Field of the Invention

[0001] The invention relates to a system and vehicles for transporting bulk materials and in a particular to a transportation system employing vehicles to convey bulk material loads over vast distances. The invention has been developed primarily for use as a transportation system for conveying minerals and other bulk materials and will be described hereinafter by reference to this application. However, it will be appreciated that the invention is applicable to the transportation of other items, such as goods and even people.

Background of the Invention

[0002] The following discussion of the prior art is intended to present the invention in an appropriate technical context and allow its advantages to be properly appreciated. Unless clearly indicated to the contrary, however, reference to any prior art in this specification should not be construed as an express or implied admission that such art is widely known or forms part of common general knowledge in the field.

[0003] A typical ore transport railway system can cost in excess of US$4,500 to US$ 8,000 per kilometre to construct due to the large volume of earthworks required to position the railway line. This is due to the limiting grade climbing ability of a traditional railway system of less than 2%. The grade climbing ability is limited by static axle load from the power units, the low friction coefficient between a steel wheel and steel track as well as environmental conditions that can result in a wet track (due to lower friction).

[0004] Traditional railway systems are also exposed to a derailment risk due to wheel-rail climbing when travelling around bends at speed. This often requires railway systems to employ large radius bends or slow speed operation of vehicles around smaller radius bends.

[0005] Derailment can also be caused by bogie hunting (lateral oscillation or swaying motion of the wheels of the bogie), damaged rail way tracks or failed rail clips. Thus, rail maintenance inspections and corrective maintenance work must be performed frequently to retain system reliability which results in higher costs.

[0006] It is therefore common practice to run long trains in a campaign ore haulage arrangement due to the high cost of railway infrastructure. This strategy requires passing or shunting parallel tracks. Due to the length of the trains, it is not uncommon for a typical ore train to spend 30% to 50% of its cycle time waiting at shunting or passing tracks for another train to pass.

[0007] As an alternative to traditional rail systems, a typical overland belt conveyor can continuously deliver ore between two points. However, belt conveyors are not energy efficient and require power to overcome belting over idler roller flexing, as well as idler roller rotating resistance friction losses. Belt conveyors also require extensive and frequent maintenance due to the many rotating components along the conveyor. In addition, belt conveyors are subject to belt damage that can cause expensive and extensive duration downtime. Furthermore, overland belt conveyors are expensive to construct and typically cost between US$ 6,000 to US$ 10,000 per kilometre.

[0008] It is an object of the present invention to overcome or substantially ameliorate one or more of the disadvantages of prior art, or at least to provide a useful alternative. It is an object of the invention in at least one preferred form to provide an efficient, low cost transportation system for conveying bulk materials, like mineral ores.

Summary of the Invention

[0009] A first aspect of the invention provides a system for transporting bulk material, comprising:

a substantially enclosed pipe forming a track; and

one or more vehicles for moving along the track within the substantially enclosed pipe; wherein each vehicle comprises:

a frame for bearing a load of the bulk material;

two or more wheel assemblies connected to the frame;

two of the wheel assemblies being positioned opposite each other such that the two wheel assemblies are capable of engaging opposite sides of an inner wall of the substantially enclosed pipe; and

one or more biasing assemblies for forcing the two wheel assemblies away from each other and into engagement with the respective opposite sides of the inner wall.

[0010] In one embodiment, the wheel assemblies are connected to each other by one or more moveable arms. In another embodiment, the wheel assemblies are each connected to the frame by one or more moveable arms.

[001 1] In one embodiment, the moveable arms form a linkage arrangement to provide a suspension system for the wheel assemblies. In another embodiment, the moveable arms form a linkage arrangement to provide a suspension system for the frame. Preferably, the linkage arrangement comprises at least four arms pivotally connected together to define a substantially diamond shape. In a further embodiment, the linkage arrangement comprises one or more groups of four arms connected together to define substantially diamond shapes connected to each other.

[0012] In another embodiment, the moveable arms are adjustable to control the distance of the wheel assemblies relative to each other. In a further embodiment, the moveable arms are adjustable to control the distance of the wheel assemblies relative to the frame.

[0013] In one embodiment, the biasing assembly comprises an actuator that actuates movement of at least one wheel assembly relative to another wheel assembly. In another embodiment, the biasing assembly comprises an actuator that actuates movement of the wheel assembly from the frame. Preferably, the actuator is a hydraulic or pneumatic actuator. In a further embodiment, the biasing assembly comprises a spring. In yet another embodiment, the biasing assembly comprises a dampener.

