WO2008028307A1

WO2008028307A1 - Method and device for transporting concrete on rails

Info

Publication number: WO2008028307A1
Application number: PCT/CH2007/000422
Authority: WO
Inventors: Heinz Jenni
Original assignee: Rowa Tunnelling Logistics Ag
Priority date: 2006-09-08
Filing date: 2007-08-24
Publication date: 2008-03-13
Also published as: ATE552089T1; EP2059375A1; EP2059375B1; PL2059375T3; DK2059375T3; ES2385409T3

Abstract

Disclosed is a method that is carried out by means of railway vehicles (1, 2) which are each provided with a trough-shaped container that is open at the top. The containers (8) can be filled when the train moves slowly, whereupon the concrete is transported. The concrete is prevented from separating in the trough-shaped containers (8) by means of a stirring apparatus (18) during travel. In order to unload the concrete, the railway vehicles are pulled together by means of the couplings (24, 25) thereof such that the individual containers (8) are sealingly connected. The sliding openings in the end walls (11, 12) of the containers are then opened, and the conveyor system (18) conveys the concrete forward from one container (8) to another (8) to the front of the train, where the concrete is discharged through the forward end wall opening of the container (8) of the front railway vehicle (1) into the hopper of a concrete pump via a belt conveyor or into concrete hauling cars that convey the concrete directly into a concrete pump.

Description

Method and device for transporting concrete on rails

This invention relates to a method for concrete transport on rails, as well as a device for carrying out the method. The transport of large quantities of concrete is required above all in road construction, bridge construction and especially in tunnel construction.

In tunneling, for example, per meter of tunnel formwork in the order of about 10m ³ concrete are needed. In order to transport these quantities, unless the supply is provided by road transport vehicles, a train of drum cars is conventionally used. With the tunneling progressively rails are laid, so that such a transport train on these rails from outside the tunnel, where it is loaded with concrete, with its Zugspitze can drive up to the tunnel breast. The concrete is installed in each case at the very front, on the chest of the vorzutreibenden tunnel. The individual drum cars can hold up to 30m ³ and a train consists of several cars. Such a train then travels in a day shift as needed and tunnel length, for example, two to three times in the tunnel.

Once the concrete is loaded outside the tunnel on the railway wagons, it must be ensured that no segregation of the concrete takes place and this does not prematurely binds. The setting is a chemical process Process whose course over time is inter alia temperature-dependent, which is why, depending on the circumstances, it is delayed by the addition of retardants, if necessary, or shortened with accelerating agents. Another measure to prevent segregation is to keep the concrete moving.

Conventional transport trains therefore consist of railway cars, on each of which a cigar-shaped drum is installed lying, so that it extends over the entire length of the carriage, and which rotates by means of a drive continuously about its horizontal axis. The drums are cigar-shaped because they rejuvenate slightly at both ends and then run out into an open mouth. The mouth at that end of the drum, which faces the tunnel breast or points in the direction of transport, protrudes into the slightly larger rear drum mouth on the next carriage to the front. The front orifices thus protrude into each other in the rear mouths of the front car in coupled cars. By rotating the drums, the concrete inside is constantly being turned over and mechanically held in motion. So that the concrete is transportable and thus dischargeable within the individual carriages, spirally arranged ribs are present in the interior of the drums. By the rotation of the drums in one direction of rotation of the concrete is held on the one hand in motion, on the other hand but also moved by rotation in the other direction in cooperation with the ribs steadily forward. The drums are mounted on rolling bearings, which can be found at certain locations on the carriage chassis. At the unwinding of the drums they must be made smooth outside over the entire circumference. Only at intermediate points openings are present in the drums for filling. These are comparable to a manhole and can be closed tightly by special lids. The lids weigh around 300kg to 400kg, because they have to be, if they are just below due to the rotation of the drums, the load of lying on its inside concrete. They also have a special locking mechanism that ensures this. In order for a single drum to be filled with concrete, it must first be ensured that the openings are at the top in the respective zenith of the drum. Then the openings must be uncovered by loosening the lids and lifting them off. For this purpose, a specially designed lidding machine is used, which is placed in front of the portal of the concrete plant, where the drums are filled. Because of their size and weight, the lids can not be lifted by human hands. The lifted lids must be stored temporarily and placed back on the associated hole in the drum after filling with concrete and sealed. To do this, the train has to drive backwards from the concrete silo after filling, past the lid machine where this happens on the occasion of a temporary, locally defined stopover.

