STATION, SYSTEM, AND METHOD

[0001] This application claims priority from and the benefit of the filing date of United States Provisional Patent Application No. 62/111,952, filed February 4, 2015, and the entire content of such application is incorporated herein by reference .

FIELD OF THE APPLICATION

[0002] This application relates to the field of railcars, and more specifically, to a continuous load and unload railcar, railcar unloading station, system, and method.

BACKGROUND

[0003] Current practice for ore train loading is for the train to travel slowly, at approximately 1 to 1.5 km/h, and for a telescopic chute to load material into each car or railcar of the train. The chute stops material flow and retracts after filling a railcar and waits for the next railcar to move into position. Material is fed into the chute in one of two ways. First, material may be fed from ground stockpiles using a reclaimer and conveyor system into a bin located over the chute. Second, the train may be routed through a tunnel underneath the material stockpile and a hopper may feed the loading chute. Such systems are available from bulk materials handling companies including Tenova™, Pebco™, and Picor™. [0004] With respect to railcars and unloading stations, over ground railcars may be classified into two categories, depending on how the material is released from the car, namely, bottom dumping hopper cars and gondola cars. [0005] Hopper cars unload using ports on the underside of the railcar. These ports are typically pneumatically operated and the material is released into a track hopper underneath the tracks. One problem with hopper railcars is that, since they carry their own door actuating systems, they are complex and expensive to purchase and maintain. In addition, hopper railcars experience problems when the material they are transporting cakes or freezes in transit resulting in slow unloading or material becoming stuck in the railcar. This problem has resulted in the creation of an entire aftermarket of products including shakers, "car hoes", and thawing sheds to aid with material unloading. Hopper car manufacturers include Kiruna Wagon™, National Steel Car™, and Freight Car America .

[0006] Gondola cars have a simpler design with no facilitation for unloading built into them. As these railcars do not unload from the bottom, a hopper shape is not required. Therefore, these railcars can carry more material for the same length as compared to a hopper car. However, gondola cars have several problems with respect to unloading. Excavation machines may be used with special adaptors to sit on top of these railcars and "dig out" the material. This is often a long and slow process. Alternatively a rotary car dumper may be used for unloading. Rotary car dumpers (or wagon tipplers as they are known in the United Kingdom and India) are machines that rotate a section of track with the railcar thereon 180 degrees to tip out the contents of the railcar. Many rotary car dumpers do not require the railcars to be uncoupled from the train as a rotary coupling may be used wherein the railcars are rotated about the coupling axis. Double car dumpers are common but triple and even four car dumpers exist. The primary advantage of a rotary car dumper system is the speed and ease in which material may be released from the railcars. Particularly for materials prone to caking and where moisture is present in the material, rotary car dumpers are advantageous. However, the complexity and high cost of rotary car dumper systems are problematic. For example, if separation of grades of ore is required, rotary car dumper systems also require more dumpers as one would be required over each grade pit. Manufacturers of rotary car dumper systems include Heyl and Patterson™ and Metso™.

[0007] A need therefore exists for an improved continuous load and unload railcar, railcar unloading station, system, and method. Accordingly, a solution that addresses, at least in part, the above and other shortcomings is desired.

SUMMARY OF THE INVENTION

[0008] According to one aspect of the application, there is provided a railcar, comprising: a container having a chute with a chute opening formed therein to discharge freight through an underside of the railcar; a floor door hinge mounted to the underside of the railcar, the floor door moveable from a closed position in which the floor door seals the chute opening to retain the freight in the container to an opened position in which the freight is dischargeable through the chute opening; a clamp lock mounted to the underside of the railcar, the clamp lock moveable from a locked position in which the clamp lock engages and retains the floor door in the closed position to an unlocked position in which the clamp lock disengages and releases the floor door allowing the floor door to move to the opened position; one or more guide wheels mounted to an outer surface of the floor door to engage a guide track of a railcar unloading station; and, a bogie mounted to the outer surface of the floor door, the bogie having one or more sets of wheels to engage a railway track and to support the railcar while travelling over the railway track .

[0009] According to another aspect of the application, there is provided a railcar unloading station, comprising: a pit for receiving freight from an underside of a railcar; roller wheels on either side of the pit for supporting the railcar over the pit; an unlocking structure mounted on one side of the pit and adapted to unlock a floor door of the railcar allowing the floor door to move from a closed position to an opened position for discharging the freight; and, a guide track mounted over the pit and bowing into the pit, the guide track engaging one or more guide wheels mounted on the floor door to control movement of the floor door between the closed position and the opened position as the railcar travels over the pit on the roller wheels.

[0010] According to another aspect of the application, there is provided a railcar unloading system, comprising: a railcar for transporting freight, the railcar having a floor door mounted on an underside thereof to discharge the freight when in an opened position; a pit adapted to receive the freight; roller wheels mounted on either side of the pit to engage and support the railcar over the pit; and, a guide track mounted over the pit and bowing into the pit, the guide track engaging one or more guide wheels mounted on the floor door to control movement of the floor door between a closed position and the opened position as the railcar travels over the pit on the roller wheels. [0011] According to another aspect of the application, there is provided a method for unloading freight from a railcar, comprising: passing the railcar over a pit adapted to receive the freight, the railcar having a floor door mounted on an underside thereof to discharge the freight when in an opened position, the pit having roller wheels mounted on either side thereof to engage and support the railcar over the pit, the pit having a guide track mounted thereover and bowing into the pit; and, controlling movement of the floor door between a closed position and the opened position as the railcar passes over the pit on the roller wheels by engaging one or more guide wheels mounted on the floor door with the guide track.

[0012] According to another aspect of the application, there is provided a railcar unloading system, comprising: a railcar for transporting freight and adapted to travel over a track having spaced first and second rails, the railcar having a release door mounted on an underside thereof for discharging the freight between the spaced first and second rails when in an opened position; a track hopper pit formed under the track for receiving the freight; and, a scroll beam mounted over the track hopper pit and bowing into the track hopper pit, the scroll beam engaging a scroll wheel mounted on the release door to control movement of the release door from a closed position to the opened position as the railcar travels over the track hopper pit on the track. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Features and advantages of the embodiments of the present application will become apparent from the following detailed description, taken in combination with the appended drawings, in which:

[0014] FIG. 1 is a top view illustrating a railcar unloading system in accordance with a first embodiment of the application;

[0015] FIG. 2 is a cross-sectional view thereof taken along line A-A in FIG. 1;

[0016] FIG. 3 is a left side view illustrating a railcar in accordance with a second embodiment of the application;

[0017] FIG. 4 is a rear view thereof;

[0018] FIG. 5 is a top view thereof;

[0019] FIG. 6 is a cross-sectional view thereof taken along line A-A in FIG. 5;

[0020] FIG. 7 is an exploded rear top perspective view thereof;

[0021] FIG. 8 is a rear bottom perspective view illustrating a container of the railcar of FIG. 3;

[0022] FIG. 9 is a detail view illustrating the mounting saddles shown in FIG. 8; [0023] FIG. 10 is a detail view illustrating the rubber lipped seals shown in FIG. 8;

[0024] FIG. 11 is a rear top perspective view illustrating the container of the railcar of FIG. 3;

[0025] FIG. 12 is a detail view illustrating the overlapping tray shown in FIG. 11;

[0026] FIG. 13 is a left side view illustrating the container of the railcar of FIG. 3 with the overlapping tray removed;

[0027] FIG. 14 is a rear view thereof;

[0028] FIG. 15 is a top view thereof;

[0029] FIG. 16 is a front top perspective view thereof;

[0030] FIG. 17 is a rear bottom perspective view thereof;