[0014] In one embodiment, the two wheel assemblies are positioned at one end of the vehicle to engage respective bottom and top sides of the inner wall. In some embodiments, the two wheel assemblies are positioned underneath and above the frame to engage respective bottom and top sides of the innerwall. In another embodiment, the two wheel assemblies are positioned on either side of the frame to respectively engage opposite sides of the inner wall. In a further embodiment, the wheel assembles are positioned at an angle to each other at each end of the vehicle. For example, the wheel assemblies at the end of one vehicle may be 45° or even 90° relative to the wheel assemblies at the end of another vehicle, such that the wheels alternate in orientation between top, bottom, left side and right side. The angle preferably varies between 30° and 90°, more preferably between 45° and 90° and most preferably between 45° and 60°.

[0015] In one embodiment, each vehicle comprises a drive unit for driving the vehicle along the track. In another embodiment, the drive unit comprises at least one of a diesel powered, gas powered, hydraulic powered, electric powered, hybrid diesel/gas and hydraulic hydrostatic drive unit. [0016] In one embodiment, adjacent vehicles are connected together to form a train. In another embodiment, a movable joint connects the adjacent vehicles. In a further embodiment, the movable joint comprises an articulation joint that permits swaying and luffing to allow separation of the vehicles and travel around bends in the substantially enclosed pipe. In a further embodiment, the articulation joint is movably connected to the wheel assemblies. It is further preferred that the articulation joint is connected to the moveable arms.

[0017] In one embodiment, the substantially enclosed pipe comprises one or more heating elements for heating the atmosphere within the substantially enclosed pipe along the track. In another embodiment, the substantially enclosed pipe comprises one or more openings for venting the displaced air as the vehicle travels within the substantially enclosed pipe along the track. In a further embodiment, the system comprises one or more pressurised air sources in fluid communication with the substantially enclosed pipe to deliver pressurised air within the substantially enclosed pipe along the track. In a further embodiment, the system comprises one or more air removal devices in fluid communication with the substantially enclosed pipe to remove air from within the substantially enclosed pipe along the track.

[0018] In one embodiment, each vehicle comprises a plurality of frames, wherein adjacent frames are connected together.

[0019] In one embodiment, each wheel assembly comprises at least two wheels. In another embodiment, each wheel assembly may comprise four or six wheels. In another embodiment, each wheel on each wheel assembly may be independently placed at an angle to the interior wall to maximise contact and traction with the inner wall.

[0020] In one embodiment, the track comprises a delivery run and a return run. In another embodiment, one or more tracks defined by one or more pips form a closed loop track comprising a delivery run and a return run.

[0021 ] A second aspect of the invention provides a vehicle for transporting bulk material within a substantially enclosed pipe, comprising:

a frame for bearing a load of the bulk material;

two or more wheel assemblies connected to the frame;

two of the wheel assemblies being positioned opposite each other such that the two wheel assemblies are capable of engaging opposite sides of an inner wall of the substantially enclosed pipe; and one or more biasing assemblies for forcing the two wheel assemblies away from each other and into engagement with the respective opposite sides of the inner wall.

[0022] The second aspect may comprise one or more features of the above described embodiments of the first aspect of the invention, where applicable.

[0023] Throughout the description and the claims, the words“comprise”,“comprising”, and the like are to be construed in an inclusive sense as opposed to an exclusive or exhaustive sense; that is to say, in the sense of“including, but not limited to”.

[0024] Furthermore, as used herein and unless otherwise specified, the use of the ordinal adjectives "first", "second", "third", etc., to describe a common object, merely indicate that different instances of like objects are being referred to, and are not intended to imply that the objects so described must be in a given sequence, either temporally, spatially, in ranking, or in any other manner.

