Solid forms of non-volatile bitumen materials suitable for reducing carbon dioxide emissions during transport

Abstract

A substantially solid brick of non-volatile bituminous material has a shape defined by an irregularly shaped outer surface portion, which reduces surface contact with adjacent bricks when the brick is transported in bulk. Its overall shape is preferably a modified tetrahedron having three non-planar surfaces, a top surface portion, and a surface portion or point. Both the top and bottom surfaces are preferably modified dome-shaped portions made up of several portions. The non-planar surface portion is preferably a modified concave surface portion made up of several triangular portions that may be planar, concave, or convex. Curved edges connect the non-planar surface portions to each other and may include several planar edge portions. The bituminous material may include additives, and the brick may further include a skeleton distributed throughout the brick. The skeleton may be a matrix, framework, or other structure of customizable fibers and may include buoyancy elements such as air pockets or bubbles.

Description

Technical Field

[0001] Cross - Reference to Related Applications This application claims the benefit of U.S. Provisional Patent Application No. 63 / 146,812, filed on February 8, 2021, and U.S. Patent Application No. 17 / 665,520, filed on the same day, and each application is incorporated herein by reference.

[0002] The present invention relates to bitumen materials including bitumen, polymer - modified bitumen, heavy crude oil, extra - heavy crude oil, asphalt, and polymer - modified asphalt. More specifically, it relates to solid formations of bitumen materials and methods for preparing, storing, and transporting bitumen materials without adding diluents.

Background Art

[0003] The global demand for crude oil has expanded to nearly 100 million barrels per day, increasing the need to develop other hydrocarbon resources and alternative energy resources. Two resources of interest are heavy crude oil and bitumen, which account for more than two - thirds of the world's total oil reserves. Heavy crude oil is crude oil with an API gravity (American Petroleum Institute gravity) of less than 20 degrees, and bitumen is the heaviest currently - used crude oil with an API gravity of less than 10 degrees. Heavy crude oil and bitumen are more difficult to produce, transport, and refine than conventional light oils due to their high viscosity and density.

[0004] Current methods for recovering and processing heavy crude oil and bitumen are constantly evolving, with particular attention being paid to the utilization of crude oil in the vast oil sands of Venezuela and Canada. In Canada, the world's third-largest oil exporter, 97% of its proven reserves are located in oil sands regions. Bitumen is extracted from oil sands by either extraction methods or by methods utilizing enhanced oil recovery technologies such as thermal, solvent displacement, chemical, and microbial methods. Thermal techniques, in particular, are widely used and include steam injection, periodic steam stimulation, steam-assisted gravity draining, in-situ combustion, and toe-to-heel air injection (THAI). Approximately 80% of Canada's oil sands reserves are obtainable through enhanced recovery technologies, with steam-assisted gravity draining being the most widely used recovery method.

[0005] After bitumen extraction, it needs to be graded or diluted before it can be transported via pipeline or used as a raw material in refineries. Graded bitumen can be converted into synthetic crude oil (SCO), which can be refined and sold as consumer products such as diesel and gasoline. Typically, graded bitumen breaks down its heavy molecules into lighter, lower-viscosity molecules. Additionally, some bitumen can be further graded through refining and distillation to remove unwanted impurities such as nitrogen, sulfur, and trace metals, making it suitable for use as a refinery raw material. Alternatively, bitumen can be diluted using either conventional light crude oil or a mixture of natural gas liquids. Diluted or cutback bitumen is sometimes called dilbit, has the viscosity of conventional crude oil, and can be pumped through pipelines. The diluents used to dilute bitumen vary depending on the specific type of diluted bitumen produced, but the most widely used diluents include condensate, naphtha, kerosene, and light crude oil from natural gas production. Many diluents are mixtures containing benzene, which is known to be a carcinogen in humans.

[0006] Diluting bitumen with a diluent is necessary for transporting it by pipeline, which is generally suitable for rail transport. For example, more than 95% of the heavy crude oil and bitumen produced in Canada and Venezuela are transported by pipeline from the oil field to the refinery. The mixing ratio of diluted bitumen can consist of 25% to 55% diluent by volume, depending on the properties of the bitumen and diluent, the pipeline specifications, operating conditions, and the refinery requirements. After the diluted bitumen arrives at its destination, the diluent can be removed by distillation and reused. If the diluent is not removed, it is also possible to purify the entire diluted bitumen, but this is more difficult to process than general crude oil because the hydrocarbons are at both ends of the viscosity range.

[0007] While diluting bitumen with a diluent makes it easier to transport via pipelines, diluted bitumen comes with several risks and drawbacks. For example, the production of diluted bitumen involves excessive costs and large carbon dioxide emissions. The two main risks of diluted bitumen are pipeline ruptures and oil spills, which is why, despite high demand, the transport of diluted bitumen overseas has been avoided. If a pipeline or tanker transporting diluted bitumen ruptures, the unstable diluted bitumen will temporarily float on the water, but as the trait components evaporate, the heavier components will settle. As a result, cleanup becomes more difficult, and there are concerns about the impact on the breeding cycles of fish and other animals. Diluted bitumen is harmful to various marine animals in the marine environment where it continues to float, including sea otters, baleen whales, fish embryos, and salmon fry. Furthermore, the evaporated components of diluted bitumen affect the atmospheric environment. For example, when a pipeline transporting diluted bitumen burst and spilled into the Kalamazoo River in Michigan, an increase in benzene concentration in the atmosphere was detected, prompting the local health department to issue a voluntary evacuation order to residents in the surrounding area.

[0008] After the diluent is removed from bitumen, additives may be added to improve its properties in certain applications. Bitumen is typically brittle in low-temperature environments and easily softens in warm environments. To improve the strength, cohesiveness, and resistance to fatigue and deformation of bitumen, polymer-modified asphalt is produced by mixing it with asphalt binders such as new or recycled polymers. Polymer-modified asphalt is commonly used in road paving, particularly in applications requiring resistance to heavy traffic and harsh weather conditions. This material is also used as a sealant in residential roofing applications.

[0009] Given the drawbacks and hazards associated with diluted bitumen, it is desirable to prepare and transport bitumen materials, including heavy crude oil, extra-heavy crude oil, bitumen, asphalt, polymer-modified asphalt, and polymer-modified bitumen materials, without the use of diluents. Furthermore, to avoid the hazards associated with pipeline rupture, it is desirable to prepare bitumen materials and polymer-modified bitumen materials for transport via rail, truck, and transport lines. It is also desirable to prepare transport bitumen materials and polymer-modified bitumen materials in such a manner that their buoyancy increases if they are released into aquatic environments, thereby facilitating cleanup in the event of a spill into lakes, rivers, or oceans. The following are prior art documents related to the invention of this application (including documents cited in the international phase after the international filing date and documents cited when the application entered the national phase in other countries): (Prior art document) (Patent Document) (Patent Document 1) U.S. Patent No. 10,125,321 (Patent Document 2) U.S. Patent No. 10,738,245 (Patent Document 3) U.S. Patent No. 11,214,740 (Patent Document 4) U.S. Patent No. 8,114,494 (Patent Document 5) U.S. Patent Application Publication No. 2020 / 0407645 Specification (Patent Document 6) U.S. Patent Application Publication No. 2018 / 0072956 (Patent Document 7) U.S. Patent Application Publication No. 2015 / 0166897 (Patent Document 8) U.S. Patent Application Publication No. 2007 / 0027235 Specification (Patent Document 9) U.S. Patent Application Publication No. 2011 / 0147261 (Patent Document 10) U.S. Patent Application Publication No. 2021 / 0139785 (Patent Document 11) U.S. Patent Application Publication No. 2021 / 0017452 (Patent Document 12) U.S. Patent Application Publication No. 2011 / 0290695 Specification (Patent Document 13) U.S. Patent Application Publication No. 2007 / 0012680 (Patent Document 14) U.S. Patent Application Publication No. 2014 / 0041340 Specification (Patent Document 15) U.S. Patent Application Publication No. 2017 / 0218177 Specification (Patent Document 16) U.S. Patent Application Publication No. 2019 / 0241743 (Patent Document 17) U.S. Patent Application Publication No. 2019 / 0330472 (Patent Document 18) Canadian Patent Application Publication No. 2958443 (Patent Document 19) International Publication No. 2017 / 152269 (Patent Document 20) Canadian Patent Application Publication No. 3008103 (Patent Document 21) Canadian Patent Application Publication No. 3011407 (Patent Document 22) International Publication No. 2019 / 165542 (Patent Document 23) International Publication No. 2004 / 096917 (Patent Document 24) Specification of British Patent Application No. 1116493 (Non-patent literature) (Non-Patent Document 1) BITCRUDE.CA, Bitcrude Energy's Success of Commercial-Scale, Diluent-Free, Non-Toxic Heavy Oil Shipping Process Revolutionizes Access to Offshore Markets, Press Release, January 11, 2021, published online at https: / / www.bitcrude.ca / s / BitCrude-Media-Release-January-2021-Final-For-Distribution-11.pdf (Non-Patent Document 2) MCCLELLAND, COLLIN, Alberta-based company tests shipping oilsands in solid form to China as way around oil tanker ban, Financial Times, September 26, 2019, published online at https: / / business.financialpost.com / commodities / energy / alberta-based-company-tests-shipping-oilsands-in-solid-form-to-china-as-way-around-oil-tanker-ban (Non-Patent Document 3) BINKLEY, ALEX, Melius Energy launches bulk bitumen shipping in containers - CanaPux to commercialize heavy oil capsules in 2021?, Canadian Sailings Transportation and Trade Logistics, December 8, 2019, published online at https: / / canadiansailings.ca / melius-energy-launches-bulk-bitumen-shipping-in-containers-canapux-to-commercialize-heavy-oil-capsules-in-2021 / (Non-patent document 4) BAKX, KYLE, CN Rail, First Nation plan to break ground on new 'bitumen puck' facility this year, CBC.ca, January 17, 2019, published at https: / / www.cbc.ca / news / business / cn-rail-canapux-1.4982153 (Non-patent document 5) FLETCHER, TOM, 'Canapux' may be next to ease BC's heavy oil shipping pressure, Terrace Standard, December 28, 2018, published online at https: / / www.terracestandard.com / business / canapux-may-be-next-to-ease-bcs-heavy-oil-shipping-pressure / (Non-Patent Document 6) MORGAN,GEOFFREY,Now there's a way to get Alberta oil to market without pipelines-and recycle plastic at the same time,Financial Post,January 18,2019,published at https: / / financialpost.com / commodities / cn-rail-first-nations-company-partner-to-build-bitumen-pucks-plant (Non-Patent Document 7) WILLIAMS, CHLOE, Canadians found a safer way to transport oil and, yes, it looks like a hockey puck, Popular Science, January 28, 2019, published online at https: / / www.popsci.com / hockey-puck-tar-sands-canada / (Non-patent document 8) Canadian railway researching concept of bitumen bricks as safer alternative for oil transport, HazardEx, November 13, 2018, published online at https: / / www.hazardexonthenet.net / article / 163021 / Canadian-railway-researching-concept-of-bitumen-bricks-as-safer-alternative-for-oil-transport.aspx

