 742 are 15–30 degrees, 30–45 degrees, 45–60 degrees, 60–75 degrees, or 75–90 degrees relative to the floor 530 and / or gate 532. In some embodiments, angles A3, A4 are at least 25 degrees, 30 degrees, 35 degrees, 40 degrees, 45 degrees, 50 degrees, 55 degrees, 60 degrees, 65 degrees, 70 degrees, 75 degrees, 80 degrees, or 85 degrees relative to the floor 530 and / or gate 532. In some embodiments, angle A3 is different from angle A4.

[0040] In some embodiments, the reinforcing sections 750b, 750c are positioned on at least a portion of the partition 742. By configuring the container envelope in this way, the reinforcing sections 750a, 750c protect the end wall 520 and the floor 530, and at the same time hold the loaded GMU so that it can be easily released from the gate 532 when the gate 532 is opened.

[0041] Figure 8 is a partial schematic cross-sectional view of the freight car 500 of Figure 5 along line AA, according to an additional embodiment of the present technology. This embodiment is generally similar to / identical to the embodiment of Figure 6, with the addition of a lockbox 852. Reinforcement sections 850a and 850b are located on the inclined inner walls 540a and 540b, respectively. As shown in Figure 8, the lockbox 852 (also called an impact pad) has an open top 856 that accommodates a layer (e.g., 4-5 inches) of granular material 854, such as GMU, GI, GPI, GS, aggregate rock, or other of the same kind. The lockbox 852 is positioned to absorb at least a portion of the impact force of the GMU being loaded onto the freight car 500. In some embodiments, the lockbox 852 is located in an intermediate region along the length of the container. For example, the lockbox 852 may be located in an intermediate region or center point C of the floor 530 and / or container envelope where an initial portion of the amount of GMU is expected to collide with the freight car 500 during the loading process. In some embodiments, the lockbox 852 is offset by a certain distance from the intermediate region and / or center point C. In some embodiments, the lockbox 852 spans a region between a plurality of gates 532a, 532b. For example, the first gate 532a may be offset by a first distance D1 from center point C in a first direction 857, and the second gate 532b may be offset by a second distance D2 from center point C in a second direction 858 opposite to the first direction 857. The lockbox 852 can span at least a portion of the region including D1 and D2 and between the rigid sidewalls 510. In some embodiments, distances D1 and D2 are approximately equal. In some embodiments, the layer of granular material is aggregate rock material.

[0042] The lockbox 852 provides a relatively lightweight solution for reducing wear and erosion inside the freight car 500. By being positioned in or near the expected area where the GMU first impacts the freight car 500 (e.g., the floor 530 and / or center point C of the container envelope), the lockbox 852 can absorb a significant portion of the impact force exerted by the GMU during the loading process. By mitigating the initial impact, the lockbox 852 helps prevent damage and wear to the interior of the freight car 500, thereby extending the service life of the freight car and reducing maintenance costs. The granular material layer 854 within the lockbox 852 also offers the advantages of flexibility and adaptability. The granular material 854 can be easily replaced or replenished as needed, ensuring that the lockbox 852 maintains its impact force-absorbing effect over multiple loading cycles. This adaptability is particularly useful when transporting different types of materials, as the granular layer 854 can be tailored to the specific characteristics of the cargo being loaded.

[0043] Figure 9 is a partial schematic cross-sectional view of the freight car 500 of Figure 5 on line AA, according to an additional embodiment of the present technology. This embodiment is generally similar to / identical to the embodiment shown in Figure 6, except that the freight car 500 further includes additional reinforcing sections 950d, 950e, and 950f. Thus, the reinforcing material of this embodiment consists of section 950a positioned on the inclined inner wall 540a, section 950b positioned on a portion of the floor 530, section 950c positioned on the inclined inner wall 540b, and sections 950d, 950e, and 950f positioned on one or more of the rigid side walls 510.

[0044] Figure 10 is a partial schematic cross-sectional view of the freight car 500 of Figure 5 on line AA, according to an additional embodiment of the present technology. This embodiment is generally similar to / identical to the embodiment shown in Figure 6, except that the doors and / or gates 532 are omitted (for example, in a gondola-type freight car), and the reinforcing section 1050b extends along the length of the floor 530 between the areas where the inclined inner walls 540a, 540b and the floor 530 meet. Thus, the reinforcing member 1050 consists of section 1050a positioned on the inclined inner wall 540a, section 1050b positioned over substantially the entire floor 530, and section 1050c positioned on the inclined inner wall 540b.