Brief Description of the Drawings

[0025] Preferred embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings in which:

[0026] Figure 1 is a perspective view of a system according to an embodiment of the invention;

[0027] Figure 2 is a perspective view of a vehicle train used in the system of Figure 1 ;

[0028] Figure 3 is a side view of a vehicle train of Figure 2;

[0029] Figure 3A is a close up perspective view of Figure 2;

[0030] Figure 4 is a front view of the system of Figure 1 ;

[0031] Figure 5 is a perspective view of a section of the vehicle train of Figure 2;

[0032] Figure 6 is a close up view of the area marked“D” in Figure 5;

[0033] Figure 7 is a perspective view of another section of the vehicle train of Figure 2; [0034] Figure 8 is a close up view of the area marked“C” in Figure 7;

[0035] Figure 9 is a close up view of the area marked“B” in Figure 7;

[0036] Figure 10 is another perspective view of a further section of the vehicle train of Figure

2;

[0037] Figure 11 is a close up view of the area marked Έ” in Figure 10;

[0038] Figure 12 is a rear view of the system of Figure 1 ;

[0039] Figure 13 is a perspective view of a pair of wheel assemblies used in the vehicle train of Figure 2;

[0040] Figure 14 is a side view of the wheel assemblies of Figure 13;

[0041] Figure 15 is another perspective view of the wheel assemblies of Figure 13;

[0042] Figure 16 is a schematic diagram illustrating components of a drive system for the power car for use in the system of Figure 1 ;

[0043] Figure 17 is a transparent perspective view of the drive system components of Figure 16 installed in the power car;

[0044] Figure 18 is a schematic diagram illustrating the load forces that occur when the wheel assemblies in the system of Figure 1 are in use;

[0045] Figure 19 is a schematic diagram illustrating the torque and torque forces in the wheel assemblies in Figure 18;

[0046] Figure 20 is a perspective view of an alternative vehicle train for the system of Figure 1 ; and

[0047] Figure 21 is a perspective view of an alternative arrangement for supplying power to the power car in the system of Figure 1. Preferred Embodiments of the Invention

[0048] The present invention will now be described with reference to the following examples which should be considered in all respects as illustrative and non-restrictive. In the Figures, corresponding features within the same embodiment or common to different embodiments have been given the same reference numerals.

[0049] While the preferred embodiments of the invention have been described in the context of transporting bulk mineral ores, it will be appreciated that the invention can be adapted for other applications involving transportation of materials. This may include the transportation of other bulk materials, like grain, sand or flour, as well as the transportation of cargo and other goods. The invention may extend to even to the transportation of people and animals in a suitably crafted vehicle.

[0050] Referring to Figures 1 to 4, one embodiment of the invention comprises a system 1 for transporting bulk material, like coal, iron ore, or other mineral ore, having a substantially enclosed pipe 2 forming a track 5. The substantially enclosed pipe 2 is supported by either support pylons 7 or sleepers 8 using isolation joints 9, depending on the terrain, to elevate the system 1 above the ground. The support pylons 8 and sleepers 9 may be constructed of suitable material, such as concrete.

[0051 ] The system 1 also has one or more vehicles in the form of wagons 10 for moving along the track 5 within the substantially enclosed pipe 2. The wagons 10 are powered by a power unit in the form of a power car 15 that has in this embodiment a protective front nose 17. The wagons are also driven and interconnected by wheel assemblies 20, 22 to form a train 25 with the power car 15. An electrical conductor strip 27 is provided on either side of and along the length of an inner wall 28 of the substantially enclosed pipe 2 to provide electrical power to the power car 15 via electrical conductors 29 on either side of the power car, as best shown in Figures 1 and 4.

[0052] The wagons 10 each have a frame 30 for bearing a load of the bulk material, and may further comprise a tray or other holding receptacle depending on the type of bulk material being transported, as best shown in Figures 7 and 10. In this embodiment, the frame 30 is divided into trays 35 for carrying bulk iron ore.

[0053] Referring to Figures 12 to 15, the wheel assemblies comprise a top wheel assembly 20 and a bottom wheel assembly 22, each having a support shaft that is integrated with a hydraulic hydrostatic or electric traction drive motor to form an support drive assembly 40, 42 for supporting and driving two wheels 44, 46. Two moveable arms in the form of links 48, 49 in this embodiment are pivotally connected to the support drive assembly 40, 42 to provide suspension for the wheel assemblies 20, 22. The other end of the links 48, 49 form a link joint 50, 52 to moveably connect to an interconnecting joint that in turn interconnects the wheel assemblies 20, 22 to the end of a wagon 10. The interconnecting joint in this embodiment is a spherical joint 55 that provides sway and luff (steering) for each wagon 10. A biasing assembly 56 in the form of a pair of actuatable hydraulic cylinders 58 are operable to force the top and bottom wheel assemblies 20, 22 apart and into engagement with the respective opposite top and bottom sides 60, 62 of the inner wall 28. In this embodiment, the hydraulic cylinders are actuated to force the top wheel assembly 20 away from the bottom wheel assembly 22, as best shown in Figure 15.