[0031] FIG. 18 is a left side view illustrating a chassis of the railcar of FIG. 3;

[0032] FIG. 19 is a rear view thereof;

[0033] FIG. 20 is a top view thereof;

[0034] FIG. 21 is a rear top perspective view thereof;

[0035] FIG. 22 is a front top perspective view illustrating a locking mechanism of the railcar of FIG. 3;

[0036] FIG. 23 is a rear top perspective view thereof; [0037] FIG. 24 is another cross-sectional view illustrating the railcar of FIG. 3 taken along line A-A in FIG. 5;

[0038] FIG. 25 is a detail view illustrating the rear locking mechanism shown in FIG. 24;

[0039] FIG. 26 is a detail view illustrating the front locking mechanism shown in FIG. 24;

[0040] FIG. 27 is a rear top perspective view illustrating the chassis of the railcar of FIG. 3 with the front and rear locking mechanisms mounted thereon;

[0041] FIG. 28 is a detail view illustrating the clamp lock of the locking mechanism shown in FIG. 27;

[0042] FIG. 29 is a detail view illustrating the handle of the locking mechanism shown in FIG. 27;

[0043] FIG. 30 is a detail view illustrating the bogie aligning bracket and floor door knuckles shown in FIG. 27;

[0044] FIG. 31 is a left side view illustrating a floor door of the railcar of FIG. 3;

[0045] FIG. 32 is a front view thereof;

[0046] FIG. 33 is a top view thereof;

[0047] FIG. 34 is a rear top perspective view thereof;

[0048] FIG. 35 is an exploded rear top perspective view thereof;

[0049] FIG. 36 is a detail view illustrating the angled flange and floor door knuckles shown in FIG. 31; [0050] FIG. 37 is a detail view illustrating the lock-position seats shown in FIG. 34;

[0051] FIG. 38 is a left side view illustrating a train having first and second coupled railcars as shown in FIG. 3 on a straight section of track in accordance with the second embodiment of the application;

[0052] FIG. 39 is a top view thereof;

[0053] FIG. 40 is a detail view illustrating the overlapping tray shown in FIG. 38; [0054] FIG. 41 is a detail view illustrating the overlapping tray shown in FIG. 39;

[0055] FIG. 42 is a left side view illustrating the train of FIG. 38 on a curved section of track in accordance with the second embodiment of the application; [0056] FIG. 43 is a top view thereof;

[0057] FIG. 44 is a detail view illustrating the overlapping tray shown in FIG. 42;

[0058] FIG. 45 is a detail view illustrating the overlapping tray shown in FIG. 43; [0059] FIG. 46 is a right side view illustrating a railcar unloading station in accordance with the second embodiment of the application;

[0060] FIG. 47 is a front view thereof; [0061] FIG. 48 is a top view thereof;

[0062] FIG. 49 is a cross-sectional view thereof taken along line A-A in FIG. 48;

[0063] FIG. 50 is a detail view illustrating the guide rail shown in FIG. 49;

[0064] FIG. 51 is a detail view illustrating the alignment structure shown in FIG. 49;

[0065] FIG. 52 is a detail view illustrating the roller wheel, guide rail, and unlocking roller structure shown in FIG. 47; [0066] FIGS. 53 to 57 are a sequence of right side views illustrating a railcar unloading system in which the railcar of FIG. 3 is shown passing over the railcar unloading station of FIG. 46 in accordance with the second embodiment of the application; [0067] FIGS. 58 to 62 are a sequence of detail views illustrating the handle of the locking mechanism and the unlocking roller structure shown in FIGS. 53 to 57, respectively;

[0068] FIGS. 63 to 67 are a sequence of cross-sectional views taken along line A-A in FIG. 48 illustrating a railcar unloading system in which the railcar of FIG. 3 is shown passing over the railcar unloading station of FIG. 46 in accordance with the second embodiment of the application; and,

[0069] FIGS. 68 to 71 are a sequence of detail views illustrating the floor doors and the clamp locks of the locking mechanisms of the floor doors shown in FIGS. 63 to 66, respectively .

[0070] It will be noted that throughout the appended drawings, like features are identified by like reference numerals. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0071] In the following description, details are set forth to provide an understanding of the application. In some instances, certain structures, techniques and methods have not been described or shown in detail in order not to obscure the application.

[0072] The railcar unloading system 100, 300 of the present application provides an integrated load, transport, and unload railcar solution. The system 100, 300 provides improved car loading by reducing lost loading time between cars in a train. As noted above, bottom dump hopper cars and rotary tipped gondola systems are unreliable and overly complex/costly solutions due mainly to the lack of integration in the design of the cars and unloading stations used.

[0073] In particular, the present application provides a railcar unloading system 100, 300 requiring reduced capital expenditure to implement when compared to existing systems. In addition, the railcar unloading system 100, 300 provides continuous load and unload capabilities which is an improvement over existing systems in which trains have to stop to load each car or unload each car. Furthermore, the railcar unloading system 100, 300 of the present application requires less maintenance when compared to existing unloading systems. [0074] According to first (see FIGS. 1-2) and second (see FIGS. 3-71) embodiments of the application, the railcar unloading system 100, 300 includes a railcar 110, 310 and a railcar unloading station 200, 400. [0075] FIG. 1 is a top view illustrating a railcar unloading system 100 in accordance with a first embodiment of the application. And, FIG. 2 is a cross-sectional view taken along line A-A in FIG. 1.

[0076] According to one embodiment, the railcar (or car) 110 may include: a frame 120; first and second bogies or trucks 130, 140 mounted to the underside or lower surface 121 of the frame 120 at the front end 150 and the rear end 160 of the railcar 110, respectively; and, a hopper 170 mounted to the upper surface 122 of the frame 120. [0077] The first and second trucks 130, 140 may be two axle trucks having wheels 141 mounted thereto for engaging a railway track 220 having spaced first and second rails 221, 222.

[0078] The hopper 170 may include: opposed and spaced right and left sloped side walls (or first and second side walls or first and second side slope sheets) 171, 172 coupled (or joined or fastened) to the frame 120; opposed and spaced front and rear sloped end walls (or first and second end walls or first and second end slope sheets) 173, 174 coupled to the frame 120 and to the right and left sloped side walls 171, 172; a chute 180 coupled to the front and rear sloped end walls 173, 174 and to the right and left sloped walls 171, 172 and passing through the frame 120 from the top surface 122 to the bottom surface 121, the chute 180 having a chute opening 181 formed therein for the unloading and removal of freight or bulk material (not shown) from the hopper 170; and, a discharge or release door (or closure panel) 190 sized for mounting over the chute opening 181 to selectively close the chute opening 181 to secure the freight within the hopper 170. The chute opening 181 may be positioned between the front and rear trucks 130, 140. The width of the chute opening 181 may be sized to match or approximately match the width of the track support opening 260 described below. The railcar 110 may also be provided with an optional roof (not shown) coupled to the right and left side walls 171, 172 and to the front and rear end walls 173, 174. [0079] The release door 190 may be hinge mounted to the lower end of the chute 180 or to the underside or bottom surface 121 of the frame 120. The release door 190 is moveable from a closed position 198 to an opened position 199 as described below. The hinged end 191 of the release door 190 of the chute 180 may be positioned proximate the front truck 130 facing the front end 150 of the railcar 110. The lock end 192 of the release door 190 of the chute 180 may be positioned proximate the rear truck 140 facing the rear end 160 of the railcar 110. The lock end 192 of the release door 190 may be equipped with a lock 197 for securing the release door 190 in the closed position 198. The outer surface of the release door 190 proximate the lock end 192 may have a scroll wheel 195 mounted thereto. The scroll wheel 195 is adapted to engage a scroll beam 230 as described below. [0080] The railcar 110 may be used for transporting and storing bulk freight or material which may be placed within the hopper

170, that is, within the volume 175 defined by the side walls

171, 172, end walls 173, 174, chute 180, and release door 190 (i.e., inside 176 the railcar 110). According to one embodiment, the railcar 110 may be constructed using steel, aluminum, and/or other metal.