The actual filling of a drum is done by passing through the train under a concrete silo and when each of the opening of a drum comes to rest under the discharge gutter of the concrete silo, the train is stopped. Then the discharge gutter is opened and a batch of concrete is poured into the drum. Thereafter, the train is pulled forward a bit, until the next drum opening is below the discharge, etc., until finally the drum cars of the whole train are loaded. Thereafter, the whole filled train is moved back and the lid machine, each individual opening is closed by stopping the train and operating the lid machine.

The filled train then drove pushed by a locomotive into the tunnel, under constant rotation of Tommein on the individual cars. Arrived at the destination, the concrete is taken from the front of the foremost car, where it falls out of the drum mouth. By rotating the drums, the concrete in the individual drums is conveyed steadily forward, from drum to drum, until it is finally released from the foremost drum and then fed to the processing in the area of the tunnel breast.

[0007] The disadvantages of this solution with these hitherto widely used drum cars have become a standard equipment in tunneling, so to speak are, can be described as follows:

1. The amount of concrete that can be transported per time is rather limited because the train must be left standing for cleaning and refilling too long. The transport capacity of the system is therefore too low and creates bottlenecks on the construction site.

2. The drum carts must be prepared for filling by means of a special lidding machine. For this purpose, such a system is first necessary, and then the train must be stopped in each case at the right place, after which this decapping and intermediate storage of the lid is done. This is a cumbersome and time-consuming procedure. The lid machine does not need a little space in front of the tunnel portal. In front of tunnel portals, however, there is little space available in most cases.

3. The train must be stopped with the individual drum openings just under the pouring spout of the concrete silo. Due to the comparatively small opening in the drum wall, the filling process takes a relatively long time. Each drum has two openings. Accordingly, the train per drum must be stopped twice at a precisely defined point.

4. After filling, the covers must be replaced by means of the system and sealed tightly. Again, the train must be stopped many times with each drum opening positioned on the lid machine. Overall, the filling is too slow and is complicated for operational management.

5. If there is no more concrete coming out of the frontmost drum during unloading, you can not be sure that all the drums are actually empty because their interior is invisible. Often comes after prolonged rotation again a batch with delay but still forward because about a caking has resolved again. A disadvantage is that you have no information about the current level. This can only be estimated on the basis of the quantity already taken. 6. After each loading and unloading process, the drums must be cleaned internally, in order to avoid further progressive caking. For this purpose, the drums are filled from the front with a hose with splash water and rotated, which is to solve remaining concrete remains. Often that is enough but not enough, and one notes that larger cakes have formed. In this case, a man has to get in through an open drum lump and mechanically release the caking with a hammer and chisel or with a jackhammer before they can be conveyed out.

7. In the event of an accident, for example, if for some reason no more concrete can be removed, for example due to a defective drive, a defective concrete pump in the processing area, etc., the train must be quickly driven out of the tunnel and the loaded concrete must pass through continue rotating the drums as quickly as possible so that they do not set in the drums. In such cases forcibly discharged concrete must be disposed of as rubble. Now it happens that the concrete can not be pumped out of the drums quickly enough. In such cases it can even happen that large caking inside the drum has to be broken up. This is then very time-consuming and time-consuming, because it must first be drilled some holes in the caking, and it must be carried out according to all the rules of art blasting, before the then loose chunks are conveyed by turning the drums forward again from the same and can be disposed of as rubble.

The object of this invention is to provide a method for concrete transport on rails, as well as an apparatus for performing the method, which avoids the disadvantages listed above and overall practical, targeted, faster and cheaper larger amounts of concrete per time can be transported to a tunnel breast.

This object is achieved by a method for concrete transport on rails, in which the concrete in rail vehicles, each with an open-topped trough-shaped container after filling the container while driving from the top of a concrete silo out afterwards seemed transported, the concrete in the open, trough-shaped containers are protected against segregation by stirring with an agitator, and for discharging the containers of the following rail vehicles are sealed together by contraction of the couplings, and that afterwards concrete is conveyed by the stirring and conveyor of a container in the next container and finally funded from the front wall opening of the foremost rail vehicle on a conveyor belt carriage and then into the feed hopper of a concrete pump ,

The object is further achieved by a device for concrete transport on rails, consisting of rail vehicles, each with an open-topped trough-shaped container with slide or flap opening in the end-side end walls, wherein in the open trough-shaped container, a stirring and conveyor is arranged, by means of which the in-situ concrete mixable and from the slide or flap opening in the end wall of the container can be conveyed.