[0054] In some embodiments, the vehicles have two or more wheel assemblies 20, 22 that are individually connected to the frame 30 by movable arms. The wheel assemblies 20, 22 are positioned underneath and above the frame 30 such that wheel assemblies are capable of respectively engaging the opposing bottom and top sides of an inner wall 38 of the substantially enclosed pipe 2. The vehicles may also comprise a biasing assembly for each wheel assembly 20, 22 that forces the wheel assemblies 20, 22 away from the frame 30 and into engagement with the respective opposite top and bottom sides 60, 62 of the inner wall 28.

[0055] In this particular embodiment, the moveable arms 48, 49 form a linkage arrangement that in part provides a suspension system for the wheel assemblies 20, 22 and hence the wagons 10. In other embodiments, the moveable arms may be adjustable to control the force (pressure) of the wheel assemblies 20 onto the inner wall 28 to mitigate drive wheel slip. The linkage arrangement comprises at least four arms 48, 49 pivotally connected together to define a substantially diamond shape. In another embodiment, the linkage arrangement may comprise one or more groups of four arms connected together to define substantially diamond shapes connected to each other. It will be appreciated that in other embodiments, different linkage arrangements other than the diamond shape arrangement may be used by rearranging the moveable arms into a different linkage arrangement, although the diamond shape is preferred for its efficiency and simplicity.

[0056] While the biasing assembly 56 in this embodiment comprises a pair of actuatable hydraulic cylinders 58 that actuates movement of the top wheel assembly 20 towards and away from the bottom wheel assembly 22, it will be appreciated that in other embodiments the biasing assembly may take other arrangements. For example, where the top and bottom wheel assemblies are connected above and below the frame of the wagon 10, then the biasing assembly 56 will force the top wheel assembly 20 away from the frame 30 instead of the bottom wheel assembly 22. Alternatively, the biasing assembly 56 may move both wheel assemblies 20, 22 away from the frame 30. It should also be appreciated that in other embodiments, a different type of actuator to a hydraulic cylinder may be used, such as a pneumatic actuator. In another embodiment, the biasing assembly comprises a spring to provide the biasing force that moves the top wheel assembly 20 away from the bottom wheel assembly 22 or frame 30 into engagement with the inner wall 28. Furthermore, a dampener may be used with the spring to assist in controlling (dampening) movement of the wheel assemblies 20, 22. Also, the biasing assembly 56 may move the bottom wheel assembly 22 away from the top wheel assembly 20 or frame 30, instead of the top wheel assembly 20 being moved relative to the bottom wheel assembly 22 or frame 30.

[0057] Across all the discussed embodiments, the biasing assembly constantly pushes or forces the wheel assemblies 20, 22 against the inner wall 28 of the substantially enclosed pipe 2. This constant force strengthens the rigidity of the substantially enclosed pipe 2, reducing the number of external strengthening supports for the pipe 2 required in the system 1. The constant force also creates greater traction on the inner wall 28 of the pipe 2 at the opposing top and bottom sides 60, 62, resulting in less weight being placed on the wheels and confers the ability to move up higher inclines or gradients. This means that the pipe 2 can employ steeper inclines or gradients in the system 1 , unlike traditional railway systems.

[0058] In addition, the upper and the lower wheel assemblies 20, 22 are exposed to an initial axle load due to controlled actuator(s) 56 or compressed springs pushing both wheel assemblies against the inner wall 28 of the pipe 2. This ensures stability of the wagons 10, travel dampening and improved traction for improved grade climbing ability, as noted above.

[0059] This unique traction arrangement allows the system 1 to not only traverse steep terrain by using higher gradients for the pipe 2, but also to employ shorter radius bends with no risk of derailment. Consequently, there is a very low capital cost installation that could typically be less than 40% of the capital cost of an equivalent capacity traditional railway system and potentially as low as 30% of the capital cost for an equivalent capacity overland conveyor.