[0081] According to one embodiment, the railcar unloading station 200 may include: a track hopper pit 210; a track support 225 mounted over the track hopper pit 210; a scroll beam 230 mounted over the track hopper pit 210; and, a trackside switch 250 for selectively unlocking the lock 197 of the release door 190 of the railcar 110.

[0082] The track hopper pit 210 may be constructed or formed in the earth, structure, or surface 240 surrounding the unloading station 200. The track hopper pit 210 receives freight from the railcar 110 via the railcar' s chute 180. The walls and floor of the track hopper pit 210 define a volume 211 for receiving and storing the freight from the railcar 110. [0083] The track support 225 has mounted thereon railway track 220 for guiding the railcar 110 over the track hopper pit 210. The track support 225 has an track support opening 260 formed therein for allowing freight from the railcar' s chute 180 to pass therethrough and into the track hopper pit 210. The width of the track support opening 260 is sized to fit between the rails 221, 220 of the track 220 on the track support 225 and to run the length or approximately the length of the track hopper pit 210. [0084] The scroll beam 230 is mounted between the rails 221, 222 of the track 220 and extends between the rails 221, 222 from a point 231 located before the front end 270 of the track hopper pit 210 to a point 232 located beyond the rear end 280 of the track hopper pit 210. The scroll beam 230 is shaped to bow or curve into the interior 212 (or the inside 212) of the track hopper pit 210. The scroll beam 230 is adapted to engage, support, and guide the scroll wheel 195 mounted on the release door 190 of the railcar 110 along the length of the track hopper pit 210.

[0085] In operation, the release door 190 of a loaded railcar 110 travelling along the track 220 (e.g., from left side to the right side in FIGS. 1 and 2) is unlocked by a trackside switch 250 when the railcar 110 reaches the front end 270 of the track hopper pit 210. At this point, the scroll wheel 195 of the release door 190 engages the front end 231 of the scroll beam 230. The release door 190 moves gradually from a closed position 198 proximate the front end 270 of the track hopper pit 210 to an opened position 199 proximate a midpoint 275 of the track hopper pit 210 as the scroll wheel 195 travels along the scroll beam 230 from the front end 231 of the scroll beam 230 down into 212 the track hopper pit 210 to a midpoint 233 of the scroll beam 230 proximate the midpoint 275 of the track hopper pit 210. [0086] As the railcar 110 travels past the midpoint 275 of the track hopper pit 210, the release door 190 moves gradually from the opened position 199 proximate the midpoint 275 of the track hopper pit 210 to the closed position 198 proximate the rear end 280 of the track hopper pit 210 as the scroll wheel 195 travels along the scroll beam 230 from the midpoint 233 of the scroll beam 230 up out of the track hopper pit 210 to a rear end 232 of the scroll beam 230 proximate the rear end 280 of the track hopper pit 210. [0087] Freight or material in the hopper 170 of the railcar 110 is deposited into the track hopper pit 210 via the chute 180 and release door 190 as the release door 190 moves from the closed position 198 when proximate the front end 270 of the track hopper pit 210 to the opened position 199 when proximate the midpoint 275 of the track hopper pit 210 and again to the closed position 199 when proximate the rear end 280 of the track hopper pit 210.

[0088] The release door 190 of a railcar 110 self-locks when the railcar 110 reaches the rear end 280 of the track hopper pit 210. At this point, the scroll wheel 195 of the release door 190 disengages from the rear end 232 of the scroll beam 230. The now unloaded railcar 110 then travels along the track 220 (e.g., from left to right in FIGS. 1 and 2) away from the track hopper pit 210. [0089] The rate of opening and closing of the release door 190 and hence the rate of unloading of the freight or material from the hopper 170 of the railcar 110 is controlled by the degree of curvature of the scroll beam 230 and/or by the speed of the railcar 110 as it travels over the track hopper pit 210. The system 100 allows for the continuous unloading of freight as the railcar 110 need not stop while passing over the track hopper pit 210. [0090] Advantageously, by using the scroll wheel 195 and scroll beam 230 in combination with the motion of the railcar 110 to control the opening and closing of the release door 190, no onboard actuators are required for controlling the release door 190. As the freight or material is deposited in the track hopper pit 210 between the rails 221, 222 of the track 220, infrastructure required above the pit 210 is reduced.

[0091] According to one embodiment, the railcar 110 may be equipped with two or more release doors 190 and/or hoppers 170.

[0092] According to one embodiment, a train consisting of several railcars 110 with overlapping hoppers 170 may be used to allow for continuous loading of freight without need for stopping flow from a chute/loading system between railcars 110.

[0093] According to one embodiment, the railcar 110 may have a capacity of up to approximately 100 t and be equipped with two bogies or trucks 130, 140. Of course, the railcar 110 may have other capacities as well. [0094] Thus, according to one embodiment, there is provided a railcar unloading system 100, comprising: a railcar 110 for transporting freight and adapted to travel over a track 220 having spaced first and second rails 221, 222, the railcar 110 having a release door 190 mounted on an underside 121 thereof for discharging the freight between the spaced first and second rails 221, 222 when in an opened position 199; a track hopper pit 210 formed under the track 220 for receiving the freight; and, a scroll beam 230 mounted over the track hopper pit 210 and bowing into the track hopper pit 210, the scroll beam 230 engaging a scroll wheel 195 mounted on the release door 190 to control movement of the release door 190 from a closed position 198 to the opened position 199 as the railcar 110 travels over the track hopper pit 210 on the track 220.

[0095] FIG. 3 is a left side view illustrating a railcar 310 in accordance with a second embodiment of the application. FIG. 4 is a rear view thereof. FIG. 5 is a top view thereof. FIG. 6 is a cross-sectional view thereof taken along line A-A in FIG. 5. And, FIG. 7 is an exploded rear top perspective view thereof .

[0096] According to one embodiment, the railcar (or car) 310 may include: a chassis (or frame) 320; a container (or hopper or box) 370 mounted to the upper surface 322 of the chassis 320; first and second (or front and rear) floor doors (or release doors) 390, 391 hinge or pivot mounted to the underside or lower surface 321 of the chassis 320 at the front end 350 and the rear end 360 of the railcar 310, respectively, the first and second floor doors 390, 391 having first and second (or front and rear) bogies (or trucks or cars) 330, 340 mounted to lower surfaces 3902, 3912 thereof, respectively; and, first and second (or front and rear) locking mechanisms 325, 326 mounted to the chassis 320 for locking the first and second floor doors 390, 391 in closed positions 6820, respectively.

[0097] The first and second bogies 330, 340 may be two axle bogies having wheels 341 mounted thereto for engaging a railway track 220 having spaced first and second rails 221, 222.

[0098] The railcar 310 may be used to carry freight, material, mineral concentrate, etc., from loading stations to various unloading station destinations. The railcar 310 is designed for continuous loading and unloading while in motion to eliminate or reduce the need to stop. The load capacity of the railcar 310 may be 100 t of freight, material, or concentrate.