[0045] Figure 11 is a partial schematic cross-sectional view of the freight car 500 of Figure 5 on line AA, according to an additional embodiment of the present technology. This embodiment is generally similar to / identical to the embodiment shown in Figure 10, except that this embodiment further omits the inclined inner wall 540, that reinforcing sections 1150a and 1150c are located on the end wall 520, and that reinforcing sections 1150d, 1150e, and 1150f are located on at least a portion of the side wall 510. Section 1150b is located substantially along the entire length of the floor 530 and extends between the end walls 520 and between the side walls 510.

[0046] Figure 12 is a partial schematic side view of a mechanism 1200 for connecting a reinforcing member 1220 to a freight car, according to an embodiment of the present technology. The connecting mechanism 1200 includes one or more bolts 1230 used to connect the reinforcing member 1220 to the inner surface 1210 of a container envelope (e.g., any of the side walls, end walls, inclined inner walls, and / or floors disclosed herein). In some embodiments, the bolts 1230 are embedded in countersunk holes such that the bolt heads of the bolts 1230 are at least substantially coplanar with the reinforcing member 1220. It will be understood that those skilled in the art will recognize that the connecting mechanism 1200 can be used in any embodiment of a freight car and can be used in combination with any other connecting mechanisms disclosed herein.

[0047] Figure 13 is a partial schematic side view of a mechanism 1300 for connecting a reinforcing member 1320 to a freight car, according to an additional embodiment of the present technology. The connecting mechanism 1300 consists of one or more tack welds 1330 that connect the reinforcing member 1320 to the inner surface 1310 of the container envelope. The connecting mechanism 1300 can be used in any embodiment of the freight car and can be used in combination with any other connecting mechanisms disclosed herein.

[0048] Figure 14A is a partial schematic side view of a mechanism 1400 for coupling a reinforcing member 1420 to a freight car, according to an additional embodiment of the present technology. Figure 14B is a partial schematic front view of the mechanism 1400 of Figure 14A. Referring together to Figures 14A and 14B, the coupling mechanism 1400 includes a clamping slot 1430 positioned along the edge of the inner surface 1410 of the container envelope, and is used to clamp the reinforcing member 1420 in place against the inner surface 1410 of the container envelope. For example, the clamping slot 1430 may be positioned along the bottom edge of a rigid side wall (e.g., side wall 510) where the side wall intersects with the floor (e.g., floor 530) of the freight car. One or more reinforcing sections 1420a, 1420b can be incorporated into the clamping slot 1430 and clamped against the inner surface 1410 via the clamping slot 1430. The coupling mechanism 1400 can be used in any embodiment of the freight car and can also be used in combination with any other coupling mechanisms disclosed herein.

[0049] Figure 15A is a partial schematic side view of a mechanism 1500 for coupling a reinforcing member 1520 to a freight car, according to an additional embodiment of the present technology. Figure 15B is a partial schematic front view of the mechanism 1500 of Figure 15A. Figure 15C is a partial schematic top view of the mechanism 1500 of Figure 15A. Referring together to Figures 15A to 15C, the coupling mechanism 1500 includes a plurality of clamping slots 1530 positioned at multiple locations along the inner surface 1510 of the container envelope, configured to clamp the reinforcing member 1520 to the inner surface 1510 of the container envelope. The plurality of clamping slots 1530 can be configured to accommodate individual reinforcing sections 1520a, 1520b, thereby clamping each section 1520a, 1520b to an opposing edge. The coupling mechanism 1500 can be used in any embodiment of the freight car and can be used in combination with any other coupling mechanisms disclosed herein.

[0050] Figure 16 is a flowchart of Method 1600 for loading a GMU into a reinforced freight car according to an embodiment of the present technology. In block 1602 of Method 1600, a freight car assembly is procured. The freight car assembly includes an open container envelope comprising a bottom (also called a floor), rigid side walls of a first length, rigid end walls of a second length shorter than the first length, and inclined inner walls angled based on the stationary angle of granular iron. In block 1604, a reinforcing material (also called a liner) is applied over at least a portion of the container envelope. In some embodiments, the reinforcing material is applied to at least a portion of the bottom and to one or more of the inclined inner walls. In an optional block 1606, in a configuration in which the container envelope includes a lockbox, the lockbox is filled with a layer of granular material (e.g., GMU, GI, GS, GPI). In block 1608, the GMU is loaded into the freight car assembly via the open top of the container envelope.