[0060] As noted above, the wagons 10 are connected together to form a train 25 using an articulation joint in the form of the spherical joint 55 to connect adjacent wagons. In addition, the spherical joint 55 restricts movement of the wagons 10 to only permit lateral swaying and vertical luffing of the vehicles. This allows separation or spacing apart of the connected vehicles 10 and travel around bends in the substantially enclosed pipe 2.

[0061 ] In other embodiments, the vehicle may comprise wheel assemblies with multiple modular vehicle bodies. In this case, the restricted sway only articulation joint allows the vehicle segments (vehicle bodies) to be separated and for travel along bends the pipe 2. It is contemplated that these independently operating vehicles, depending on the capacity of the system, will move at a fixed spacing apart along the track defined by the pipe 2. In addition, traditional autonomous wireless and GPS rail way communication systems can be employed to control the unmanned vehicles. In this way, the operation of the vehicles can be centrally controlled and the spacing between the vehicles can be adjusted as desired.

[0062] In one embodiment, each wheel assembly comprises at least two wheels. In another embodiment, each wheel assembly may comprise four or six wheels. In a further embodiment, each wheel has replaceable wheel rims, since this part will receive the most wear in the system 1.

[0063] While the wheel assemblies 20, 22 in the preferred embodiments have been described as being positioned either at the ends of the wagons 10 or underneath and above the frame 30 of the wagons 10 to engage respective top and bottom sides 60, 62 of the inner wall 28, persons skilled in the art will recognise that the wheel assemblies 20, 22 can be located at other positions so long as they engage respective opposite sides of the inner wall 30 of the substantially enclosed pipe 2. For example, the two wheel assemblies can be positioned on either side (left and right) of the frame 30 to respectively engage opposite (left and right) sides of the inner wall 28.

[0064] A more detailed discussion of various features of the system 1 is set out below.

Wheel assembly

[0065] As discussed above, the vehicle 10 may comprise individual vehicles with their own wheel assemblies 20, 22 or modular units (bodies) that are connected by the wheel assemblies 20, 22. In either case, the wheel assemblies 20, 22 preferably comprise a diamond shaped four linkage arm arrangement with the biasing assembly 56 (either an actuator or spring and damper assembly) forcing the upper and lower connection joints/arms of the diamond shape apart. [0066] In one embodiment a left-side upper linkage arm and left-side lower linkage arm are on the left-side of the linkage arms connected to and supporting the left-side modular vehicle body at a centralised and shared pivoting connection joint. A right-side upper linkage arm and right-side lower linkage arm are on the right-side of the linkage arms connected to and supporting the right-side modular vehicle body at a centralised and shared pivoting connection joint.

[0067] Both the left-side upper linkage arm and the right-side upper linkage arm are connected to the rotating axle support bearing assembly of the upper wheelset at independent pivoting joints. Separating the wheelset pivoting joints provides stability to the wheelset.

[0068] Both the left-side lower linkage arm and the right-side lower linkage arm are connected to the rotating axle support bearing assembly of the lower wheelset at independent pivoting joints. Separating the wheelset pivoting joints provides stability to the wheelset.

[0069] An upper wheelset axle and corresponding lower wheelset axle are vertically opposed. A single or double pressure and displacement controlled hydraulic or electric actuator(s) or spring assemblies are at one end connected to the upper wheelset bearing assembly and at the other end to the lower wheelset bearing assembly. The actuator(s) or springs provide the separation force between the upper wheelset and lower wheelset and forces the upper and lower wheels against the internal pipe wall track.

[0070] This wheelset separation force from the actuator(s) or springs provides a pre-set (pre tensioned) axle loading force on both wheel assemblies while supporting the adjacent vehicle bodies. As the vehicle body mass increases, the diamond shaped linkage arrangement flattens. This results in increased axle loading on the lower wheelset and reduced axle loading on the upper wheelset.

[0071 ] For a spring set-up the spring(s) will be subsequently compressed, and the spring force applied to the wheel assemblies will increase. This will ensure that the upper wheel axle loading is sustained, while the lower wheelset axle loading is further increased to prevent wheel slip due to the increased grade resistance from the increased vehicle mass. This design characteristic therefore automatically sustains wheel contact for the upper wheelset and increased axle loading and subsequent tractive capacity for the lower wheelset. For a hydraulic actuator the same function can be achieved thought automatically adjusting (physically controlling or connected to a gas filled hydraulic accumulator) the actuator extension to sustain the desired linkage arm diamond shape or vertical distance between the upper and lower wheel assemblies.