[0099] FIG. 8 is a rear bottom perspective view illustrating a container 370 of the railcar 310 of FIG. 3. FIG. 9 is a detail view illustrating the mounting saddles 374 shown in FIG. 8. FIG. 10 is a detail view illustrating the rubber lipped seals 375 shown in FIG. 8. FIG. 11 is a rear top perspective view illustrating the container 370 of the railcar 310 of FIG. 3. FIG. 12 is a detail view illustrating the overlapping tray 376 shown in FIG. 11. FIG. 13 is a left side view illustrating the container 370 of the railcar 310 of FIG. 3 with the overlapping tray 376 removed. FIG. 14 is a rear view thereof. FIG. 15 is a top view thereof. FIG. 16 is a front top perspective view thereof. And, FIG. 17 is a rear bottom perspective view thereof.

[00100] According to one embodiment, the container 370 may include: opposed and spaced right and left sloped side walls (or first and second side walls or first and second side slope sheets) 871, 872 which are coupled (or joined or fastened or welded) to the upper surface 322 of the chassis 320 via mounting saddles 374 formed on the lower ends 3721 of outboard gusseting and mounting ribs 372 which are in turn mounted to the outer surfaces 8711, 8721 of the side walls 871, 872; opposed and spaced front and rear sloped end walls (or first and second end walls or first and second end slope sheets) 873, 874 which are coupled to the upper surface 322 of the chassis 320 via mounting saddles 374 formed on the lower ends 3725 of outboard gusseting and mounting ribs 372 which are in turn mounted to the outer surfaces 8731, 8741 of the end walls 873, 874, and to the right and left sloped side walls 871, 872; and, first and second trapezoidal chutes (or front and rear chutes) 880, 881 coupled to or formed from the front and rear sloped end walls 873, 874, respectively, coupled to or formed from the right and left sloped side walls 871, 872, and coupled to each other forming a triangular center cavity 377 therebetween, each chute 880, 881 having a chute opening 882, 883 formed therein for the unloading, removal, or discharge of freight, material, or concentrate (not shown) from the bottom or underside 3502 of the container 370 and railcar 310. The side walls 871, 872, end walls 873, 874, and chutes 880, 881 form a shell 371 that is reinforced by the outboard gusseting and mounting ribs 372.

[00101] The lower edges 8801, 8811 of each chute 880, 881 may be equipped with rubber lipped seals 375 to provide a seal between the lower edges 8801, 8811 of each chute 880, 881 and the upper surfaces 3901, 3911 of each floor door 390, 391. The rubber lipped seals 375 provide a tight closing fit between the lower edges 8801, 8811 of each chute 880, 881 and the floor doors 390, 391 to reduce possible spillage while allowing for clearance. The rubber lipped seals 375 act in conjunction with the angled flange 3600 of each floor 390, 391 as described below to provide a secure seal.

[00102] The sloped side and end walls 871, 872, 873, 874 of the funnel-shaped shell 371 reduce concentrate residue after discharge of freight, material, or concentrate from the container 370. The slope angle of the end walls 873, 874 and of the end walls 884, 885 of the chutes 880, 881 forming the center cavity 337 may be 60-degrees. The slope angle of the side walls 871, 872 may be 70-degrees. The slope angle of the side walls of the chutes 880, 881 (i.e., the portion of the side walls 871, 872 forming the side walls of the chutes 880, 881) may be 90-degrees.

[00103] The outboard gusseting and mounting ribs 372 reinforce the shell 371 and support the mounting saddles 374 which are used to couple the container 370 to the chassis 320. The mounting saddles 374 allow the container 370 to be welded or bolted to the chassis 320.

[00104] The center cavity 337 provides clearance for the operation and mounting of the first (or front) unlocking mechanism 325 while the end walls 884, 885 of the chutes 880, 881 forming the center cavity 337 strengthen the central portion of the shell 371.

[00105] Right and left (or first and second) elongate, L- shaped unlocking guide members 891, 892 may be mounted to the right and left side walls 871, 872, respectively. The unlocking guide members 891, 892 may be mounted to the lower ends 3725 above the mounting saddles 374 of the outboard gusseting and mounting ribs 372 positioned along the side walls 871, 872. As described below, the upper side 8921 of each L-shape unlocking guide member 891, 892 provides a base support for the rollers 4620 of the unlocking roller structure or key 4610 of the unloading station 400 (see FIGS. 46, 47, and 52 ) .

[00106] FIG. 38 is a left side view illustrating a train

3800 having first and second coupled railcars 310 as shown in FIG. 3 on a straight section of track 220 in accordance with the second embodiment of the application. FIG. 39 is a top view thereof. FIG. 40 is a detail view illustrating the overlapping tray 376 shown in FIG. 38. FIG. 41 is a detail view illustrating the overlapping tray 376 shown in FIG. 39. FIG. 42 is a left side view illustrating the train 3800 of FIG. 38 on a curved section (e.g., 12 degrees) of track 220 in accordance with the second embodiment of the application. FIG. 43 is a top view thereof. FIG. 44 is a detail view illustrating the overlapping tray 376 shown in FIG. 42. And, FIG. 45 is a detail view illustrating the overlapping tray 376 shown in FIG. 43.

[00107] An overlapping tray 376 may be mounted (e.g., welded or hinged or formed) to the upper lip 3711 of the shell 371 at the rear end 360 and top 3501 of the container 370 and railcar 310. Of course, the overlapping tray 376 may also be located and the front end 350 and top 3501 of the container 370 and railcar 310 rather than at the rear end 360. The overlapping tray 376 is mounted to one end (e.g., 360) of the container 370 to minimize spillage between railcars 310 when a train 3800 having multiple coupled railcars 310 is continuously loaded through the open top 3501 of the containers 370. The overlapping tray 376 located on the rear wall 874 of the first railcar 310 of the train 3800 overlaps the upper lip or edge 3711 of the front wall 873 of the following second railcar 310 of the train 3800.

[00108] FIG. 18 is a left side view illustrating a chassis

320 of the railcar 310 of FIG. 3. FIG. 19 is a rear view thereof. FIG. 20 is a top view thereof. And, FIG. 21 is a rear top perspective view thereof. [00109] According to one embodiment, the chassis 320 may include: opposed and spaced first and second (or right and left) lateral support members 2100, 2101 coupled (or fastened or formed or welded) together by first and second opposed and spaced front and rear cross members 2160, 2161, 2162, 2163; floor door hinge or pivot knuckles 2110 mounted to the front cross members 2160, 2162 for receiving the floor door hinge or pivot knuckles 3610 of the floor doors 390, 391; clamp lock hinge or pivot knuckles 2120 mounted to the rear cross members 2161, 2163 for receiving the torsion rods 2300 of the locking mechanisms 325, 326; retaining spring hinge or pivot knuckles 2130 mounted to the rear cross members 2161, 2163 for receiving the retaining pins 2350 of each clamp lock 2200, 2210; center sills 2140 mounted to the first front cross member 2160 and to the second rear cross member 2163 for receiving the centering structure 1000, 1001 of each chute 880, 881 and floor door 390, 391 for aligning same on the chassis 320; handle mounts 2150 mounted to the rear cross members 2161, 2163 for receiving the handle rod 2311 and gears brackets 2710 (see FIG. 27) mounted to the front cross members 2160, 2162 as further described below; container mounts (not shown); lifting lugs (not shown); and, jacking pads (not shown) . [00110] The chassis 320 provides support for the loaded railcar 310 during surface travel through the lateral and cross members 2100, 2101, 2160, 2161, 2162, 2163. The chassis

320 also provides support for the loaded railcar 310 in the unloading station 400, just prior to unloading, through first and second (or right and left) sloped or angled side flanges 1800, 1801 mounted to or formed along the outer lower surface

321 of the right and left sides of the lateral support members 2100, 2101, respectively. The angled side flanges 1800, 1801 together with the sloped or angled rollers 5200 of the unloading station 400 (see FIG. 52), position the railcar 310 along a central axis extending the length of the unloading station 400. The lateral support members 2100, 2101 also have first and second (or right and left) outboard flat flanges 1810, 1811 mounted to or formed along their outer sides to provide an effective contact surface for traction drive sets when used.