Summary of the Invention

Means for Solving the Problems

[0010] A solution is provided to reduce the harmful environmental impacts associated with the current transport of bitumen materials by forming non-volatile bitumen materials as irregularly shaped solids. Methods for preparing, transporting, storing, and receiving bitumen materials include, first, receiving or obtaining bitumen materials, including asphalt, polymer-modified asphalt, bitumen, oil, and other high molecular weight hydrocarbons, and non-bitumen materials or polymers having thermoplastic and viscoelastic properties that are stable at room temperature but face similar problems to bitumen during transport to receiving locations worldwide. Bitumen materials can be obtained or received in solid, semi-solid, or liquid form, but liquid or moderately viscous is preferred, and all diluents used to extract the bitumen material are removed before obtaining or receiving. The bitumen material can then be prepared for transport by molding it into an irregularly shaped solid form. The bitumen material is first prepared for molding immediately before molding. It is preferable that the bitumen material is heated to a predetermined molding temperature to reach a viscosity suitable for molding, and optionally mixed with polymers or other additives. After preparation, the bitumen material is then introduced into one or more molds, each configured to form irregularly shaped solids or bricks. The bitumen material, having an appropriate viscosity, is preferably introduced into a mold further composed of a customizable polymer backbone, which is optionally configured to have buoyancy elements such as enclosed air or other substances, thereby producing buoyant and polymer-enhanced solids or bricks. After filling the molds, multiple bricks with irregular shapes defined by the molds are formed. These irregular shapes are defined by multiple non-planar surface areas, and are configured to reduce surface contact between adjacent bricks when collected in a container. The molded bricks preferably have a shape similar to a deformed tetrahedron. The molds and the solid bricks produced by the molds can be sized according to industry needs. After removing the bricks from the molds, a coating to increase friction can be optionally applied.

[0011] Multiple bricks can be molded at once using a series or group of multi-part molds assembled and moved at multiple stations on a conveyor or other manufacturing system. The stations include, for example, stations for adjustment, filling, sealing, solidification, mold dismantling, and brick removal. In such a system, after the bitumen material has been adjusted to the appropriate viscosity, this viscous bitumen material is transferred and contained at the filling station in a container having a delivery system with retractable conduits, thereby gradually introducing the viscous bitumen material from the bottom to the top of the mold as the conduits are retracted. At the sealing station, caps are further supplied and applied to the connection points of the retractable conduits. At the solidification station, the mold and bitumen material are solidified by any industrial system capable of solidifying the bitumen material. After solidification, the bricks are moved to stations for dismantling or separating the mold parts. For example, the stations may include a vacuum system or a mechanical system for removing the mold caps and tops to expose the bricks. After the bricks are exposed, they can be removed at the brick removal station manually, mechanically, or by manual, mechanical, or gravity assistance. Stations can also be added for cleaning or replacing formwork, covering the bricks, and performing other treatments. Multiple stations can also be combined as needed, or further divided into substations.

[0012] Multiple bricks are collected for transport after formation and handed over to or taken over by a carrier. After possession of the bricks, the carrier transports them by rail, truck, air, or ship to a receiving location such as a distributor, an end user of asphalt, or a receiving location partnered with a refinery planning further processing of the bitumen material. The bricks are preferably transported in a storage configuration such as a dedicated aerodynamic transport chamber with a passive environmental control system or features. For example, the transport chamber may include multiple vents that allow air to flow in and circulate between and throughout the bricks, including all sides of the individual bricks. Alternatively, the transport chamber may include a water distribution system that takes in ambient water and sprays it on and between the bricks. During transport, the bricks are preferably continuously or intermittently exposed to and substantially surrounded by water, air, cold air, or other substances that help maintain the bricks in a solid state. Furthermore, it is preferable that the ideal environment within the transport chamber holding the bricks is maintained solely by the natural flow of air, water, or other substances generated as the vehicle carrying the transport chamber moves, thereby minimizing energy requirements. In addition to the advantages arising from transporting bitumen material without the use of diluents and the elimination of the need to heat the bitumen material and transport it in liquid form in vehicles, as is currently the case, harmful carbon dioxide emissions can be further reduced or eliminated by using low-emission or zero-emission vehicles equipped with transport containers featuring passive environmental control systems.

[0013] After the bricks arrive at the receiving location, the recipient may store the bricks in a transport chamber or transfer them to a receiving structure that includes a receiving chamber that allows for continued active or passive environmental control. For example, the bricks may be stored as bricks in a large floating or gravity storage chamber that allows water, air, or other substances useful for environmental control to circulate around or between the bricks. Alternatively, the bricks may be reheated until they return to a liquid or original state. Optionally, the bricks may be transferred to a special storage chamber having a heat-conducting, removable concave receiving lid. If the customer or recipient wishes to store the bricks in a solid form, such as when the bitumen material is asphalt or polymer-modified asphalt, the special storage container can be used without the removable receiving lid. Also, if the customer or recipient wishes to reliquefy the bricks, such as when the bitumen material is bitumen or polymer-modified bitumen, the special storage container is used with a removable receiving lid, preferably configured to include a radiant heating system for melting the bricks recovered on the lid. A delivery system, such as drainage holes located in the receiving lid, allows the molten bitumen material to flow down from the top of the lid into a storage chamber below, where the molten bitumen material can be subjected to further processing to remove or distribute the skeleton or additives introduced in a previous process. For example, the molten polymer skeleton can be skimmed off at the receiving site or further mixed into the bitumen material. Finally, the recipient may further process the bitumen material as needed and optionally reshape it into bricks using the systems and methods described herein. Transporting bitumen material as irregularly shaped solid bricks offers several advantages over conventional methods that required continuous heat, added diluents, or both, to move the bitumen material from one place to another in a cost-effective manner. By substantially removing diluents and other harmful additives, the resulting bitumen material is non-volatile and has high flash and ignition points, making it difficult to burn.As a result, bitumen materials can be transported more easily by vehicle, reducing reliance on pipelines. Furthermore, even if bitumen materials spill during transport, the environmental threat is reduced or eliminated. By further reinforcing bricks made of bitumen with customized skeletons or other buoyancy elements, the likelihood of the bricks sinking in the marine environment is reduced, allowing for the delivery of polymers and other additives to customers in desirable rather than excessive amounts. Eliminating the need for heating during the transport of bitumen materials reduces reliance on fossil fuels, and carbon dioxide emissions are significantly reduced if conventional vehicles and shipping containers are replaced with low-emission or zero-emission vehicles equipped with transport compartments incorporating passive environmental control systems and functions. [Brief explanation of the drawing]