[0072] This unique wheel assembly design will achieve and sustain higher axle loads on the driven wheels that will allow the vehicle to climb steeper grades while mitigating wheel slip.

[0073] The spring(s) assembly can be fitted with inline damper(s) to dampen the wheelset and vehicle body relative motion.

[0074] The spring(s) or hydraulic actuator(s) assembly incorporating the diamond shaped four-linkage arm arrangement act as the vehicle suspension. The four-linkage suspension arrangement also continuously forces the upper and lower wheelset against the pipe wall track. This reduces or eliminates wheelset bouncing, reduces vibration loading of components (motors and bearings), mitigates contact stress fatigue of the wheels and track and improves the stability and centralising of the vehicle. This is illustrated in Figure 16, where the arrows 160 indicate the hydraulic force applied by the hydraulic actuators 58, the arrows 165 indicate the load force arising from the mass of the wagons 10 (and any cargo borne by each wagon) and the arrows 170 indicate the load force (sum of the hydraulic force 160 and the load force 165 from the wagons 10 and any cargo) on each wheelset or wheel assembly 20, 22. As described above, the hydraulic actuators 58 adjust the hydraulic force 160 to ensure that the cumulative load force on the wheelset or wheel assembly 20 is sustained to prevent wheel slip and that there is sufficient wheel contact with the pipe track 5 to eliminate wheel bounce or vibration.

[0075] Figure 17 also illustrates the torque and torque forces generated as the wagons 10 move forward as indicated by the arrow 175. The torque 180 and torque forces 185 due to the drive on the top wheelset 20 and the torque 190 and torque forces 195 due to the drive on the bottom wheelset 22 balance the load forces 165 on the joints 55.

[0076] The vehicle wheel profile is shaped to align with the pipe running surface or track profile. The wheel profile can be considered a rounded-tapered wheel profile and the rounded (pipe) track for the upper- and lower-wheel assembly is self-centring (self-aligning) by design (similar to a traditional tapered rail wheel on an angled rail profile).

[0077] The running wheels body can be of a metal construction, with a lower wear resistant (softer) than the pipe material as well as a low rolling resistance metal, rubber or plastic replaceable rim to protect the pipe wall against wear. The softer rim will also improve the sliding (tractive) friction between the pipe track and the wheel rim for improved grade climbing traction. Drive unit

[0078] In the described embodiment, each wagon 10 comprises a drive unit in the form of the hydraulic hydrostatic or electric traction motor in the support drive assembly 40, 42 for driving the modular vehicle car along the track. The hydraulic motor may drive some or all of the wheel assemblies 20, 22 of the vehicle 10; most likely only some of the bottom wheel assemblies 22.

[0079] The drive unit can be any one of a diesel powered, gas powered, hydraulic powered, electric powered, hybrid diesel/gas and hybrid hydraulic hydrostatic drive unit. In particular, the drive unit may be chosen to meet any necessary or preferred design requirements, and can include any one of the following:

• An Electric Traction Motor - the electric traction motor is directly mounted on the axle and powered by an onboard diesel or gas generator or through an electric power transmission system (power cable or busbars) contained within the pipe structure that is in turn powered through an external static power generating plant.

• An Electric Traction Motor with reduction gearbox - the electric traction motor drives a reduction gearbox, which drives the wheels in the wheel assembly, powered by an onboard diesel or gas generator or through an electric power transmission system (power cable or busbars) contained within the pipe structure that is in turn powered through an external static power generating plant.

• An Electric Hydraulic Hydrostatic Drive - in one preferred hydrostatic hydraulic drive arrangement, a fixed speed electric motor drives a hydrostatic pump that in turn drives a hydrostatic motor that directly rotates the wheel axles. The electric motor can also be powered by an onboard diesel or gas generator or through an electric power transmission system (power cable or busbars) contained within the pipe structure that is in turn powered through an external static power generating plant.

• A Hybrid Diesel/Gas Hydraulic Hydrostatic Drive - in another preferred low-cost hybrid hydrostatic hydraulic drive arrangement, the fixed speed diesel/gas engine directly drives a hydrostatic pump, which in turn drives a hydrostatic motor that directly rotates the wheel axles. [0080] In embodiments using the electric drive option, the vehicle will incorporate a battery bank to allow for regenerative braking (retardation) and energy conservation. In embodiments using the hydrostatic drive option, the vehicle will incorporate low- and high-pressure hydraulic accumulators to allow for regenerative braking (retardation) and energy conservation.