[00111] The bogie aligning brackets 2710 (one for each floor door 390, 391) restrict the swivel angle of the bogies 330, 340 within a predetermined allowable limit during floor door swing. The brackets 2710 become effective (i.e., restrict the swivel angle) as the floor doors 390, 391 start opening during the unloading process. The brackets 2710 are ineffective (i.e., do not restrict the swivel angle) after the floor doors 390, 391 close for surface travel. [00112] The lateral support members 2100, 2101 and cross members 2160, 2161, 2162, 2163 define front and rear openings 2170, 2171 in the chassis 320 passing through the chassis 320 from the top surface 322 to the bottom surface 321. The front and rear openings 2170, 2171 are sized to receive the lower edges 8801, 8811 of the front and rear chutes 880, 881, respectively, and the upper surfaces 3901, 3911 of the front and rear floor doors 390, 391, respectively.

[00113] FIG. 31 is a left side view illustrating a floor door (i.e., the first or front floor door) 390 of the railcar 310 of FIG. 3. FIG. 32 is a front view thereof. FIG. 33 is a top view thereof. FIG. 34 is a rear top perspective view thereof. FIG. 35 is an exploded rear top perspective view thereof. FIG. 36 is a detail view illustrating the angled flange 3600 and floor door knuckles 3610 shown in FIG. 31. And, FIG. 37 is a detail view illustrating the lock-position seats 3700 shown in FIG. 34.

[00114] According to one embodiment, each floor door (e.g., 390) may include: a reinforced floor plate 3300 having a center-plate mount 3500 mounted to or formed on an outer or lower surface 3902 thereof; an inward sloping or angled flange 3600 formed around the perimeter of the upper surface 3901 of the floor plate 3300 for engaging the lower edge 8801 of the chute 880; a bogie or car (e.g., 330) mounted to the center- plate mount 3500; floor door hinge or pivot knuckles 3610 mounted on the lower surface 3902 of the floor plate 3300 at the front end 3350 the floor door 330, the floor door hinge or pivot knuckles 3610 for receiving a pivot, pin, or bolt for mounting of the floor door 390 to the chassis 320 via the mating chassis hinge or pivot knuckles 2110 mounted on the chassis 320; lock-position seats 3700 mounted or formed on the lower surface 3902 of the floor plate 3300 at the rear end 3360 of the floor door 390 for engaging the lower surface 321 of the rear cross member 2161 of the chassis 320 when the floor door 390 is in the closed position 6820; an axle 3710 having first and second (or right and left) outward sloping or angled guide wheels 3721, 3722 mounted at opposite ends thereof, the axle 3710 mounted to the lower surface 3902 of floor plate 3300 below the lock-position seats 3700, the guide wheels 3721, 3722 for engaging the sloped or angled guide rails 4821, 4822 of the unloading station 400 as described below; and, a locking rod 3730 mounted to the lower surface 3902 of floor plate 3300 below the lock-position seats 3700, the locking rod 3730 for engaging the clamp locks 2200, 2210 of the locking mechanism 325 as described below.

[00115] Thus, the floor door 390 may be hinge or pivot mounted (i.e., the hinge comprising the floor door hinge or pivot knuckles 3610, a pin, and chassis door hinge or pivot knuckles 2110) to the lower surface 321 of the chassis 320. The floor door 390 is moveable from a closed position 6820 to an opened position 7120 as described below. The hinged end 3350 of the floor door 390 may be positioned facing the front end 350 of the railcar 310. The locking end 3360 of the floor door 390 may be positioned facing the rear end 360 of the railcar 310. The locking rod 3730 mounted at the locking end 3360 of the floor door 390 may engage a locking mechanism 325 for securing the floor door 390 in the closed position 6820 as described below. The angled guide wheels 3721, 3722 of the axle 3710 mounted at the locking end 3360 of the floor door 390 are adapted to engage the angled guide rails 4821, 4822 as described below. The sloped or angled contact surfaces of the guide wheels 3721, 3722 are sloped or angled to mate with (i.e., are at a supplementary angle to) the sloped or angled contact surfaces of the guide rails 4821, 4822.

[00116] The floor doors 390, 391 swing or pivot open from the lower surface 321 of the chassis 320 to an angle of at least 60 degrees to discharge the freight or concentrate from the container 370. During surface travel, the full weight of the railcar 310 (with the exception of the weight of the bogies 330, 340) is supported by the floor doors 390, 391 through the floor door hinges (i.e., the floor door knuckles 3610, pin, and chassis knuckles 2110) and lock-position seats 3700 of the chassis cross members 2160, 2161, 2162, 2163. As further described below, in the unloading station 400 and prior to discharge, a majority of the full weight of the railcar 310 is transferred to the locking rod 3730 and to the axle 3710 and guide wheels 3721, 3722 together with the floor door hinges 3610, 2110. The guide wheels 3721, 3722 together with the guide rails 4821, 4822 of the unloading station 400 allow the floor doors 390, 391 and the force of gravity to discharge the freight, material, or concentrate from the container 370 while centered in position. [00117] The front and rear floor doors 390, 391 are sized for mounting over the front and rear chute openings 882, 883 to selectively close the chute openings 882, 883 to secure the freight, material, or concentrate within the container 370. The rubber lipped seals 375 provide a tight closing fit between the lower edges 8801, 8811 of each chute 880, 881 and the floor doors 390, 391 to reduce possible spillage while allowing for clearance.

[00118] The width of the chute openings 882, 883 may be sized to match or approximately match the width or separation of the guide rails 4821, 4822. The railcar 310 may also be provided with an optional roof (not shown) coupled to the right and left side walls 871, 872 and to the front and rear end walls 873, 874. [00119] The sloped or angled flange 3600 of each floor door

390, 391 closes against the rubber lipped seals 375 on the lower edges 8801, 8811 of each chute 880, 881 to provide a seal between the lower edges 8801, 8811 of each chute 880, 881 and the upper surfaces 3901, 3911 of each floor door 390, 391. The angled flange 3600 provides a seal that reduces spillage and also provides clearance.