[0014] [Figure 1A] Figure 1A is a flowchart illustrating the manufacturing process of a solid-form transport bitumen material according to an embodiment of the present invention. [Figure 1B] Figure 1B is a flowchart illustrating the process of transporting a solid bitumen material to a recipient according to an embodiment of the present invention. [Figure 2] Figure 2 shows the steps for extracting bitumen material according to a known method, and the steps for preparing the bitumen material for transport in solid form according to an embodiment of the present invention. [Figure 3A] Figure 3A is a first side view of a brick according to a preferred embodiment of the present invention. [Figure 3B] Figure 3B is a first side view of a contour-mapped brick according to a preferred embodiment of the present invention. [Figure 3C] Figure 3C is a first side view of a brick according to an alternative embodiment of the present invention. [Figure 4A] Figure 4A is a second side view of a brick according to a preferred embodiment of the present invention. [Figure 4B] Figure 4B is a second side view of a contour-mapped brick according to a preferred embodiment of the present invention. [Figure 5A] Figure 5A is a top view of a brick according to a preferred embodiment of the present invention. [Figure 5B] Figure 5B is a top view of a brick mapped with contour lines according to a preferred embodiment of the present invention. [Figure 6A] Figure 6A is a bottom view of a brick according to a preferred embodiment of the present invention. [Figure 6B] Figure 6B is a bottom view of a brick mapped with contour lines according to a preferred embodiment of the present invention. [Figure 7] Figure 7 is a first side view of a brick showing a skeleton distributed throughout the bitumen material, according to a preferred embodiment of the present invention. [Figure 8] Figure 8 is a second side view of a brick showing a skeleton distributed throughout the bitumen material, according to a preferred embodiment of the present invention. [Figure 9] Figure 9 is a top view of a brick showing the framework distributed throughout the bitumen material, according to a preferred embodiment of the present invention. [Figure 10] Figure 10 is a first perspective view of a brick showing a skeleton distributed throughout the bitumen material, according to a preferred embodiment of the present invention. [Figure 11] Figure 11 is a second perspective view of a brick showing a skeleton distributed throughout the bitumen material, according to a preferred embodiment of the present invention. [Figure 12] Figure 12 is a top view of the brick of the present invention with preferred dimensions indicated. [Figure 13] Figure 13 is a first side view of the brick of the present invention with preferred dimensions indicated. [Figure 14] Figure 14 is a second side view of the brick of the present invention with preferred dimensions indicated. [Figure 15] Figure 15 is a perspective view of a skeleton formed from a group of fibers according to an embodiment of the present invention. [Figure 16] Figure 16 is a top view of the skeleton shown in Figure 15. [Figure 17]Figure 17 is a side cross-sectional view of the skeleton shown in Figure 16, cut along line 17-17. [Figure 18A] Figure 18A is a flowchart showing a preferred embodiment of the present invention for transporting bricks by land and sea. [Figure 18B] Figure 18B is a flowchart showing a transport route according to a preferred embodiment of the present invention. [Figure 19A] Figure 19A illustrates a low-emission rail transport system and a dedicated aerodynamic transport chamber according to a preferred embodiment of the present invention. [Figure 19B] Figure 19B is a perspective view of a bulk carrier having a cargo area transport compartment according to a second embodiment of the present invention. [Figure 19C] Figure 19C is a perspective view of a transport chamber having a ventilation opening according to a third embodiment of the present invention. [Figure 20A] Figure 20A is a top view of a dedicated storage room for housing bricks according to a preferred embodiment of the present invention. [Figure 20B] Figure 20B is a side cross-sectional view of the dedicated storage room in Figure 20A, cut along line 20B-20B. [Figure 20C] Figure 20C is a schematic diagram of elements in a preferred embodiment of the radiant heating system for the dedicated storage chamber shown in Figure 20A. [Figure 20D] Figure 20D is a schematic diagram of elements in a preferred second embodiment of the radiant heating system for the dedicated storage chamber shown in Figure 20A. [Figure 21A] Figure 21A is a perspective view of an exemplary type useful for preparing bricks according to a preferred embodiment of the present invention. [Figure 21B] Figure 21B is a side view of the same type as shown in Figure 21A, illustrating two independent parts. [Figure 21C] Figure 21C is a side view of the type shown in Figure 21A, and shows the internal cavity. [Figure 21D] Figure 21D is a top view of the first mold portion and the first cavity portion of the mold shown in Figure 21A. [Figure 21E]Figure 21E is a bottom view of the second mold portion and the second cavity portion of the mold shown in Figure 21A. [Figure 22] Figure 22 shows the process of forming bricks using an exemplary mold shown in Figure 21A and according to a preferred embodiment of the present invention. [Figures 23A-23B] Figure 23A is a top view of a plurality of bricks arranged on a conveyor according to a preferred embodiment of the present invention. Figure 23B is an end view of the plurality of bricks on the conveyor shown in Figure 23A. [Figure 24A] Figure 24A shows the point in time when filling the mold with bitumen material has begun at the filling station for the exemplary brick-forming process shown in Figure 22. [Figure 24B] Figure 24B shows the filling station for the exemplary brick-forming process shown in Figure 22, at the point when the bitumen material has filled the mold to about half its capacity. [Figure 24C] Figure 24C shows the point in time when the bitumen material has filled approximately the entire mold at the filling station for the exemplary brick-forming process shown in Figure 22. [Figure 24D] Figure 24D shows the filling station for an exemplary brick-forming process shown in Figure 22, at the point when the bitumen material has been filled into the mold and the retractable conduit has been removed from the mold. [Figure 25A] Figure 25A shows the moment before the cap is applied at the capping station for an exemplary brick-forming process shown in Figure 22. [Figure 25B] Figure 25B shows the process of applying a cap in a sealing station for an exemplary brick-forming process shown in Figure 22. [Figure 25C] Figure 25C shows the point in time after the cap has been applied at the sealing station for the exemplary brick forming process shown in Figure 22. [Modes for carrying out the invention]

[0015] Figures 1A and 1B illustrate preferred embodiments of the entire process 100, in which diluent-free bitumen material 105, also referred to herein as neatbit or non-volatile bitumen material 105, is solidified and transported to, stored, and received at receiving locations 905, such as receiving locations owned by distributors, end users, and refineries. The terms “bitumen material,” “heavy oil,” “ultra-heavy crude oil,” “heavy crude oil,” “bitumen,” “asphalt,” “bitumen material 105,” and “multiple bitumen materials 105,” when used herein alone or in any combination, encompass any type of petroleum and its uses that fall under the definitions of heavy oil and bitumen set out in the United States Geological Survey (USGS) Fact Sheet 70-03, and are understood to include heavy crude oil, ultra-heavy crude oil, bitumen, and asphalt. Furthermore, for the purposes of the present invention, the invention also includes other non-bitumenable materials or polymers that, along with other high molecular weight hydrocarbons, possess thermoplastic and viscoelastic properties, are stable at room temperature, but face transport problems similar to those of bitumen. Moreover, the term "brick 300" as used herein includes bricks formed from any of the bitumen materials defined above, and the term "bitumen material 105" as used herein includes references to diluent-free or substantially diluent-reduced bitumen materials. For example, brick 300 may consist of bitumen, polymer-modified bitumen, asphalt, or polymer-modified asphalt, or it may be made from a specially ordered mixture requested by the customer.

[0016] The bitumen material 105 can be extracted from oil sands 107 or sourced from other sources or locations, as shown in Figure 2, before solidification, transport, storage, and receipt, according to the present invention. For example, the bitumen material can be extracted from oil sands 107 by mining, steam-assisted gravity drainage (SAGD), solvent-assisted steam-assisted gravity drainage (SA-SAGD), and cyclic expanding-solvent steam-assisted gravity drainage (ES-SAGD). If a diluent is used to extract the bitumen material 105, the diluent and other undesirable materials should be removed from the bitumen material 105, and the diluent can optionally be reused. The bitumen material 105 can then be provided to the manufacturer as a solid, semi-solid, or preferably liquid, for processing and molding according to the present invention.

[0017] As used herein, the terms “solid” and “solidified” bitumen material 105 mean that it takes a form that behaves substantially like a solid mass, and that such a form may arise, including such forms that resist flow and exhibit structural integrity despite not undergoing a phase change. As shown in Figure 1, the bitumen material 105 is first received or obtained 110 and then prepared for molding 115. The preparation for molding 115 includes the steps of heating the bitumen material 105 to a temperature at which it melts or becomes liquid or a suitable viscous state 205 120 and then optionally mixing the bitumen material 105 with an additive 106 such as a polymer 125 to increase buoyancy or to act as a binder. Next, the bitumen material 105 in a liquid or suitable viscous state 205 is introduced 130 into one or more molds 305. Each of the molds 305 is configured to mold its contents into an irregularly shaped solid such that there are few or no similar dimensions in a given surface portion, thereby reducing inter-surface contact between adjacent bricks and maximizing cooling efficiency around the bricks when they are transported from one place to another. Each mold is preferably configured to include a skeleton 400, which is more preferably made of polymer and is further configured to support additional or integrated buoyancy elements 420, which are arranged throughout the mold 305. Both the skeleton 400 and the buoyancy elements 420 can be customized according to customer needs. After a liquid or bitumen material 205 having an appropriate viscosity is filled into the mold 305, the bitumen material in the mold 305 is solidified 140 until the bricks 300 are formed. Each brick 300 is preferably an irregularly shaped solid similar to a deformed tetrahedron. The size of the mold 305 and the bricks 300 formed by the mold can be adjusted according to industry needs. The mold is disassembled as necessary, and the bricks 300 are removed from the mold 305 by hand, mechanically, or by gravity.150 The bricks 300 are then recovered for final transport160 and preferably temporarily stored in solid form in storage rooms 908, 909, 910 until they can be carried by the transporter 600.Optionally, a friction-enhancing coating 302 can be applied 155 to the surface of the bricks 300 before or after their recovery. The framework 400, buoyancy elements 420, bricks 300, mold 305, and friction-enhancing coating 302 will be described later.

[0018] After the desired number of bricks 300 have been formed and collected, the carrier 600 carries the multiple bricks 300 165 and transports them 170 in a transport chamber 610 or other storage configuration, preferably including an environmental control system 615. For example, the transport chamber 610 can be configured to allow air or water to flow through the sides of the individual bricks 300, either actively by a refrigeration system or passively by vents, color and material selection, etc. 180 The carrier 600 transports the transport chamber 610 and the multiple bricks 300 to an intermediate point 904 or a customer's pick-up location 905 by rail, road, air, sea, or any combination such as joint integrated transport or multimodal transport. The carrier 600 may use the cargo or any vehicle capable of transporting the cargo, and the terms “vehicle” and “multiple vehicles” as used herein include all widely used and new transport and logistics systems, including trains, trucks, airplanes, light trucks, trailers, tankers, cargo ships, drones, trolleys, subway trains, and autonomous cargo ships, cargo trains, cargo airplanes, and other unmanned systems. Furthermore, “vehicle” and “multiple vehicles” include special vehicles equipped with a dedicated or integrated transport compartment 610. The carrier 600 may preferably use low-emission or zero-emission vehicles to transport the transport compartment 610, thereby further reducing or eliminating carbon dioxide emissions. Intermediate points 904 are typically locations where bricks 300 need to be moved from one vehicle to another, such as when transporting bricks 300 by both rail and sea.

[0019] At the receiving location 905, the bricks 300 may be immediately transported as bricks 300 to the new carrier 600, or stored in an intermediate storage room as bricks 300 that can be possessed by the new carrier 600, or stored in a storage room as bricks 300 or in liquid form that can be possessed by customers 195, 197, 199. The receiving location 905 includes any location where the bricks 300 can be received, including an intermediary 185, a distributor 195 that ultimately sells the bricks to the end user 199, an end user 199 that wishes to receive, for example, asphalt bricks 305, or a location associated with a refinery 197 that wishes to reliquefy bitumen and process it further and then form it into bricks 300 for transport to the end user 199. During transport 170, it is preferable that the environmental control system 615 continuously or intermittently circulates air, water, or other substances between the bricks 300 in the transport chamber 610, thereby maintaining the bricks 300 in a solid state, as described below.