[0081 ] It is contemplated that the preferred drive system will be a hybrid hydrostatic hydraulic drive system, which comprises the following:

• A unique hydrostatic double motor comprising two piston motors arranged back- to-back, the wheelset axle support spherical roller bearings will be contained within the motor housings. The motor housing also comprises two suspension pivot joints for the left and right suspension linkage arms as well as the pivot joint for the spring(s) or actuator(s) assembly mounting.

• A variable swashplate rotary piston hydrostatic pump connected to a fixed speed electric motor or diesel / gas engine. The pump flow rate will be controlled with the swash plate to deliver a variable flow rate to the hydrostatic shaft axle mounted motor. The variable flow rate will determine the motor speed and subsequent vehicle speed.

• The motor will also be connected to a hybrid low- and high-pressure accumulator system to absorb regenerative braking energy that can be directed back to the hydrostatic motor to provide drive energy.

• The hybrid hydraulic hydrostatic system comprises the hydrostatic motor, the variable flow hydrostatic pump, the mini oil reservoir, the low-pressure accumulator, the high-pressure accumulator, the valve manifold and the electronic control module.

[0082] An example of this hybrid drive system is illustrated in Figures 18 and 19, comprising a fixed speed electric motor 200, a Parker variable swash plate hydrostatic pump 210, a charge/conditioning pump 215, a hydraulic tank 220, oil filter 230 (in twin inline configuration as shown in Figure 19), oil cooler/conditioner 240, high and low pressure hydraulic accumulators 250 and Blackbruin hydrostatic motors 260 that drive the wheels 44, 46 of the wheel assemblies or wheelsets 20, 22. [0083] It is also contemplated that no electric or hydraulic mechanical disc or drum brakes will be fitted to the vehicle. The hydrostatic drive system and accumulators will be used to deaccelerate the vehicle. It is further contemplated that the hydrostatic hybrid drive system will also control the suspension actuators.

Pipe track

[0084] In one embodiment, the track 5 comprises a delivery run and a return run. In another embodiment, the track is a closed loop track comprising a delivery run and a return run. In further embodiments, a continuous loop dual pipe track is provided, comprising a dedicated loaded vehicle one-way track (defining a delivery run) and a dedicated unloaded vehicle one way track (defining a return run). In this embodiment, the system therefore represents a hybrid between a traditional railway campaign ore / goods delivery system and an overland belt conveyor continuous ore delivery system.

[0085] It will be appreciated that by providing a substantially enclosed pipe 2 to define the track, there are numerous advantages conferred upon the system 1. For example, unlike an overland conveyor, the capacity of the system 1 can simply be increased for the same infrastructure by simply adding more vehicles travelling at a shorter interval or distance between vehicles. In addition, the enclosed pipe may serve as a support structure with the pipe wall used as the guided running surface or track for the wheel assemblies.

[0086] Another advantage of the pipe 2 is that the system 1 does not have a separate rail track or running surface requiring expensive welded together rail sections and rail clips. Therefore, the system 1 reduces capital and maintenance costs. When the pipe wall is worn to a predetermined thickness, the pipe section is simply replaced without requiring any additional repair or maintenance. This is more cost effective as it results in reduced downtime for the system 1 , as well as reducing the frequency and amount of maintenance.

[0087] An additional advantage is the pipe structure of the system, especially when elevated above the ground, protects the running surface of the track against the elements (snow, rain, dust storms, debris, rock falls, flooding etc.). This reduces or eliminates wet track loss of traction, as well as derailing due to debris on the track or track damage, which are typical occurrences for traditional railway systems. The contained pipe also ensures that the system 1 can operate during severe weather events to ensure improved utilisation and productivity. The pipe 2 also shelters the load being transported from dust, contaminants and other potential environmental hazards. Similarly, the pipe 2 also protects the vehicles from additional air drag (which would increase power consumption / fuel burn) due to head or side wind occurrences that is a typical constraint for traditional railway systems.