[00120] FIG. 22 is a front top perspective view illustrating a locking mechanism (e.g., 325) of the railcar 310 of FIG. 3. FIG. 23 is a rear top perspective view thereof. FIG. 24 is another cross-sectional view illustrating the railcar 310 of FIG. 3 taken along line A-A in FIG. 5. FIG. 25 is a detail view illustrating the rear locking mechanism 326 shown in FIG. 24. FIG. 26 is a detail view illustrating the front locking mechanism 325 shown in FIG. 24. FIG. 27 is a rear top perspective view illustrating the chassis 320 of the railcar 310 of FIG. 3 with the front and rear locking mechanisms 325, 326 mounted thereon. FIG. 28 is a detail view illustrating the clamp lock 2200 of the locking mechanism 325 shown in FIG. 27. FIG. 29 is a detail view illustrating the handle 2310 of the locking mechanism 326 shown in FIG. 27. And, FIG. 30 is a detail view illustrating the bogie aligning bracket 2710 and floor door knuckles 2110 shown in FIG. 27. [00121] According to one embodiment, each locking mechanism (e.g., 325) may include: a torsion rod 2300 which is mounted to the clamp lock knuckles 2120 on the upper surface 321 of the rear cross member 2161 of the chassis 320; two spaced clamp locks 2200, 2210 mounted on the torsion rod 3200 for engaging the locking rod 3730 at the rear end 3360 of the floor door 390 and for locking the floor door 390 in the closed position 6820, each clamp lock 2200, 2210 having two spaced points of contact or retaining seats or notches 2220 for retaining the locking rod 3730 while the clamp locks 2200, 2210 are in a locked position 6810; and, a handle 2310 (e.g., a shoe-shaped or other shaped handle) mounted on a handle rod 2311 which is in turn mounted to the handle mount 2150 of the chassis 320 and operatively coupled to one end (e.g., the left end) of the torsion rod 2300 via a set of gears 2312 (one gear of the set of gears 2312 mounted on each of the right end of the handle rod 2311 opposite the handle 2310 and on the left end of the torsion rod 3200) for rotating the torsion rod 2300 and thereby moving the clamp locks 2200, 2210 from a locked position 6810 to an unlocked position 6910 when the handle 2310 is moved from a lowered position 5810 to a raised position 6010, the handle 2310 being moved from the lowered position 5810 to the raised position 6010 when activated by an unlocking roller structure 4610 which is located in the unloading station 400 as further described below. [00122] The clamp locks 2200, 2210 are C-shaped such that the locking rod 3730 of the floor door 390 and the torsion rod 2300 mounted in the clamp lock knuckles 2120 of the chassis 320 are located in the same vertical plane as the center plane of the chassis cross member 2161. The clamp locks 2200, 2210 are sized to fit in cavities or opening 2172, 2173 formed in the chassis 320. Each clamp lock (e.g., 2200) includes a retaining spring 2340 and a retaining pin 2350 which is coupled to the chassis 320 via the retaining spring knuckles 2130. The retaining spring 2340 and retaining pin 2350 operate to pull or urge the clamp lock 2200, 2210 against the cross member 2161 of the chassis 320 so that the claim lock 2200, 2210 will remain in its locked position 6810 as a default.

[00123] When the clamp locks 2200, 2210 are moved to their unlocked positions 6910, the floor door 390 is released allowing it to lower to its opened position 7120 to discharge freight, material, or concentrate from the container 370. During the discharge process, the clamp locks 2200, 2210 return to their default locked positions 6810. After the discharge process and as the floor door 390 closes, the locking rod 3730 comes into contact with a lower clamp edge 2360 of the clamp locks 2200, 2210. The locking rod 3730 pushes the spring-loaded clamp locks 2200, 2210 against their retaining springs 2340 thereby urging or moving the clamp locks 2200, 2210 away from their locked positions 6810 allowing the locking rod 3730 to return or snap into the retaining notches 2220 in the clamp locks 2200, 2210 and the claims locks 2200, 2210 to again return to their default locked positions 6810. [00124] FIG. 46 is a right side view illustrating a railcar unloading station 400 in accordance with the second embodiment of the application. FIG. 47 is a front view thereof. FIG. 48 is a top view thereof. FIG. 49 is a cross-sectional view thereof taken along line A-A in FIG. 48. FIG. 50 is a detail view illustrating the guide rail 4821 shown in FIG. 49. FIG. 51 is a detail view illustrating the alignment structure 5100 shown in FIG. 49. And, FIG. 52 is a detail view illustrating the roller wheel 5200, guide rail 4822, and unlocking roller structure 4610 shown in FIG. 47.

[00125] According to one embodiment, the railcar unloading station 400 may include: a pit or station pit 4910 (e.g., an elongate station pit 4910) ; a guide track 4820 having first and second (or left and right) spaced guide rails 4821, 4822 mounted over and extending down into 412 the station pit 4910, the guide rails 4821, 4822 for engaging and guiding the guide wheels 3721, 3722 of the floor doors 390, 391 of railcars 310 moving through the unloading station 400; first and second (or left and right) rows of roller wheels 4840, 4850 mounted on the surface 410 adjacent to the station pit 4910 and extending along either side (i.e., the first and second sides or left and right sides) 4911, 4912 of the station pit 4910, respectively, each row of roller wheels 4840, 4850 including multiple rollers or rollers wheels 5200; an unlocking roller structure, unlocking structure, or key 4610 mounted on the surface 410 adjacent to (e.g., on the right side 4912) the station pit 4910 and at the front end 450 of the station pit 4910 for engaging the handles 2310 of the locking mechanisms 325, 326 of railcars 310 entering the unloading station 400; an alignment structure 5100 mounted in the station pit 4910 and at the rear end 460 of the station pit 4910; and, an optional set of traction drives (not shown) for moving railcars 310 through the unloading station 400. [00126] The station pit 4910 may be constructed or formed in the earth, structure, or surface 410 surrounding the unloading station 400. The station pit 4910 receives freight, material, or concentrate from the railcar 310 via the railcar' s chutes 880, 881. The walls and floor of the station pit 4910 define a volume 411 for receiving and storing the freight from the railcar 310.

[00127] The guide rails 4821, 4822 are spaced apart leaving an opening 4890 therebetween for allowing freight, material, or concentrate from the railcar' s chutes 880, 881 to pass therethrough and into the station pit 4910. The width of the opening 4890 between the guide rails 4821, 4822 is sized to allow the floor doors 390, 391 of the railcar 310 to fit therebetween and runs the length or approximately the length of the station pit 4910. [00128] The guide rails 4821, 4822 extend from a point 451 located before the entrance or front end 450 of the station pit 4910 to a point 461 located beyond the exit or rear end 460 of the station pit 4910. The guide rails 4821, 4822 are shaped to bow or curve into the interior 412 (or the inside 412) of the station pit 4910. The guide rails 4821, 4822 are adapted to engage, support, and guide the guide wheels 3721, 3722 of the floor doors 390, 391 of railcars 310 moving through the unloading station 400 along the length of the station pit 4910.

[00129] Each guide rail 4821, 4822 includes a sloped or angled top flange 4840, outer and inner vertical members 4850, 4860, and angled saddles 4870 and mounting ribs 4880 for mounting the guide rails 4821, 4822 to the surface 410 of the unloading station 400 and/or to the inner walls of the station pit 4910. The angled top flanges 4840 serves two purposes: first, to reduce the accumulation of freight, material, or concentrate on the guide rails 4821, 4822 during and after unloading of the railcar 310; and, second, to guide the guide wheels 3721, 3722 of the floor doors 390, 391 while keeping them centered with respect to the station pit 4910. The top flanges 4840 fit the profile of the vertical members 4850, 4860 which are specifically patterned or shaped. The pattern 4950 allows the force of gravity to pull or swing the floor doors 390, 391 of the railcar 310 open at a controlled rate and to close the floor doors 390, 391 against the force of gravity at a different rate. In general, the slope of the guide rails 4821, 4822 toward the front end 450 of the station pit 4910 is greater than the slope toward the rear end 460 of the station pit 4910. Of course, the shape and/or slope of the guide rails 4821, 4822 may vary. The saddles 4870 also include mounting ribs 4880 extending behind the guide rails 4821, 4822 (e.g., between the rails 4821, 4822 and the inner walls of the stations pit 4910) to provide required support for the horizontal forces generated by the angled top flanges 4840.

[00130] The rows of roller wheels 4850, 4840 extend from a point 451 located before the front end 450 of the station pit 4910 to a point 461 located beyond the rear end 460 of the station pit 210. The rows of roller wheels 4850, 4840 are adapted to engage, support, and guide the chassis 320 of railcars 310 moving through the unloading station 400 along the length of the station pit 4910.