[0020] When the bricks 300 reach the intermediate point 904 or receiving location 905, they can be stored in the transport chamber 610 in use or transferred to a receiving structure 907, such as a receiving chamber, which is preferably configured to include an active or passive environmental control system 615, the environmental control system 615 including a system that can circulate air, water, or other substances throughout the receiving chamber, thereby maintaining a suitable environment for the contents of the receiving chamber. The bricks 300 are preferably stored in a receiving chamber which is a large floating storage chamber 909 if located in a port, or a gravity storage chamber 908 if located on land, both of which allow a temperature or climate-maintaining substance to circulate among the bricks 300. Alternatively, if the receiving location 905 is particularly associated with a refinery where the bricks 300 may be reheated until they return to a liquid or original state, the bricks 300 can be transferred to a special storage chamber 910. The special storage chamber 910 facilitates the storage of the bricks 300 in a solid state, or the reheating of the bricks 300 in the heat-conducting lid to return the bitumen material 105 to a liquid or suitable viscous state.

[0021] If the bricks 300 are delivered to a distributor 195 or intermediate point 904, they are stored 195 in solid form until they are delivered to the end user 199 or another carrier 600. If the bricks 300 are sold to an end user 199, such as an asphalt end user, the bitumen material 105 can be liquefied or stored as bricks 300 for immediate use. Alternatively, if the bricks 300 are received by a refinery 197 that requires bitumen, or by a customer that intends to further process the bitumen material 105 before transporting it to an end user 199, the bricks 300 are stored 197a in solid or liquid form and can then optionally be returned to a liquid or preferred viscous state 197b. The liquefied bitumen material 205 can also be further processed 197c. For example, additives can be optionally removed from the bitumen material 105, or additives can be further mixed into the bitumen material 105, and additional additives or treatments can be introduced or applied before the liquid or appropriately viscous bitumen material 205 is reshaped into bricks 300 and further transported.

[0022] Brick formation Figures 21A to 25C show exemplary molds and processes for forming bricks 300 from irregularly shaped solid bitumen material 205 in liquid or other suitable viscosity. After receiving the bitumen material in solid, semi-solid, or liquid form, the bitumen material 105 can be stored until immediately before being molded into bricks 300. If molding is to be done in the near future, for example, within 24 hours, the bitumen material 105 is first prepared for molding at a preparation station 117 and heated to a temperature at which it liquefies or to a viscosity suitable for molding. Preferably, the bitumen material 105 is heated to at least or about 150°C. Since bitumen softens gradually over a given temperature range, the temperature suitable for molding may vary depending on the composition of the bitumen material 105 being softened or melted. Furthermore, after the bitumen material 105 has reached the desired viscosity, any additives 106 can be mixed into the bitumen material 105 at the preparation station 117. Next, the bitumen material 105 may be immediately molded in the mold 130, or it may be stored in a liquid or suitable viscosity state for later purification and molding.

[0023] When ready to form the solid brick 300, the bitumen material 205 having an appropriate viscosity is introduced into a mold 305 for forming the irregularly shaped solid or brick 300. Figures 21A to 21E show exemplary molds 305 useful for forming irregularly shaped solid bricks 300 according to preferred embodiments described herein and shown in Figures 3A to 6B. Each mold 305 is preferably configured to have cavities 810 corresponding to the size, shape, and volume of the desired irregularly shaped solid to be formed. Each mold 305 is more preferably configured to include a skeleton 400, which is even more preferably a three-dimensional lattice or grid of polymer fibers supporting buoyancy elements 420 arranged or stretched throughout each mold 305. The skeleton 400 is described further below and is shown in Figures 7 to 11.

[0024] Preferably, each mold 305 consists of two parts: a first mold portion 800 that defines a first cavity 810a corresponding to the majority of the brick 300 to be molded, and a second mold portion 805 that defines a second cavity 810b corresponding to the upper part of the brick 300 to be molded. The first mold portion 800 has an upper surface 800a, a lower surface 800b, and one or more wall portions 800c that extend from the upper surface 800a to the lower surface 800b. Preferably, the upper surface 800a, the lower surface 800b, and the wall portions 800c all surround or define the boundary of the solid first mold portion 800. Furthermore, the first mold portion 800 defines a first cavity 810a that extends from the upper surface 800a toward the lower surface 800b but does not penetrate to the lower surface 800b. Furthermore, an additional cavity 810a can be defined by the first mold portion 800, which facilitates the molding of multiple bricks 300 or brick portions in a single mold.

[0025] The second mold portion 805 also has an upper surface 805a, a lower surface 805b, and one or more wall portions 805c extending from the upper surface 805a to the lower surface 805b. The upper surface 805a, the lower surface 805b, and the wall portions 805c preferably surround or define the boundary of the solid second mold portion 800. Furthermore, the second mold portion 800 defines a second cavity 810b that extends from the lower surface 805b toward the upper surface 805a but does not penetrate to the upper surface 805a. The second mold portion 805 also defines a channel 807 extending from the upper surface 805a to the second cavity 810b to provide access to the cavity 810 from outside the mold 305. The channel 807 is preferably located in or near the center of the upper surface 805a, but can be located elsewhere depending on the shape of the brick 300 to be molded and the manufacturer's needs or requests. Additional cavities 810b and / or channels 807 can also be defined by the second mold portion 805. The additional cavities 810b allow for the molding of multiple bricks 300 or brick portions in a single mold. The additional channels 807 speed up processing by providing multiple connection points from the outside of the mold 305 to the cavities 810, or by allowing independent access to each cavity 810 when multiple bricks 300 or brick portions are molded in a single mold. The first and second mold portions 800 and 805 also preferably have the same or complementary overall structure and shape. For example, the wall sections 800c and 805c extending from the upper surfaces 800a and 805a to the lower surfaces 800b and 805b of the upper mold section 800 and the lower mold section 805, respectively, may be four interconnected wall sections arranged at right angles to each other, as shown herein, such that the mold sections 800 and 805 have upper and lower surfaces that are substantially square in shape; or they may be a single continuous wall section connected at the ends, such that the mold sections 800 and 805 have upper and lower surfaces that are substantially circular or elliptical in shape; or they may be any other configuration or shape as desired.Furthermore, although the wall sections 800c and 805c are shown to extend perpendicularly to the upper and lower surfaces of the mold sections 800 and 805, the wall sections 800c and 805c may have variable slopes, inclines, or irregularities depending on the shape of the brick 300 to be molded and the manufacturer's needs or requirements. The mold sections 800 and 805 preferably have a size and shape that cooperates with the tray, module, or other support and transport structure used in the manufacturing process.

[0026] The first and second mold portions 800 and 805 are configured such that, when detachably mounted or positioned adjacent to each other, the lower surface 805b of the second mold portion 805 cooperates with the upper surface 800a of the first mold portion 800. For example, the lower surface 805b of the second mold portion 805 may simply be seated on the upper surface 800a of the first mold portion, or it may be positioned in place by gravity or friction, or it may be detachably fixed with fasteners, adhesives, or other means, depending on the desired fit and ease of assembly and disassembly. Furthermore, when the first and second mold portions 800 and 805 are detachably mounted or positioned adjacent to each other, complementary cavities 810a and 810b cooperate to define a single cavity 810 or a plurality of cavities 810, each cavity 810 having the desired overall shape of the brick 300 or part to be molded.

[0027] Figures 23A to 25C show a manufacturing station based on an exemplary molding process 815 in which multiple molds 305 are filled at once with a bitumen material 205 having an appropriate viscosity or liquid form. Multiple first parts 800 of the mold 305 are detachably mounted in a group along a conveyor belt 820, and second parts 805 corresponding to these multiple first parts 800 are preferably detachably mounted on or placed on the first mold parts 800 at a predetermined distance from the belt 820 at a first or initial station 825, as shown in Figures 23A and 22B. The conveyor 820 may be any type of conveyor, including an automatic belt conveyor, and the first parts 800 are preferably mounted on the conveyor 820 by brackets, trays 822, and by using modules, or by other support structures known to those skilled in the art. This diagram shows six molds 305 arranged in a single row across the conveyor 820. However, please understand that the number of molds within a group can be increased or decreased depending on the manufacturing needs and capacity, and they can be configured in multiple rows or other configurations.

[0028] After placement and assembly, the multiple molds 305 are transported to a second location or filling station 830, where the molds 305 receive a suitable viscosity or liquid bitumen material 205 through channels 807 within the second mold portion 805. The filling station 830 preferably includes one or more containers 834 that are in direct or indirect fluid communication with the preparation station 117, thereby enabling the molds 305 to receive a supply of the suitable viscosity or liquid bitumen material 205. The containers 834 hold the suitable viscosity or liquid bitumen material 205 and also deliver the suitable viscosity or liquid bitumen material 205 to one or more molds 834 via one or more retractable pipes or conduits 832 that are in fluid communication with the containers 834 or containers 234. The containers 234 may be of any structure that can facilitate the holding, transporting, or delivery of the viscous or liquid bitumen material 205. Each retractable conduit 832 is sized to descend into the cavity 810 within the mold 305 through a single channel 807 and is configured to be 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 route from the container 834 for the liquid bitumen material to the cavity 810. As shown in Figures 24A to 24D, when multiple molds 305 are in the filling station 830, the first mold section 800 and the second mold section 805 are filled with bitumen material 205 of appropriate viscosity from the bottom of the first mold section 800 to the top of the second mold section 805 as the retractable conduit 832 retracts. Such a process improves the quality of the final brick because each mold 305 is gradually filled for solidification in a certain shape and adaptation to the framework 400 placed within the mold 305. It is preferable that the framework 400 placed inside the mold 305 is configured and positioned so as not to interfere with the retractable conduit 832 when the conduit fills the mold 305.