In the drawings, this device is shown in different views. Their construction and construction will be described below with reference to these drawings, and the method operated therewith will be explained.

It shows:

Figure 1: Two coupled rail vehicles;

Figure 2 A single rail vehicle viewed obliquely from above;

Figure 3: The rail vehicle of Figure 2 decomposed into its essential components;

Figure 4: The front side of a rail vehicle with open slide;

Figure 5: The range of the coupling of two rail vehicles coupled together in the driving condition of Zugskomposition;

FIG. 6 shows the region of the coupling of two rail tracks connected together. vehicles in the state of conveyance, when the train composition is stationary;

Figure 7: The concrete pump cart with feeding device with concrete tank and agitator.

Figure 1 shows two rail vehicles 1, 2 of a train composition, for example, run on rails of track width 900mm standard. The conveying direction of the concrete here follows the arrow drawn under the train composition. The top of the train thus forms the car 1, which enters the tunnel first, while the composition is pushed from behind, that is, from the coupled behind the car 2 cars and zuhinderst coupled locomotive. It is understood that such a composition can be composed of half a dozen or even more cars. Each individual rail vehicle 1, 2 consists of a chassis 3 in the form of a self-supporting welded construction and it rests with coil springs or leaf springs sprung on subframes 4, which here have four wheels 5. The wheels 5 are in contrast to the previously used cars of larger diameter. For example, they measure 450mm in the tread diameter, but at least 400mm, because this ensures a better smoothness and especially the wear can be significantly reduced, because the wheels 5 are heavily loaded for the intended use, but it brings such a rail vehicle 1- 3, which weighs about 9 tons empty, in loaded condition to a total weight of about 40 tons. Because of the lower wear and because the wheels must be 5 less often changed. And if they ever have to be changed, they can be replaced individually with their wheel bearings. This facilitates replacement, which can then be done quickly everywhere.

On the chassis 3, a container 8 is placed. For this purpose, the chassis has upwardly directed plug cones 6, via which the support legs 7 of the container 8 can be pushed from above, so that then the container 8 is held immovably and securely on the chassis 3 by virtue of its own weight. Such a container 8 measures for example about 8 meters in length and 1.60 meters in the Width and holds about 12m ³ concrete or about 13m ³ water. It is made of steel, with a steel of about 10 to 15mm thickness is suitable. The steel plates are bent in the radius of the semicircular bottom 9 of the container 8 and the rounding close planar side parts 10 at. At both ends then the end, bottom half-round walls 11,12 are welded. Because the container 4 with its support legs 7 is merely stuck on the chassis 3, it can be quickly lifted off the chassis 3 with a crane at any time and park next to the rail track somewhere on a flat ground on its support legs 7. The chassis 3 with its subframes 4 and wheels 5 on the one hand and the container 8 with their support legs 7 are thus mating but separable modules and interchangeable and can be used independently and combined together. Each container 8 thus fits on each chassis. 3

Each container 8 has a trough-shaped bottom and is open at the top. In the end walls 11, 12 openings 13,14 are present in the lower area. The front openings 14 to the car 1, 2 are here with one each

Lip nozzle 16 equipped while the opposite openings 13 is equipped with a funnel mouth 15. The function of this lip nozzle 16 and the respective opposite mouth of the funnel 15 will be described in more detail later. Inside each container 8 is a not visible here

Stirring and conveyor arranged.

In Figure 2 you can see a single car seen obliquely from above. In this view, the support legs 7 on the container 8 are better visible. The chassis 3 consists essentially of two mutually parallel square hollow sections and the support legs 7 have recesses down so that they can be slipped over these hollow sections, and thereby can be slipped with a horizontal hole on the socket 6 on the chassis 3. As a result, they are secured against slipping and need not be further connected to the chassis 3 due to the weight of the container 8. They can therefore be easily lifted away from the chassis 3 at any time with a crane. Serve for this purpose attached to the upper corners of the container 8 lifting tabs 20. The open-topped container 8 is by means of a number of transverse struts 17 which connect the two upper edges 18 of the container 8, amplified. At the two end portions of the open-topped container 8 is covered with standing panels 19. The remaining upper opening of the container is covered by a coarser mesh so that nobody can fall into the container. This is not shown here. Inside the container 8 you can see something of the stirring and conveyor 21. At the front of the car you can see the lip nozzle 16, the mouth edge of an elastic, but strong-walled hollow rubber ring. On the rear side of the car you can see the mouth funnel 15 made of steel.