[00131] The unloading station's rows of roller wheels 4850,

4840 are mounted on either side 4912, 4911 of the station pit 4910. The sloped or angled contact surface of each roller or roller wheel 5200 of the rows of roller wheels 4850, 4840 is sloped or angled to mate with (i.e., is at a supplementary angle to) the sloped or angled contact surface of the side flanges 1800, 1801 on either side of the chassis 320 of the railcar 310. This combination of rows of angled roller wheels 4850, 4840 and angled side flanges 1800, 1801 ensures that the railcar 310 is centered during the unloading process. Each roller wheel 5200 is supported by a roller wheel base 5210 that is mounted on the surface 410 of the unloading station 400. The two rows of roller wheels 4850, 4840 are designed to support the weight of a fully loaded railcar 310. The fully loaded railcar 310 slides or rolls over the rows of roller wheels 4850, 4840 to unload its freight, material, or concentrate in the station pit 4910.

[00132] The unlocking roller structure or key 4610 may be activated or deactivated according to the configuration of the unloading station 400. This may be accomplished by a powered floating pivot connection which may raise or lower or otherwise move the unlocking roller structure 4610 into or out of position. The unlocking roller structure 4610 engages the locking mechanisms 325, 326 of a railcar 310 to release the floor doors 390, 391 prior to discharge. The handle 2310 of each locking mechanism 325, 326 is pushed up from its lowered position 5810 to its raised position 6010 by the unlocking roller structure 4610 as the railcar 310 passes through the unloading station 400. The unlocking roller structure 4610 is designed to engage the handles 2310 of the front and rear locking mechanisms 325, 326 even if the handles 2310 are at different vertical heights. For example, the unlocking roller structure 4610 may be spring loaded. The unlocking roller structure 4610 includes a frame 4630 for supporting a horizontal or essentially horizontal row of rollers 4620. The handle 2310 of the locking mechanism 325 engages and travels across the top of the rollers 4620 while the upper surface 8921 of the L-shaped unlocking guide member 891 of the container 370 in turn engages and travels across the bottom of the rollers 4620.

[00133] The alignment structure 5100 is positioned at the rear 460 of the loading station 400. The alignment structure 5100 functions to align the bogies 330, 340 of the floor doors 390, 391 with the track 220 as the floor doors 390, 391 close and just before the bogies 330, 340 return to the track 220 as the railcar 310 passes out of the unloading station 400.

[00134] The traction drives (not shown) are optional and when installed they provide the required power to move the railcar 310 through the unloading station 400 when the railcar' s locomotive (not shown) is decoupled.

[00135] FIGS. 53 to 57 are a sequence of right side views illustrating a railcar unloading system 300 in which the railcar 310 of FIG. 3 is shown passing over the railcar unloading station 400 of FIG. 46 in accordance with the second embodiment of the application. FIGS. 58 to 62 are a sequence of detail views illustrating the handle 2310 of the locking mechanism 325 and the unlocking roller structure 4610 shown in FIGS. 53 to 57, respectively. FIGS. 63 to 67 are a sequence of cross-sectional views taken along line A-A in FIG. 48 illustrating a railcar unloading system 300 in which the railcar 310 of FIG. 3 is shown passing over the railcar unloading station 400 of FIG. 46 in accordance with the second embodiment of the application. And, FIGS. 68 to 71 are a sequence of detail views illustrating the floor doors 390, 391 and the clamp locks 2200, 2210 of the locking mechanisms 325, 326 of the floor doors 390, 391 shown in FIGS. 63 to 66, respectively.

[00136] In operation, the floor doors 390, 391 of a loaded railcar 310 travelling along the track 220 (e.g., from left side to the right side in FIGS. 63 to 67) is unlocked by the unlocking roller structure 4610 when the railcar 310 reaches the front end 450 of the station pit 4910. At this point, the handle 2310 of the locking mechanism 325 of the floor door 390 (e.g., the front or first floor door 390) engages the front end 4611 of the unlocking roller structure 4610. Movement of the railcar 310 over the unlocking roller structure 4610 moves the handle 2310 from a lowered position 5810 to a raised position 6010 which in turns moves the clamp locks 2200, 2210 from a locked position 6810 to an unlocked position 6910. The clamp locks 2200, 2210 now being unlocked, the floor door 390 moves gradually from a closed position 6820 proximate the front end 450 of the station pit 4910 to an opened position 7120 proximate a midpoint 455 of the station pit 4910 as the guide wheels 3721, 3722 of the floor door 390 travel along the guide rails 4821, 4822 from the front end 4801 of the guide rails 4821, 4822 down into 412 the station pit 4910 to a midpoint 4803 of the guide rails 4821, 4822 proximate the midpoint 455 of the station pit 4910. As the railcar 310 travels over the station pit 4910, the angled side flanges 1800, 1801 of the chassis 320 engage the angled rollers 5200 of the left and right rows of roller wheels 4840, 4850 which support the railcar 310 and the wheels 341 of the bogie 330 of the floor door 390 disengage from the railway track 220.

[00137] As the railcar 310 travels past the midpoint 455 of the station pit 4910, the floor door 390 moves gradually from the opened position 7120 proximate the midpoint 455 of the station pit 4910 to a closed position 6820 proximate the rear end 460 of the station pit 4910 as the guide wheels 3721, 3722 of the floor door 390 travel along the guide rails 4821, 4822 from the midpoint 4803 of the guide rails 4821, 4822 up out of the station pit 4910 to a rear end 4802 of the guide rails 4821, 4822 proximate the rear end 460 of the station pit 4910.

[00138] Freight, material, or concentrate in the container

370 of the railcar 310 is deposited into the station pit 4910 via the chute 880 and floor door 390 as the floor door 390 moves from the closed position 6820 when proximate the front end 450 of the station pit 4910 to the opened position 7120 when proximate the midpoint 455 of the station pit 4910 and again to the closed position 6820 when proximate the rear end 460 of the station pit 4910. [00139] The floor door 390 of the railcar 310 self-locks (as described above) when the railcar 310 reaches the rear end 460 of the station pit 4910. At this point, the guide wheels 3721, 3722 of the floor door 390 disengage from the rear end 4802 of the guide rails 4821, 4822, the chassis 320 of the railcar 310 disengages from the rows of roller wheels 4850, 4840, and the wheels 341 of the bogie 330 of the floor door 390 engage the track 220. The now unloaded railcar 310 then travels along the railway track 220 (e.g., from left to right in FIGS. 63 to 67) away from the station pit 4910.

[00140] The rate of opening and closing of the floor door

390 and hence the rate of unloading of the freight, material, or concentrate from the container 370 of the railcar 310 is controlled by the degree of curvature 4950 of the guide rails 4821, 4822 and/or by the speed of the railcar 310 as it travels over the station pit 4910. The system 300 allows for the continuous unloading of freight, material, or concentrate as the railcar 310 need not stop while passing over the station pit 4910. The rear of second floor door 391 operates similarly .

[00141] Advantageously, by using the guide wheels 3721, 3722 of the floor doors 390, 391 and guide rails 4821, 4822 in combination with the motion of the railcar 310 to control the opening and closing of the floor doors 390, 391 no onboard actuators are required for controlling the floor doors 390, 391. As the freight, material, or concentrate is unloaded or deposited in the station pit 4910 between the guide rails 4821, 4822 of the unloading station 400, infrastructure required above the station pit 4910 is reduced. [00142] According to one embodiment, the railcar 310 may be equipped with one or more floor doors 390, 391 and/or one or more containers 370.