[0029] Preferably, bitumen material 205 having the appropriate viscosity is filled into multiple mold sections 800 and 805, and thus into the mold 305, and after the retractable conduits 832 are all retracted from the channels 807, the mold 305 is transported by a belt 820 to a third location or sealing station 835. The sealing station 835 includes a cap structure 839 for holding, transporting, or otherwise facilitating the delivery of the caps 837. Each cap 837 is configured to cooperate with one of the channels 807 to block access to each cavity 810 in the mold 305 or to seal each cavity 810. The caps 837 include cap substitutes, including stoppers, plugs, lids, seals, or other mechanical obstructions. Figures 25A to 25D show the process of applying the caps 837 to the channels 807 of the second mold section 805 when the mold 305 is in the sealing station 835. In this diagram, the sealing station 835 is shown as a separate station, but it should be understood that, where feasible and depending on the manufacturing needs and capabilities, it can be combined with the station immediately before or after it. For example, mold 305 receives the liquid bitumen material 205, and the cap 837 can be applied to mold 305 at the same station.

[0030] After the mold 305 is sealed with the cap 837, the bitumen material in the cavity 810 is solidified. The mold 305 is preferably transported by the belt 820 to a fourth location or solidification station 840, which includes a solidification system 842. The solidification system 842 can use water, air, pressure, or other solidification methods and tools 844. The solidification system 842 may be any type of industrial system commonly used to solidify viscous materials and form parts, as long as it is a system capable of solidifying bitumen materials. The mold 305 and the bitumen material 205 having the appropriate viscosity are solidified by cooling to room temperature or below 25°C, although the exact temperature depends on the composition of the bitumen material 105.

[0031] After the bitumen material has solidified and the bricks 300 have been formed, each brick 300 is ready to be removed from each mold 305 and transported. To remove each brick 300 from the mold 305, the group of molds 305 and their contents are preferably moved via a belt 820 from the solidification station 840 to a fifth location or mold disassembly station 850, where the second mold portion 805 is removed or separated from the first mold portion 800. At the mold disassembly station 850, a vacuum device 854 or other removal device or machine is connected to the second mold portion 805 to facilitate separation from the first mold portion and subsequent removal. If a vacuum device 854 is used, it is preferable that the upper surface 805a of each second mold portion 805 is clamped by a vacuum cup 852. The vacuum cup 852 is operably connected to the vacuum 854 and pulls the two mold portions 805 away from the first mold portion 800. The second mold portion 805 can be removed from the vacuum cup 852 after separation for cleaning, repair, cap removal, further configuration, or other processing. Although a vacuum apparatus has been described, the same function can be performed by other removal devices and machines, including those using magnets, cranes, crowbars, hydraulic devices, lifts, and other separation devices, and such removal devices and machines are within the scope of the present invention.

[0032] After the second mold section 805 is removed from the first mold section 800, the brick 300 remains partially seated within the first mold section 800. The first mold section 800 and the brick 300 are then transported by the belt 820 to a sixth location or brick distribution station 860. The brick distribution station 860 is preferably located where the objects being transported by the conveyor are inverted. When the tray 822 and the first mold section 800 are inverted, the brick 300 is separated from the first mold section 800 by gravity and optionally falls into a receiving box 862 or other recovery device, or onto an inclined platform, a second conveyor, or other transport structure configured to move the bricks to a location close to the molding area. Alternatively, the brick 300 may be removed manually or mechanically. After the bricks 300 have been removed, the first mold section 800 may be moved via the belt 820 to additional locations for removal, repair, cleaning, and further configuration or processing before being reassembled and reinstalled on the tray 822 or conveyor 820 for additional brick molding.

[0033] Additional stations may be included in process 815 as needed. For example, process 815 may include dedicated stations for cleaning mold parts, positioning skeletons, delivering additives, recovering mold parts, applying pretreatment, further processing, labeling, data collection, inspection, or other processes typically performed in a manufacturing or molding process. Also, where desirable and possible, multiple independent stations may be combined for the purpose of improving efficiency, saving space, or other purposes, and the conveyor 820 may be replaced by other automated, manual, or a combination thereof for transferring or transporting goods from one place to another, such means including the use of rollers, indexers, tilting platforms, vehicles, carts, pulleys, suspended transport devices, and other assembly line and manufacturing equipment.

[0034] After the bricks 300 are removed from the mold 305, a friction-enhancing coating 302 can be applied to the surface of the bricks 300 155. One or more coatings 302 can be applied in liquid form by coating, spraying, or using polymer wrapping techniques.

[0035] Brick composition Each brick 300 made of bitumen material is configured such that it has little to no similar dimensions in a given surface area, thereby minimizing surface contact between adjacent bricks 300 when multiple bricks 300 are collected in a container or placed adjacent to each other, allowing air, water, or other cooling substances to flow easily around and between individual bricks 300, and maximizing cooling efficiency around the bricks when the bricks 300 are transported from one place to another. Surface contact between adjacent bricks is preferably limited to less than 5% of their surface area, however, according to the present invention, although surface contact between adjacent bricks is preferably limited to less than 5% of their surface area, according to the present invention, greater surface contact is permitted if it is possible to maintain the temperature below a temperature at which the bricks 300 may soften or melt and impair the integrity of the bricks 300. In general, the surface contact should be such that the bricks 300 do not melt or dissolve and the individuality of the bricks 300 is not impaired. For example, in bricks 300 having irregular sides and edges, surface contact between adjacent bricks 300 is minimized, and in bricks having concave sides and curved edges, surface contact between adjacent bricks 300 is further minimized. Surface contact between adjacent bricks 300 can be further minimized by including multiple surfaces, none of which are of the same dimensions, by including additional irregular shapes of surfaces or edges along the surfaces and edges, such as notches, protrusions, points, channels, cavities, or combinations thereof, or by configuring the overall shape as an irregularly shaped solid that does not form any other recognized shape.

[0036] Figures 3A to 14 show bricks 300 of the present invention having a preferred shape and size. Figures 3A to 6B show the preferred overall shape of brick 300, which is similar to a deformed tetrahedron that does not form right angles. Figures 7 to 11 show the distribution of the framework 400, which will be described in detail below, within the brick 300 according to a preferred embodiment of the present invention. Figures 12 to 14 show the dimensions of brick 300 according to a preferred embodiment of the present invention.

[0037] As shown in Figures 3A to 6B, according to a preferred embodiment, the brick 300 has a substantially solid body (not reference to a specific reference) defined by an outer surface including three non-planar modified triangular face surfaces 330, a modified triangular dome-shaped upper surface 310, three curved edges 320, and a modified dome-shaped lower surface 314, which is the point opposite the upper surface where the three face surfaces 330 are in contact. When the term “modified” is used herein to describe a shape, surface, or solid, it refers to a shape, surface, or solid that is similar to the defined shape, surface, or solid, but also includes modified forms such as cut angles or chamfered areas, curved edges or curved surfaces, irregular shapes intentionally or unintentionally formed on a surface or edge, or other unusual shapes, solids, or surface characteristics. Similarly, the term “substantially” as used herein should be understood to mean essentially, roughly, or largely. For example, a substantially solid body is a body that is intended to be solid but includes unintended imperfections, or a body that is mostly intended to be solid but includes features or imperfections such as intentionally embedded air pockets.

[0038] As shown in Figures 3A to 6B, the curved edges 320 are located where the sides or edges of adjacent surface 330 are in general contact. These function as integral connections between the edges of adjacent surface 330 and can be considered surfaces in particular if they have a predetermined width H. Each curved edge 320 includes first, second, and third edges 320a, 320b, and 320c located near the upper end 320h that connects to the upper dome shape 310, and a fourth portion 320d that constitutes the remaining part of the curved edge 320 and connects to the bottom of the dome shape 314 at the lower end 320g opposite the upper end of the curved edge 320. The curved edges 320 along the long sides or edges 320e and 320f, which are spaced substantially a constant distance H apart from each other, preferably have a predetermined radius 132. The first, second, and third edges 320a, 320b, and 320c are each preferably substantially planar. In the alternative embodiment shown in Figure 3C, the first curved edge 320AA having the full length of Fl, the second curved edge 320BB having the full length of F2, and the third curved edge 320CC having the full length of F3 may have different dimensions from each other. This will be further explained in relation to Figures 12 to 14.

[0039] Each non-planar deformed triangular surface 330 is preferably further composed of 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 connects to the deformed dome upper portion 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 connects to one of the adjacent surface 330s via one of the curved edges 320 along a first edge 334a, to the first triangular portion 332 along a second edge 334b, and to the fourth triangular portion 338 along a third edge 334c. The third deformed triangular portion 336 connects to one of the adjacent surfaces 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 dome-shaped base 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. Furthermore, all four triangular portions 332, 334, 336, and 338 converge at the center point 340 of each surface 330, and it is preferable that the center point 340 is substantially circular. Furthermore, each of the triangular portions 332, 334, 336, and 338 can be substantially triangular in shape, or other shapes that work together to form a triangular surface 330, as will be understood by those skilled in the art. The third triangular portion 336 preferably includes a notch 342 or notched surface located where the triangular portion connects to the dome-shaped base 314.

[0040] The dome-shaped base portion 314 of the brick 300 includes a central dome-shaped portion 315 that abuts against the fourth triangular portion 338 of the three surface portions 330, and three edge extensions 316 that abut against the lower end portion 320h of the curved edge portion 320, the edge extensions 316 and the curved edge portion 320 being in contact at their lower end. The three edge extensions 316 are connected within the central dome-shaped portion 315 of the dome-shaped base portion 314 and fit within the central dome-shaped portion 315, forming a deformed dome-shaped surface as a whole, having a hexagonal outer circumference at its bottom.