[0051] IV. conclusion Those skilled in the art will see that modifications may be made to the details of the embodiments described above without departing from the underlying principles of the present art. In some cases, well-known structures and functions are not illustrated or described in detail to avoid unnecessarily obscuring the description of the embodiments of the present art. In this specification, steps of multiple methods may be presented in a particular order, but in alternative embodiments, multiple steps may be performed in a different order. Similarly, certain aspects of the present art disclosed in relation to a particular embodiment may be combined with or excluded in other embodiments. Furthermore, advantages associated with certain embodiments of the present art may be disclosed in relation to those embodiments, but other embodiments may also exhibit such advantages, and not all embodiments are required to exhibit such advantages or other advantages disclosed herein so that all embodiments fall within the scope of the present art. Accordingly, this disclosure and the associated art may encompass other embodiments not expressly shown or described herein, and the present invention is not limited to the appended claims.

[0052] Throughout this disclosure, the singular forms “a,” “an,” and “the” include plural references unless the context explicitly indicates otherwise. The terms “comprising,” “including,” and “having” should be interpreted as including at least the described features(s) so as not to exclude any more identical features and / or additional types of features.

[0053] Any reference herein to “one embodiment,” “embodiment,” “several embodiments,” or similar formulations means that certain features, structures, operations, or characteristics described in relation to an embodiment may be included in at least one embodiment of the Art. Therefore, not all occurrences of such words or expressions herein necessarily refer to the same embodiment. Furthermore, various specific features, structures, operations, or characteristics may be combined in any preferred manner in one or more embodiments.

[0054] Unless otherwise specified, all numbers representing concentrations and other numerical values ​​used in this specification and the claims should be understood to be modified in all cases by the term “approximately”. Therefore, unless otherwise indicated, the numerical parameters set forth in the following specification and the appended claims are approximations that may vary depending on the desired properties to be obtained by the Art. At the very least, and without attempting to limit the application of the doctrine of equivalents to the claims, each numerical parameter should be interpreted by applying ordinary rounding techniques, taking into account at least the stated number of significant figures. Furthermore, all ranges disclosed herein should be understood to encompass any and all subranges contained therein. For example, the range “1 to 10” includes any and all subranges between the minimum value of 1 and the maximum value of 10 (including these), i.e., any and all subranges where the minimum value is greater than or equal to 1 and the maximum value is less than or equal to 10 (e.g., 5.5 to 10).

[0055] The foregoing disclosure should not be interpreted as reflecting an intention that any claim requires more features than expressly stated in that claim. Rather, as reflected in the following claims, the embodiments of the invention are in fewer combinations than all the features of any single aforementioned disclosed embodiment. Accordingly, the claims following the embodiments for carrying out the invention are expressly incorporated herein into the embodiments for carrying out the invention, and each claim stands independently as a separate embodiment. This disclosure includes all variations of the independent claims and their dependent claims.

[0056] This technology is described in accordance with various embodiments, for example, as numbered clauses or embodiments (1, 2, 3, etc.) described below for convenience. These are provided as examples and do not limit the technology. Note that any dependent clause may be combined as appropriate and incorporated into the corresponding independent clause.

[0057] 1. A reinforced railcar assembly used for transporting granular metal materials (GMUs), wherein the assembly comprises: Including a container envelope, the container envelope is The bottom and, The container envelope includes rigid side walls extending from the bottom surface, each of which has a first length and is substantially perpendicular to the bottom surface, and the container envelope further includes The container envelope includes rigid end walls extending from the bottom surface and between the rigid side walls, the rigid end walls having a second length shorter than the first length, and the container envelope further includes Including an inclined inner wall, each of the inclined inner walls is connected to the bottom surface, the rigid side wall, and one of the rigid end walls. The upper parts of the rigid side walls and rigid end walls respectively define an opening in the container envelope configured to receive the GMU, and the assembly further, The freight car assembly, including a reinforcing member positioned on the bottom surface and / or a portion of the inclined inner wall.

[0058] 2. The freight car assembly according to any one of the provisions of this specification, wherein the reinforcing material is a liner removable from the container envelope.

[0059] 3. A freight car assembly according to any one of the provisions of this Specification, wherein the reinforcing member is attached to the container envelope by one or more of the following: tack welding, bolting, fastening, clamping, clipping, and suspension.

[0060] 4. The freight car assembly according to any one of the provisions of this specification, wherein the reinforcing member comprises one or more rigid plates.

[0061] 5. The freight car assembly described in any one of the provisions of this Specification, wherein the reinforcing material is composed of one or more of metal, metal alloy, metal cladding, and polyurethane.

[0062] 6. The freight car assembly according to any one of the provisions of this specification, wherein the reinforcing material is further positioned on a portion of the rigid side wall.