[00143] Thus, according to one embodiment, there is provided a railcar 310, comprising: a container 370 having a chute 880 with a chute opening 882 formed therein to discharge freight through an underside 3502 of the railcar 310; a floor door 390 hinge mounted to the underside 3502 of the railcar 310, the floor door 390 moveable from a closed position 6820 in which the floor door 390 seals the chute opening 882 to retain the freight in the container 370 to an opened position 7120 in which the freight is dischargeable through the chute opening 882; a clamp lock 2200 mounted to the underside 3502 of the railcar 310, the clamp lock 2200 moveable from a locked position 6810 in which the clamp lock 2200 engages and retains the floor door 390 in the closed position 6820 to an unlocked position 6910 in which the clamp lock 2200 disengages and releases the floor door 390 allowing the floor door 390 to move to the opened position 7120; one or more guide wheels 3721, 3722 mounted to an outer surface 3902 of the floor door 390 to engage a guide track 4820 of a railcar unloading station 400; and, a bogie 330 mounted to the outer surface 3902 of the floor door 390, the bogie 330 having one or more sets of wheels 341 to engage a railway track 220 and to support the railcar 310 while travelling over the railway track 220.

[00144] The railcar 310 may further include a handle 2310 coupled to the clamp lock 2200 and operable to move the clamp lock 2200 between the locked position 6810 and the unlocked position 6910. The handle 2310 may be operable by an unlocking structure 4610 of the railcar unloading station 400. The railcar 310 may further include a chassis 320 upon which the container 370 and the floor door 390 are mounted. The chassis 320 may have side flanges 1800, 1801 mounted or formed on either side thereof to engage roller wheels 5200 of the railcar unloading station 400, the roller wheels 5200 mounted on either side 4911, 4912 of a pit 4910 of the unloading station 400 to support the railcar 310 over the pit 4910. Contact surfaces of the side flanges 1800, 1801 may be angled to mate with contact surfaces of the roller wheels 5200. Contact surfaces of the one or more guide wheels 3721, 3722 may be angled to mate with contact surfaces of the guide track 4820. The railcar 310 may further include an overlapping tray 376 mounted to a top 3501 of one end 360 of the container 370 to overlap a container 370 of a coupled railcar 310. The one or more guide wheels 3721, 3722 may be mounted at a rear end 3360 of the floor door 390 and a front end 3350 of the floor door 390 may be hinge mounted to the underside 3502 of the railcar 310. The guide track 4820 of the railcar unloading station 400 may be shaped to control movement of the floor door 390 from the closed position 6820 to the opened position 7120 as the railcar 400 travels through the railcar unloading station 400. A default position of the clamp lock 2200 may be the locked position 6810. And, the chute 880 may be two or more chutes 880, 881, the floor door 390 may be two or more floor doors 390, 391, the clamp lock 2200 may be two or more clamp locks 2200, 2210, and the handle 2310 may be two or more handles 2310, respectively. [00145] According to one embodiment, there is a provided a railcar unloading station 400, comprising: a pit 4910 for receiving freight from an underside 3502 of a railcar 310; roller wheels 5200 on either side 4911, 4912 of the pit 4910 for supporting the railcar 310 over the pit 4910; an unlocking structure 4610 mounted on one side 4912 of the pit 4910 and adapted to unlock a floor door 390 of the railcar 310 allowing the floor door 310 to move from a closed position 6820 to an opened position 7120 for discharging the freight; and, a guide track 4820 mounted over the pit 4910 and bowing into the pit 4910, the guide track 4820 engaging one or more guide wheels 3721, 3722 mounted on the floor door 390 to control movement of the floor door 390 between the closed position 6820 and the opened position 7120 as the railcar 310 travels over the pit 4910 on the roller wheels 5200.

[00146] In the above railcar unloading station 400, the pit

4910 may be an elongate pit 4910. The roller wheels 5200 may be rows of roller wheels 4850, 4840. The railcar unloading station 400 may further include a railway track 220 at either end 450, 460 of the pit 4910 to guide the railcar 310 toward and away from the pit 4910. The guide track 4820 may be shaped (e.g., bow shaped) to control movement of the floor door 390 from the closed position 6820 to the opened position 7120 as the railcar 310 travels over the pit 4910. A slope of the guide track 4820 at a front end 450 of the pit 4910 may be greater than the slope of the guide track 4820 at the rear end 460 of the pit 4910. The unlocking structure 4610 may be adapted to engage and operate a handle 2310 of a locking mechanism 325 associated with the floor door 390 to unlock the floor door 390, the unlocking structure 4610 being adapted to engage and operate the handle 2310 when positioned at varied heights. The roller wheels 5200 may engage side flanges 1800, 1801 mounted or formed on either side of a chassis 320 of the railcar 310. Contact surfaces of the roller wheels 5200 may be angled to mate with contact surfaces of the side flanges 1800, 1801 to center the railcar 310 over the pit 4910. Contact surfaces of the guide track 4820 may be angled to mate with contact surfaces of the one or more guide wheels 3721, 3722. And, the railcar unloading station 400 may further include an alignment structure 5100 mounted in the pit 4910 at an exit end 460 thereof and adapted to align a bogie 330 mounted on the floor door 390 with the railway track 220.

[00147] According to one embodiment, there is provided a railcar unloading system 300, comprising: a railcar 310 for transporting freight, the railcar 310 having a floor door 390 mounted on an underside 3502 thereof to discharge the freight when in an opened position 7120; a pit 4910 adapted to receive the freight; roller wheels 5200 mounted on either side 4911, 4912 of the pit 4910 to engage and support the railcar 310 over the pit 4910; and, a guide track 4820 mounted over the pit 4910 and bowing into the pit 4910, the guide track 4820 engaging one or more guide wheels 3721, 3722 mounted on the floor door 390 to control movement of the floor door 390 between a closed position 6820 and the opened position 7120 as the railcar 310 travels over the pit 4910 on the roller wheels 5200.

[00148] According to one embodiment, there is provided a method for unloading freight from a railcar 310, comprising: passing the railcar 310 over a pit 4910 adapted to receive the freight, the railcar 310 having a floor door 390 mounted on an underside 3502 thereof to discharge the freight when in an opened position 7120, the pit 4910 having roller wheels 5200 mounted on either side 4911, 4912 thereof to engage and support the railcar 310 over the pit 4910, the pit 4910 having a guide track 4820 mounted thereover and bowing into the pit 4910; and, controlling movement of the floor door 390 between a closed position 6820 and the opened position 7120 as the railcar 310 passes over the pit 4910 on the roller wheels 5200 by engaging one or more guide wheels 3721, 3722 mounted on the floor door 390 with the guide track 4820.

[00149] The above embodiments may contribute to an improved railcar unloading system 100, 300 and may provide one or more advantages. First, the system 100, 300 increases unloading throughput (i.e., tonnes per hour). Second, the system 100, 300 provides for rapid freight, material, or concentrate loading (e.g., via the overlapping tray 376, etc.). Third, the system 100, 300 provides for reduced spillage and wastage (e.g., via the overlapping tray 376, etc.). Fourth, the system 100, 300 provides for increased railcar capacity. Fifth, the system 100, 300 provides for reduced railcar tare weight. Sixth, the system 100, 300 provides consistently rapid freight, material, or concentrate unloading in all conditions while reducing caking, bridging, and freezing problems. Seventh, the system 100, 300 provides reduced capital costs. Eighth, the system 100, 300 provides reduced maintenance costs. Ninth, the system 100, 300 provides improved reliability. And, tenth, the system 100, 300 provides improved reliability in extreme environmental conditions (e.g., cold, icing, heat, wet, etc.).

[00150] The embodiments of the application described above are intended to be exemplary only. Those skilled in this art will understand that various modifications of detail may be made to these embodiments, all of which come within the scope of the application.