[0041] The deformed triangular dome-shaped top surface 310 includes three truncated triangular top sections 311, three upper edge extensions 312, and a center point 318. Each of the three truncated triangular top sections 311 connects to the first triangular portion 332 of each surface 330 at a first edge 31la, to the upper edge extensions 312 at two second edges 311b, and to the center point 318 at a truncation point 311c. The upper edge extensions 312 connect to the upper end 320h of the curved edge section 320 and to the center point 318.

[0042] Each surface of the brick 300, including faces, portions, and edges, is optionally contoured to further enhance its irregularity. Figures 3B, 4B, 5B, and 6B show the contoured outer surfaces with gray lines. For each face 330, it is preferable that the first triangular portion 332 and the fourth triangular portion 338 are substantially flat, the second triangular portion 334 is substantially concave, and the third triangular portion 336 is substantially convex. The dome-shaped top portion 310 and the dome-shaped bottom portion 314 have an overall convex shape, but the contour can be slightly varied as needed. For each curved edge portion 320, its individual portions 320a, 320b, 320c, and 320d are substantially flat as described above. Furthermore, it is preferable that the notches 342 and the center point 340 are substantially flat.

[0043] Figures 12 to 14 show the preferred dimensions of the brick 300. As shown, on each surface 330, the width A along the portion where the first triangular portion 332 connects to the top portion 310 is approximately 305 mm, including the ends of the curved edges 320, the distance D from the center of each first edge 332 to the center of each opposite curved edge 320 is approximately 275 mm, and the width C of the top 311 and the edge extensions 312 on both sides of the top portion 310 is approximately 315 mm. The total distance B from the center of the top portion 310 to the center of the bottom portion 312 is approximately 270 mm, and the total length F of each curved edge 320 is approximately 253 mm. On each surface 330, the width G along the portion where the fourth triangular portion 338 connects to the bottom portion 312 is approximately 45 mm. The width H of each curved edge 320 is approximately 35 mm. If brick 300 has a shape that matches the alternative brick 300 in Figure 3C, the overall dimensions will be different. As shown in Figure 3C, each curved edge has a different overall length, with the first curved edge 320AA having a length of Fl, 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 surfaces 330 will also have different dimensions from one another, and the top surface 310 and bottom surface 314 will have further undulations. Therefore, the alternative embodiment of brick 300 will have an even more irregular shape, which is likely to further prevent surface contact with adjacent bricks.

[0044] While preferred embodiments are illustrated in this figure regarding the size and shape of the surface, edges, top, and bottom of the brick 300, as well as the undulation of the outer surface, as will be understood by those skilled in the art, the size, shape, and undulation of the irregularly shaped solid and its surface can be modified as long as the molded brick 300 minimizes surface contact between adjacent bricks 300. The size, shape, and undulation of the irregularly shaped solid and its surface preferably act to prevent or inhibit the bonding of two or more bricks, and, as described above, to facilitate the flow of fluid or air between adjacent bricks 300. Furthermore, as will be understood by those skilled in the art, the bricks 300 and their corresponding molds 305 illustrated and described herein can be sized larger or smaller according to the needs of the industry.

[0045] Polymer skeleton In a preferred embodiment of the brick 300, each brick 300 is reinforced with a polymer or other buoyant additive that can be increased, decreased, and customized according to customer needs. In addition to optionally including polymers or other additives incorporated into the bitumen material 105, each brick 300 is preferably configured to have a rigid, semi-rigid, or flexible skeleton 400 to further enhance buoyancy in seawater and freshwater. The components of the skeleton 400 are also arranged throughout each brick 300 in such a manner that they increase the buoyancy of each brick 300, both when each brick 300 is intact and when it is dispersed into smaller fragments. As used herein, the term “skeleton” includes all three-dimensional structures of materials and components arranged in a pattern or in a predetermined manner, including, for example, matrices, frameworks, networks, structures, grids, layers, lattices, architectures, scaffolding, cages, fabrics, frameworks, tessellations, arrangements, and combinations thereof. Furthermore, within each brick 300, the framework 400 may consist of solid, semi-solid, or hollow components, rigid, semi-rigid, or flexible components, and integrated or cooperating components, such components including, for example, hollow structures filled with air, buoyancy gas, or liquid; substantially solid structures containing bubbles, nanobubbles, or other buoyancy-enhancing materials; porous material structures impregnated with complementary buoyancy materials; and matrices, frameworks, networks, lattices, or grids made of fibrous or solid materials formed or arranged to hold secondary buoyancy-enhancing mechanisms including chambers, compartments, pockets, capsules, bubbles, nanobubbles, and combinations thereof.

[0046] Figures 7 to 11 show preferred embodiments of the framework 400 according to the present invention, which is a polymer framework 400 substantially uniformly distributed throughout the body of each brick 300. Figures 15 to 17 show one embodiment of the polymer framework 400, which preferably includes a lattice, frame, or grid arrangement of fibers made from polymer or plastic materials commonly used to reinforce heavy crude oil, superheavy crude oil, bitumen, and asphalt. For example, the framework 400 can be formed from plastomers such as polyethylene, polypropylene, ethylene vinyl acetate, and ethylene-butyl acrylate, or from thermoplastic elastomers such as styrene-butadiene-styrene, styrene-isoprene-styrene, and styrene-ethylene / butylene-styrene. Furthermore, as shown in Figures 15 to 17, the framework 400 preferably optionally further includes a plurality of buoyancy elements 420 or other buoyancy materials that enclose air.

[0047] In a preferred embodiment of the skeleton 400, the polymer fibers are composed of linear fiber groups, which are further composed of frameworks such as a three-dimensional grid or lattice structure. It is even more preferable that the fiber groups are arranged parallel to some fiber groups and perpendicular to other fiber groups. As shown in Figure 15, 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 extend substantially parallel to other first fiber groups 412 and perpendicular to the second fiber groups 414 and the third fiber groups 416. The second fiber groups 414 extend substantially parallel to other second fiber groups 414 and perpendicular to the first and third fiber groups 412 and 416. The third fiber group 416 extends substantially parallel to another third fiber group 416 and perpendicular to the first and second fiber groups 412 and 414. Furthermore, each of the fiber groups 412, 414, and 416 preferably optionally has four or more individual fibers 412a, 414a, and 416a that are arranged substantially parallel to each other and spaced a certain distance apart. For example, the fibers within each group extend substantially parallel to each other at a distance DD apart, and are arranged so that the cross-section of the fiber group is square. Alternatively, the fiber groups can be arranged to have cross-sections of other shapes such as circular, rectangular, hexagonal, or triangular, and the fibers can be arranged in substantially parallel, twisted together, converged, radially spreading, intersecting, or other desired grouped configurations.

[0048] Optionally, the multiple buoyancy elements 420 are preferably formed or held attached to, connected to, suspended from, or positioned between the fibers of the multiple fiber groups 412, 414, and 416, respectively, thereby increasing the buoyancy of the bricks 300, for example, by improving the air entrainment of the entire brick 300. Alternatively, the buoyancy elements 420 can replace the skeleton 400 if the elements are gas injections, etc. The buoyancy elements 420 may be individual air pockets, bubbles, air nanobubbles, or other buoyancy-increasing gases such as nitrogen or liquids, or groups thereof, which are formed within or on the fibers 412a, 414a, and 416a, or housed inside individual capsules, chambers, or other compartments, or combinations of such elements, and held by the fibers 412a, 414a, and 416a. For example, in Figures 15-17, the buoyancy elements 420 are illustrated as multiple air capsules, where the material used to enclose the air is the same material used for the fibers 412a, 414a, and 416a. The size of each individual buoyancy element 420 affects the buoyancy of the brick 300 and can therefore be adjusted according to the specifications required by the carrier, customer, or other party. Furthermore, the position of the buoyancy elements 420 can be controlled, for example, before the brick 300 is formed, so that the buoyancy elements 420 are evenly molded into the brick 300.

[0049] In some cases, the buoyancy element 420 may be present in the brick 300 where the framework 400 is absent, or in addition to the use of the framework 400, it may be a void intentionally introduced into the brick 300. For example, the manufacturer may inject a gas such as air, steam, oxygen, or an inert gas during molding to generate bubbles, or utilize other air entrainment or air mixing methods to generate and capture bubbles or voids that increase buoyancy. The buoyancy element 420 may be any element that increases buoyancy, whether used in conjunction with or independently of the framework 400, preferably applied intentionally and uniformly. By incorporating the buoyancy element 420 into the entire framework 400, and by extension the entire brick 300, the brick 300 is more likely to float when released into the ocean, lake, or river. Furthermore, the brick 300 will float even if it is damaged or otherwise damaged.

[0050] The components of the skeleton 400, including fiber groups 412, 414, and 416 and the buoyancy element 420, are configured to fit within the mold 305 and are preferably formed by injection molding. The density of the skeleton 400 can also be adjusted, and in the embodiments shown in Figures 15 to 17, the overall size of the individual fibers 412a, 414a constituting the 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 specific polymer content. For example, a brick 300 with 4 wt% polymer is produced using a skeleton 400 with larger fibers than a brick 300 with 2 wt% polymer. For each brick 300 made of heavy crude oil, the weight ratio of polymer is preferably between 1% and 4% to obtain buoyancy. Furthermore, for each 300 brick made of bitumen material, the polymer weight ratio can be increased to 10% in warm climates and 7% in cold climates to further improve its performance.

[0051] The skeleton 400 is placed in the mold 305 after formation, and bitumen material 205 having an appropriate viscosity is filled into the spaces not occupied by the skeleton 400. For example, in the embodiments shown in Figures 15 to 17, during molding, the spaces around and between the fiber groups 412, 414, and 416, as well as the buoyancy elements 420, can be filled with bitumen material 205 having an appropriate viscosity. After the bitumen material 105 and the mold 305 have cooled, each molded brick 300 contains the skeleton 400 embedded inside.