[0063] 7. The freight car assembly according to any one of the provisions of this Specification, further comprising an impact pad configured to absorb the impact of a GMU dropped from a height, wherein the container envelope is further a shock pad configured to absorb the impact of a GMU dropped from a height.

[0064] 8. The freight car assembly according to any one of the provisions of this specification, wherein the impact pad is positioned at approximately the center point along the length of the container envelope.

[0065] 9. The freight car assembly according to any one of the provisions of this specification, wherein the impact pad is an open-top container housing a GMU layer.

[0066] 10. The freight car assembly according to any one of the provisions of this specification, wherein the GMU layer is granular pig iron (GPI).

[0067] 11. A freight car assembly according to any one of the provisions of this specification, wherein the bottom surface includes a gate configured to release the GMU contained in the container envelope.

[0068] 12. A freight car assembly according to any one of the provisions of this specification, wherein (i) the gate is a first gate, (ii) the bottom surface includes a second gate configured to release a GMU contained in the container envelope, and (iii) the first gate is at a first distance in a first direction from the center point of the bottom surface, and the second gate is at a second distance in a second direction opposite to the first direction from the center point of the bottom surface.

[0069] 13. The section of the reinforcing material spans the distance between the first gate and the second gate, as described in any one of the provisions of this specification.

[0070] 14. The freight car assembly is a freight car assembly as described in any one of the provisions of this specification, having a length of 50 feet or less.

[0071] 15. A freight car assembly according to any one of the provisions of this specification, wherein each of the rigid side walls and rigid end walls has a height of 4 feet or less.

[0072] 16. A freight car assembly as described in any one of the provisions of this Specification, wherein the container envelope is configured to transport granular pig iron (GPI).

[0073] 17. The freight car assembly according to any one of the provisions of this specification, wherein the inclined inner wall is angled based on the stationary angle of the GMU, the stationary angle being at least 35 degrees.

[0074] 18. A freight car assembly as described in any one of the provisions of this specification, wherein the inclined inner wall makes an angle of 30 to 45 degrees with the bottom surface.

[0075] 19. A reinforced freight car container for receiving industrial products, The container includes a floor containing an impact pad configured to absorb the impact of industrial products dropped from a height, the impact pad being positioned in an intermediate region along the length of the container, the impact pad being an open-top box containing a granular metal mass (GMU), and the container further includes The container includes rigid side walls extending from the floor, each of which has a first length and is substantially perpendicular to the floor, and the container further includes It includes rigid end walls that extend from the floor and between the rigid side walls, and each of the rigid end walls has a second length that is shorter than the first length. The upper parts of the rigid side wall and the rigid end wall, respectively, define an opening, and the industrial products are deposited inside the container through the opening.

[0076] 20. A container according to any one of the provisions of this specification, further comprising a reinforcing liner positioned on a portion of the floor and a portion of the rigid end wall.

[0077] 21. The container according to any one of the provisions of this specification, wherein the reinforcing liner is positioned on a portion of the rigid side wall.

[0078] 22. The industrial product and the GMU layer are containers as described in any one of the provisions of this Specification, including the GPI.

[0079] 23. A container according to any one of the provisions of this specification, wherein a first section of the reinforcing liner extends from substantially above a first rigid end wall and is coupled to the floor at a first angle, and a second section of the reinforcing liner extends from substantially above a second rigid end wall and is coupled to the floor at a second angle different from the first angle.

[0080] 24. A method for mounting granular metal bodies (GMUs) onto a reinforced railcar assembly, wherein the method is: This includes procuring the aforementioned freight car assembly, the freight car assembly being, The bottom and, A rigid side wall connected to the bottom surface, A rigid end wall connected to the bottom surface and the rigid side wall, (i) comprising the bottom surface, the rigid end wall, and / or coupled to the rigid end wall, and (ii) the rigid side wall and / or the inclined inner wall angled with respect to the rigid end wall, wherein the bottom surface, the rigid side wall, the rigid end wall, and the inclined inner wall form a container envelope having an open top, and the bottom surface and / or the inclined inner wall includes reinforcing material, and the method further comprises The method comprising mounting the GMU onto the freight car assembly via the open top of the container envelope.

[0081] 25. The method according to any one of the provisions of this Spec., wherein the container envelope further comprises an open-top box that contacts the bottom surface inside the container envelope, and the method further comprises filling the open-top box with a GMU layer.

[0082] 26. The method according to any one of the provisions of this specification, wherein the reinforcing material is configured to extend the service life of the freight car assembly compared to a conventional freight car, thereby reducing material waste.