[0088] A further advantage of the system is that is can adapt to various environments by the use of suitable modifications. For example, the substantially enclosed pipe 2 may comprise one or more heating elements or units contained inside the pipe 2 for heating the air within to prevent the ore cargo from freezing, which is typical for mining applications in Northern Canada, Sweden and Russia. Moreover, heating the substantially enclosed pipe 2 would minimise or evaporate any moisture where sensitive materials prone to water or moisture damage are being transported. In another example, by enclosing the load within the pipe 2, the system 1 contains dust and absorbs noise, allowing the system to be installed in or near environmentally sensitive or high density human occupied areas without adversely polluting these areas.

[0089] In another embodiment, the substantially enclosed pipe comprises one or more openings, preferably in the bottom, for venting the air within the substantially enclosed pipe along the track. This allows for air displacement as the vehicle travels and displaces air inside the pipe 2. In a further embodiment, the system comprises one or more pressurised air sources in fluid communication with the substantially enclosed pipe to deliver pressurised air within the substantially enclosed pipe along the track. Yet another embodiment of the system comprises one or more vacuum sources or air removal devices in fluid communication with the substantially enclosed pipe to evacuate or remove air within the substantially enclosed pipe along the track. This may be useful for applications where the load carried by the system is at risk of combustion and/or contamination. Similarly, the pressurised gas may be the atmosphere or an inert gas, such as nitrogen or a nitrogen rich gas, to minimise any oxidation of the material being transported. It is also contemplated that a combination of heating and pressurised air or evacuated air may be used to provide an anhydrous, heated and non-oxidative environment for the material being transported.

[0090] In some embodiments, the pipe track can be elevated to form a type of monorail system, placed on sleepers on the ground or be placed under ground. It is envisaged that the typical pipe diameter will be 1422mm OD for an ore transport solution, however other pipe diameters can be used depending on the application.

[0091 ] The connection pipes are connected through angled sliding expansion joints on a centralised support column, pipe, trestle or sleeper. The angled profile will provide a smooth track transition at the expansion joint. An alternative approach is to weld adjacent pipes together (similar to a tradition pipe installation but with less stringent welding requirements) and snake the pipe structure at the vehicle design bend radius to accommodate thermal expansion.

[0092] In embodiments that are used for an ore transport application, the vehicle body can be of a bottom dump or rotating dump arrangement. In embodiments that are used for a rotating tip arrangement, a spiral guiding track can be fitted inside the pipe support to guide the vehicle to rotating tip while in motion. At the tipping point the vehicle will be support by a unique open tipping track.

[0093] In some embodiments, the vehicle train has a power car 15 (and optionally front nose 17) at each end, as shown in Figure 20. This enables the system 1 to be implemented in a monorail type system, instead of a dual track system.

[0094] In other embodiments, the electric strip 27 may be provided at other locations besides the sidewalls as shown in Figures 1 to 4. For example, in one embodiment, the electrical strip 27 is provided along the top side 60 of the substantially enclosed pipe 2 between the wheels 44 of the top wheel assembly 20, as shown in Figure 21 , with one or more electrical conductors 29 placed on top of the power car 15. In another embodiment, the electric strip 27 and conductors 29 are provided at the bottom side 62 of the pipe 2 and underneath the power car 15, respectively, if desired.

[0095] It will further be appreciated that any of the features in the preferred embodiments of the invention can be combined together and are not necessarily applied in isolation from each other. Similar combinations of two or more features from the above described embodiments or preferred forms of the invention can be readily made by one skilled in the art.

[0096] From the description of embodiments of the invention, it can be seen that the invention provides a self-contained in pipe, low friction, wheel slip controlled and centralising anti-derail guided transport system. The use of a vehicle with opposed wheel assemblies that are forced against the inner wall of the pipe provides improved traction and stability for the vehicle as it traverses along the track defined by the substantially enclosed pipe. In a preferred embodiment, the assembly comprises opposing upper-track and lower-track wheel assemblies connected through a four-linkage arm diamond shaped suspension arrangement, where the upper and lower wheel assemblies are pushed apart and kept in contact with the pipe running surface by the controlled actuator(s) or combination spring and damper assembly. This arrangement results in an improved transport system that is cost effective in terms of installation, maintenance and operation. In particular, the Invention enables a more power efficient and cost-effective bulk ore, goods or people transport system as an alternative to traditional rail transport systems or overland belt conveyors. In all these respects, the invention represents a practical and commercially significant improvement over the prior art.

[0097] Although the invention has been described with reference to specific examples, it will be appreciated by those skilled in the art that the invention may be embodied in many other forms.