[0052] Brick transport Because the bricks 300 have an irregular shape that allows air, water, or other substances to circulate between them, and can float on or near the surface of seawater and freshwater, they can be transported as a solid in bulk by most or all vehicles transporting cargo or loads, including trucks, rail, air, and ships. Transporting the bitumen material in solid form eliminates the need to heat the bitumen material 105 during transport, thereby substantially reducing or eliminating greenhouse gas emissions. Furthermore, the bricks 300 can be transported by hydrogen-powered vehicles, which further reduces or eliminates carbon dioxide emissions.

[0053] Figures 18A and 18B illustrate alternative methods for transporting, storing, and receiving bricks 300 according to a preferred method of the present invention. After the molding and collection of a desired number of bricks 300, a carrier 600 may possess a plurality of bricks 300 stored, for example, in a manufacturer's gravity storage chamber 908. The carrier 600 then transports the plurality of bricks 300 in the transport chamber 610 to a receiving location 905 by vehicle 620. As defined and described above, vehicle 620 may include both manned and unmanned vehicles, and transport chamber 610 may be a special container coupled to or integrated with a vehicle dedicated to brick transport. In this specification, the terms “chamber” and “multiple chambers” refer to structures capable of holding articles, including containers, compartments, bins, modules, vessels, cartons, packages, boxes, and other types of receptacles. Transport chambers can further be transported from one location to another.

[0054] When transporting multiple bricks 300 by land, it is preferable that the bricks 300 be transported in a transport chamber 610 on a train or truck, but alternative land transport methods, including combined transport and integrated transport, may also be used. As described below and shown in Figure 19A, the transport chamber 610 is a dedicated transport chamber on a train that utilizes aerodynamic principles. A transport chamber 610 intended for land transport preferably has an environment control system 615 for introducing air or cooling air, which allows air to circulate freely within its interior, is temperature-controlled or climate-controlled, and the irregular shape of the bricks 300 allows air to circulate around them. The air circulates through the space formed between adjacent bricks 300 within the container 610, thus helping to maintain the bricks 300 in a substantially solid state. Alternatively, a transport chamber 610 intended for land transport may also be configured to control the environment using water or other liquid or gaseous substances instead of air. As shown in Figures 19A and 19C, to facilitate atmospheric environmental control, the transport chamber 610 may be configured to include a plurality of openings or vents 611, 612 formed and disposed in the side walls 610d of the transport chamber, and optionally in the roof 610a, floor 610b, and end 610c, or to define such openings or vents 611, 612. The vents 611, 612 may function as inlets and outlets and may include, or cooperate with, registers, air dams, flap actuators, fans, wings, flanges, blades, and other static or dynamic components to adjust or control the amount and direction of air or other substances flowing into or circulating within the transport chamber 610. Depending on the direction of air movement, the vents 611, 612 may allow air to enter and exit the transport chamber 610 and may include additional functions to facilitate continuous or intermittent air circulation.

[0055] Figure 19C shows a preferred embodiment of a rail transport system that can reduce or eliminate carbon dioxide emissions during transport. In this embodiment, a vehicle 620 for transporting a plurality of bricks 300 is a dedicated train comprising an engine 622 powered by one or more hydrogen fuel cells 624, and a plurality of dedicated transport compartments 610, preferably aerodynamically shaped and optionally made of aluminum. The transport compartments 610, connected in series with the engine 622 and fuel cells 624 and lined up behind them, preferably include a plurality of openings or vents 611, 612 in their sides 610d, roof 610a, and ends 610c. Furthermore, an active environmental control system 626, such as an air conditioner or other cooling means, is located within each transport compartment 610 in case the external environment reaches a state that could damage or partially melt the bricks 300. To further reduce or eliminate harmful emissions, the active environmental control system 626 may optionally be powered by one of the fuel cells 624. As fuel cell technology is increasingly adopted in emerging vehicles, trucks, ships, and other transport vehicles can be configured similarly to reduce or eliminate emissions, and optionally, a backup cooling source powered by a similar fuel cell can also be used.

[0056] When transporting multiple bricks 300 by water, it is preferable that the multiple bricks 300 be transported by a vehicle 620 such as a ship, barge, or bulk carrier 630 having a cargo space 632 capable of holding the bricks, as shown in Figure 19B. Alternatively, the bricks 300 may be placed in individual, movable, or modular transport compartments 610 on a ship or barge, or alternative water transport methods, including combined transport and integrated transport, may be used instead. When individual, movable, or modular transport compartments 610 are used for water transport, it is preferable that they allow for the internal circulation of air, water, or other substances in the same manner as transport compartments 610 used on land. When the bricks are held in the cargo area 632 of a bulk carrier 630, and the cargo area 632 becomes the transport compartment 610, it is preferable that the bricks are arranged in the cargo area 632 such that adequate space is maintained between adjacent bricks and that the circulation of air, water, or other substances is possible. In a preferred embodiment, the bulk carrier 630 preferably includes an environmental control system 615 that uses water to maintain the integrity of the bricks. The bulk carrier 630 may use a water intake 636 that can draw water from a dedicated water source (not shown) or from ambient water such as seawater. The water source or water intake 636 also preferably works in conjunction with a water distribution system 634, such as a high-pressure sprinkler system used to quickly clean the cargo area of ​​the ship. Whether the water distribution system 634 is located within individual, movable, or modular transport compartments 610, or directly in the cargo area as a single transport compartment 610, it may receive water from a water source or draw water through the water intake 636 to distribute water over the bricks, and may further spray, sprinkle, or otherwise distribute water over the cargo area and the top of any transport compartments 610. Next, the water freefalls around and between the bricks 300 before being drained from a drain (not shown) located near the bottom of the cargo area. To reduce or eliminate carbon dioxide emissions during transport, it is preferable that the bricks 300 be transported on a ship or cargo vessel powered by a hydrogen fuel cell.

[0057] Whether transported by land, sea, or air, as described above, the transport chamber 610 preferably includes a passive environmental control system, such as a structural mechanism that facilitates the flow of air, water, or other substances within its internal space. Alternatively, the transport chamber 610 may include other environmental control systems, such as a forced ventilation system, a cooling block system, a refrigeration system, insulation, cooling plates, dry ice, insulated packs, quilts, a bottom air supply unit, reflective paint, and other known active and passive environmental control mechanisms or systems. As the air, water, or other substances circulate within the transport chamber 610, they also circulate within the space between adjacent bricks 300 that have been recovered within the transport chamber 610. As a result, the bricks 300 are able to maintain an irregular solid form.

[0058] Receiving bricks The recipients of the shipment of bricks 300 include an intermediary 185, a distributor 195, an end user 199, and a refinery 197. The end user 199 may store the bricks 300 until needed, the distributor may temporarily store the bricks before delivery to the end user 199, and the refinery 197 may reliquefy the bitumen material 105 for further processing, then return it to a solid form for transport to the end user 199 or the distributor 195. Thus, the recipients of the bricks 300 may need to store the bricks 300 as a solid or have facilities or structures for reliquefying the bitumen material 105. If the bricks 300 consist of asphalt or polymer-modified asphalt, they are typically stored by the end user 199 and used in brick form. If the bricks 300 consist of bitumen or polymer-modified bitumen, they are reliquefied by the refinery 197 for further processing.

[0059] According to the present invention, when the transport chamber 610 and the multiple bricks 300 reach the receiving location 905 of the end user 199, refinery 197, distributor 195, or other intended recipient, the bricks 300 are stored or prepared for use. If multiple bricks 300 are stored, the bricks 300 can be stored as is in the transport chamber 610, or, after being transferred to another storage chamber, container, or storage facility, they can be optionally maintained in the form of bricks 300 using an active or passive environmental control system that includes a system for circulating air, water, or other substances that affect temperature and climate. For example, if the bricks 300 are transported by sea to a receiving location 905 with appropriate port facilities, they can be stored partially or completely submerged in a large floating storage chamber 909. Such floating storage chambers 909 may have a double-hull structure and may be equipped to allow ambient water to flow within the floating storage chamber 909, flow between the hulls, or drip into the storage chamber in order to facilitate the maintenance of the integrity of the stored bricks 300. Similarly, bricks transported by rail or truck to an onshore receiving location 905 may be stored in a gravity storage chamber 908 having a similar double-hull structure, and this gravity storage chamber 908 may be optionally configured to allow air or water to circulate between the bricks 300 to cool them. Furthermore, the storage chamber 908 may be partially or entirely buried underground for further control of the environment. Floating storage chambers 909 and other storage chambers 908 may be modified to be similar in form to transport chambers 610, having vents 611, 612 and their associated features in order to facilitate the flow of air, water, or other substances into and through the storage chamber. Furthermore, such storage chambers 908, 909 may contain smaller storage chambers or modules internally, or may be part of a series of cooperating storage chambers or modules.

[0060] If the bricks 300 are to be used immediately, or if it is better to store or prepare them by melting or heating them to a liquid or original state for use, the bricks 300 may be melted upon arrival at the receiving location 905. Upon arrival at the receiving location 905, the bricks 300 are heated 190 using methods known to those skilled in the art until they melt and return to a liquid or original state. The bricks 300 may also be introduced into a special storage chamber having a removable lid equipped with a heating element, such as the floating storage chamber 910 shown in Figures 20A and 20B, or a similarly configured storage chamber located on land.

[0061] Figures 20A and 20B show a special storage chamber 910, which comprises a heat-conducting receiving lid 912 configured to receive bricks 300 and to immediately melt or soften the bricks 300 by a heating system 914 embedded inside; a housing or storage chamber body 918; a container or cavity 920 defined by the storage chamber body 918; and a delivery system 916 that facilitates the movement of a liquid or material having appropriate viscosity from the upper surface 912a of the lid 912 to the lower cavity 920. The special storage chamber 910 can receive bricks 300 from any carrier 600 and vehicle, and is particularly useful for receiving bricks 300 from bulk carriers. As those skilled in the art will understand, the bricks can be easily transferred from the cargo area 632 of the cargo ship 630 onto the receiving cover 912 using an excavator, bulldozer, crane 638, or other unloading system or automated unloading system.