Claims

1. A reinforced railcar assembly used for transporting granular metal materials (GMU), wherein the assembly is Including a container envelope, the container envelope is The bottom and, The container envelope further includes rigid side walls extending from the bottom surface, each of which has a first length and is substantially perpendicular to the bottom surface, The container envelope includes rigid end walls extending from the bottom surface and between the rigid side walls, the rigid end walls having a second length shorter than the first length, and the container envelope further includes Including an inclined inner wall, each of the inclined inner walls is connected to the bottom surface, the rigid side wall, and one of the rigid end walls. The upper parts of the rigid side walls and rigid end walls respectively define an opening in the container envelope configured to receive the GMU, and the assembly further, The freight car assembly, including a reinforcing member positioned on the bottom surface and / or a portion of the inclined inner wall.

2. The freight car assembly according to claim 1, wherein the reinforcing material is a liner removable from the container envelope.

3. The freight car assembly according to claim 1, wherein the reinforcing member is joined to the container envelope by one or more of the following: tack welding, bolting, fastening, clamping, clipping, and suspension.

4. The freight car assembly according to claim 1, wherein the reinforcing material is composed of one or more rigid plates.

5. The freight car assembly according to claim 1, wherein the reinforcing material is composed of one or more of metal, metal alloy, metal cladding, refractory lining material, and polyurethane.

6. The freight car assembly according to claim 1, wherein the reinforcing material is further arranged on a portion of the rigid side wall.

7. The freight car assembly according to claim 1, further comprising an impact pad configured to absorb the impact of a GMU dropped from a height, the container envelope.

8. The freight car assembly according to claim 7, wherein the impact pad is positioned at approximately the center point along the length of the container envelope.

9. The freight car assembly according to claim 7, wherein the impact pad is an open-top container including a GMU layer.

10. The freight car assembly according to claim 9, wherein the GMU layer is granular pig iron (GPI).

11. The freight car assembly according to claim 1, wherein the bottom surface includes a gate configured to release the GMU contained in the container envelope.

12. (i) the gate is a first gate; (ii) the bottom surface includes a second gate configured to release a GMU contained in the container envelope; and (iii) the first gate is at a first distance from the center point of the bottom surface in a first direction, and the second gate is at a second distance from the center point of the bottom surface in a second direction opposite to the first direction.

13. The freight car assembly according to claim 12, wherein the section of the reinforcing material spans the distance between the first gate and the second gate.

14. A reinforced freight car container for receiving industrial products, The container includes a floor containing an impact pad configured to absorb the impact of industrial products dropped from a height, the impact pad being positioned in an intermediate region along the length of the container, the impact pad being an open-top box containing a granular metal layer (GMU), and the container further includes The container includes rigid side walls extending from the floor, each of which has a first length and is substantially perpendicular to the floor, and the container further includes It includes rigid end walls that extend from the floor and between the rigid side walls, and each of the rigid end walls has a second length that is shorter than the first length. The upper parts of the rigid side walls and rigid end walls each define an opening, and the industrial products are deposited inside the container through the opening.

15. The container according to claim 14, further comprising a reinforcing liner positioned on a portion of the floor and a portion of the rigid end wall.

16. The container according to claim 15, wherein the reinforcing liner is positioned on a portion of the rigid side wall.

17. The container according to claim 14, wherein the industrial product and the GMU layer include GPI.

18. The container according to claim 14, wherein a first section of the reinforcing liner extends from substantially above a first rigid end wall and is coupled to the floor at a first angle, and a second section of the reinforcing liner extends from substantially above a second rigid end wall and is coupled to the floor at a second angle different from the first angle.

19. A method for mounting granular metal bodies (GMU) onto a reinforced freight car assembly, wherein the method is: This includes procuring the aforementioned freight car assembly, the freight car assembly being, The bottom and, A rigid side wall connected to the bottom surface, A rigid end wall connected to the bottom surface and the rigid side wall, (i) comprising the bottom surface, the rigid end wall, and / or coupled to the rigid end wall, and (ii) an inclined inner wall angled with respect to the rigid side wall and / or the rigid end wall, wherein the bottom surface, the rigid side wall, the rigid end wall, and the inclined inner wall form a container envelope having an open top, and the bottom surface and / or the inclined inner wall includes reinforcing material, and the method further comprises The method comprising loading the GMU onto the freight car assembly via the open upper portion of the container envelope.

20. The method according to claim 19, wherein the container envelope further includes an open-top box that contacts the bottom surface inside the container envelope, and the method further includes filling the open-top box with a layer of GMU.

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