[0062] The special storage chamber 910 is made of any material suitable for holding both the viscous or liquid bitumen material 205 and the solid brick 300, and can be further reinforced with insulation, lining, or other reinforcing materials. The special storage chamber 910 may also be double-walled and may have several auxiliary containers placed inside. For example, the containers 910 can be made of concrete, and the cavity walls can be covered 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 the need to enhance conductivity. For example, the lid 912 can be made of concrete reinforced with nanocarbon black, graphite, or other fillers or coatings that enhance conductivity. The lid 912 is preferably detachable so that the storage chamber body 918 can be used separately as a storage chamber 908 for the solid brick 300. In other words, the special storage chamber 910 has a dual purpose: it functions as an environmentally controlled storage chamber for holding the bricks 300 and promoting the maintenance of their solid form, and as a heat-conducting storage chamber capable of receiving the bricks 300, melting or softening them, and keeping them in a liquid or appropriately viscous form while stored inside.

[0063] In the special storage container 910, the receiving lid 912 is preferably used to liquefy the bricks received on the lid 912 using electric radiant heat or hot water circulating radiant heat. As shown in the figure, the receiving lid 912 is preferably concave in shape to hold the bricks 300 and concentrate the bricks 300 in its center, and the heating system 914 is preferably a series of cables or other heating elements 924 wired throughout the lid 912. If cables are used, they are preferably arranged at regular intervals over most of the lid 912. Alternative heating elements 924 include coils, mesh, pre-formed mats, conductive coatings, conductive fillers, or other heating elements embedded in plastic film. The heating system 914 of the receiving lid is self-heating, as with some conductive concrete systems, or can be optionally operably connected to a power supply 922 and a control unit 923 for energization, as shown in Figure 20C.

[0064] Alternatively, other heating systems, or components for hydronic radiant heating or hot air radiant heating, may be used in the heating system 914. In the case of a hydronic radiant heating system, the flow path system 925, having open or closed loops, as used herein, includes tubes, pipes, and other conduits and is arranged throughout the lid 912 to circulate a heating liquid or heating fluid, such as water, brine, oil, or a mixture of water and propylene glycol. The heat source 926 and boiler 927, or water heater, raise the temperature of the liquid to a temperature sufficient to heat the lid 912, thereby melting the bricks 300 recovered on the lid 912. A pump 928 draws the liquid into and circulates it within the flow path system 925. The boiler 927 can be fueled by propane, natural gas, electricity, or petroleum, and additional operating components (not shown) may include valves, an expansion tank, an additional pump, an air separator, a vent, and a control unit. Similar to a hot water circulating radiant heating system, an air radiant heating system circulates hot air generated by a fuel or by sunlight through channels within the lid 912.

[0065] The delivery system 916 on the receiving lid 912 preferably has multiple openings, which are preferably sized and configured to allow molten bitumen material to flow from the upper surface 912a of the lid 912 into the storage chamber body 918, while preventing solid bitumen material or bricks 300 from passing through the openings. Alternatively, the delivery system 916 may be a single central opening, multiple channels or grooves, a series of inclined surfaces or inclined platforms, or any other structure capable of facilitating the flow of viscous material from one place to another. Furthermore, any openings, grooves, inclined surfaces, etc., may be additionally covered with material that further facilitates fluid flow.

[0066] Optionally, after reheating the brick 300 to return the bitumen material 105 to its original state, any additives, including polymers, can be skimmed off at the receiving location 905 by the recipient using methods known to those skilled in the art. To facilitate this skimming, one or more skimmers 930 may optionally be connected to or housed within the special storage chamber 910 or any other receiving chamber or storage chamber for molten bitumen material. Skimmers suitable for such applications are known to those skilled in the art. Alternatively, the molten bitumen material 105 and any additives 106 may be further heated to a mixing temperature by a second heating system 950, and then the additives 106 can be mixed with the bitumen material 105. To facilitate mixing, a mixing device 940 may optionally be permanently connected to or housed within the special storage chamber 910 or any other receiving chamber or storage chamber for molten bitumen material. Mixing devices suitable for such applications are known to those skilled in the art. Other additives may be introduced, and the bitumen material 105 may be further processed as needed by the recipient. Depending on the environment, it may be desirable to further heat the bitumen material 105 during storage, especially if the molten bitumen material 105 is stored in its viscous state. Therefore, a second heating system 950 may be optionally connected to the special storage chamber 910, or any other receiving chamber or storage chamber for the molten bitumen material, and suitable heating systems are known to those skilled in the art. If multiple auxiliary containers or modules are present in the special storage chamber 910, each auxiliary container or module may have a heating device, a mixing device, or a skimmer. If necessary, as known to those skilled in the art, the special storage chamber 910, or any other receiving chamber or storage chamber for the molten bitumen material, can be connected to a nearby pipeline to discharge the molten bitumen material from the storage chamber.

[0067] Finally, if a refinery or another recipient of the brick 300 melts the brick 300 and further processes the bitumen material 105, such recipient may optionally reshape the molten bitumen material 105 into brick 300 according to the methods and systems described herein.

[0068] While preferred embodiments of the present invention have been illustrated and described, various changes and modifications can be made and elements of the invention can be substituted with equivalents without departing from the true scope of the disclosed invention. However, it is expected that those skilled in the art will understand that the present invention encompasses all embodiments included in the claims.

Claims

1. It is essentially a solid brick, a) A brick body having a non-volatile bitumen material, b) An irregularly shaped outer surface portion defining the brick body portion, The aforementioned irregularly shaped outer surface defines a deformed tetrahedron shape, i) Multiple non-planar surface portions, ii) A non-planar upper surface portion integrally connected to the plurality of non-planar surface portions and The irregularly shaped outer surface portion having A brick having [this characteristic].

2. A brick according to claim 1, wherein the irregularly shaped outer surface further has a non-planar bottom surface that is integrally connected to each of the plurality of non-planar surface surfaces.

3. A brick according to claim 2, wherein each of the plurality of non-planar surface portions is connected to an adjacent surface at an angle of less than 90 degrees, connected to the non-planar upper surface portion at an angle of less than 90 degrees, and connected to the non-planar bottom surface portion at an angle greater than 90 degrees.

4. The brick according to claim 3, wherein the non-planar upper surface portion has a plurality of upper surface portions that are integrally connected to form a deformed convex upper surface.

5. The brick according to claim 3, wherein the non-planar bottom portion has a plurality of bottom portions that are integrally connected to form a deformed convex bottom surface.

6. A brick according to claim 3, wherein each of the plurality of non-planar surface portions has a plurality of substantially triangular portions that are integrally connected to form a deformed concave surface.

7. In the brick according to claim 3, the irregularly shaped outer surface portion defining the brick body portion further has a plurality of curved edges, A brick in which each curved edge is positioned between two adjacent non-planar surfaces to connect those two adjacent non-planar surfaces.

8. A brick according to claim 1, further comprising a buoyancy element disposed throughout the entire brick body.

9. A brick according to claim 1, further comprising a framework arranged throughout the entire brick body.

10. The brick according to claim 9, wherein the framework comprises a three-dimensional framework made of polymer fiber groups and a plurality of buoyancy elements supported by the polymer fiber groups, and each buoyancy element is made of enclosed air.

11. A brick according to claim 9, wherein the framework has a polymer matrix defining a plurality of buoyancy elements, and each buoyancy element is composed of an air pocket.

12. A substantially solid brick made of a non-volatile bitumen material, the brick having a brick body defined by an irregularly shaped outer surface configured to substantially reduce surface contact with other bricks placed nearby, the outer surface being, a) A plurality of non-planar surface portions, each non-planar surface portion is i) A first surface portion having a substantially planar surface having an outer circumference defined by first, second, and third edges, ii) A second surface portion having a substantially concave surface having an outer circumference defined by first, second, and third edges, wherein the second edge of the second surface portion is integrally connected to the second edge of the first surface portion, iii) A third surface portion having a substantially convex surface having an outer circumference defined by first, second, and third edges, wherein the third edge of the third surface portion is integrally connected to the third edge of the first surface portion, iv) A fourth surface portion having a substantially planar surface having an outer circumference defined by first, second, and third edges, wherein the third edge of the fourth surface portion is integrally connected to the third edge of the second surface portion, and the second edge of the fourth surface portion is integrally connected to the second edge of the third surface portion, v) A center point located near the center of each non-planar surface portion, wherein each of the first, second, third, and fourth surface portions is integrally connected to the center point. The plurality of non-planar surface portions having, b) An upper surface portion integrally connected at an angle of less than 90 degrees to the first edge of the first surface portion of each of the plurality of non-planar surface portions, having a plurality of integrally connected upper surface portions, the upper surface portion as a whole forming a substantially dome-shaped surface, c) A bottom surface portion integrally connected at an angle greater than 90 degrees to the first edge of the fourth surface portion of each of the plurality of non-planar surface portions, having a plurality of integrally connected bottom surface portions, the bottom surface portion as a whole forming a substantially dome-shaped surface, d) A plurality of curved edges, each curved edge being integrally connected to the upper surface at its upper end and integrally connected to the bottom surface at its lower end, positioned between the first edge of the second surface portion of each of the plurality of non-planar surface portions and the first edge of the third surface portion of an adjacent non-planar surface portion, thereby integrally connecting the first edge of the second surface portion to the first edge of the third surface portion of the adjacent non-planar surface portion. A brick having the aforementioned outer surface portion.

13. A brick according to claim 12, further comprising a polymer skeleton arranged throughout the entire brick body.

14. A brick according to claim 13, further comprising a plurality of buoyancy elements arranged at equal intervals along the polymer skeleton.

Images