In Figure 3, this rail vehicle is broken down according to Figure 2 shown in its essential components. Now you can see the construction of the chassis 3 with its four upwardly projecting stoppers 6. The two parallel square hollow sections are connected at their end via a respective bridge 22, which come to rest on the bogies 23 of the subframe 4. The container 8 shapes down four support legs 7, which fit with their end-side recesses on the hollow sections of the chassis 3 and with their holes on their underside on the plugs 6 are pushed, so that the container 8 is securely and accurately connected to the chassis 3. At the two end sides of the chassis 3 coupling parts 24,25 are attached. It is preferably common so-called Wi !! son ^® -Kupp! Ungen as are common in tunnel on rail vehicles. The one coupling part, here the coupling part 25, however, is designed as a special extendable, by means of a hydraulic cylinder-piston unit 26. Their importance will be clear later. This is an Archimedean screw with a central shaft 27, which extends after installation in the container interior 8 in its longitudinal center and is rotatably mounted in the two end walls of the container 8 shown pulled out. The end walls 11,12 are equipped for this purpose with pivot bearings 28. From the screw surface of an actual Archimedean screw, however, only the outer edge region has been left while the other material is excluded. This approximately 10cm wide edge area forms a helical band 33, the one of Number of radial struts 29 is connected to the central shaft 27 so that on the one hand, the belt 33 can be set by the shaft 27 via the struts 29 in rotation, and on the other hand, the concrete in the container 8 upon rotation of the agitator through the recesses can flow, but at the same time is conveyed by the belt 33 in the longitudinal direction of the carriage, depending on the direction of rotation. The shaft 27 is driven by a hydraulic motor with reduction gear, these components are sealed on the inside of an end wall in the helical housing against water and concrete. Down in the end wall 11 can be seen the opening 14 in the form of a round hole, which measures about one third of the diameter of the container 8. On the end face 11 as well as on the end face 12, a slider device 29 is ever grown. This consists of a base plate 32 to which the lip nozzle 16 or the funnel mouth 15 is attached, and a pivotally mounted behind this base plate 32 slide plate 30, and a hydraulic cylinder piston unit 31, one end of which is pivotally connected to the slide plate 30 while its outer end is then pivotally connected to the end face of the container 8 near a lifting tab. By means of this hydraulic cylinder-piston unit 31, which is also remotely controllable, the slide plate 30 relative to the base plate 32 and the end face 11 can pivot so that it zuschliesst depending on the opening 14 in the end face 11, 12 of the container 8 or releases.

FIG. 4 shows the front side of a rail vehicle with open slide. Through the opening 14 can be seen in the interior of the container 8. It can be seen the beginning of the helical band 33 and one of the radial struts 29 of the stirring and conveyor 18. The base plate 32 of the slide opening device is fixedly mounted on the end face 11 of the container 8, and between this base plate 32 and the end face 11 is the slide plate 30 which is rotatably mounted about the pivot bearing 34. The hydraulic cylinder-piston unit 31 connects the slide plate 30 with the container 8. Pulls this hydraulic cylinder-piston unit 31 together, the slide plate 30 is rotated in the illustration shown in the counterclockwise direction and therefore pivots into the opening 14 and closes it. In Figure 5, the range of the coupling of two rail vehicles 1, 2 is shown in the driving state of Zugskomposition. The two coupling parts 24,25 are coupled together, wherein the extendable coupling part 25 is in the extended state, in which a maximum tensile load is guaranteed. In this coupling state, the train composition can be driven. The slide plates are closed and the concrete is stirred continuously inside the car. If necessary, the direction of rotation can also be changed from time to time, so that the concrete is not displaced too much in one direction. Because the cars or containers 8 are open at the top, they are particularly easy to fill. You can be filled while driving slowly through a large Ausschüttgosse, without being specially prepared for it. The discharge gutter is simply closed until the next following car with its open container passes underneath it slowly.

When the train has arrived at its destination in front of the tunnel breast, the carriages are tightly coupled together by actuating the hydraulic cylinder-piston units on the coupling parts 24,25. It then adjusts the situation as shown in Figure 6. As a result, the lip socket 16 of the opening 14 in the respective end face 11 is pressed into the mouth opening 15 of the opposite opening 13 while squeezing its hollow rubber lip so that a tight connection of the two containers 8 is produced. This compression of the container is possible even in the tightest curve radii, which occur in tunneling. The mouth of the funnel and its associated lip are specially designed to compensate for compression at an angle of up to a few degrees from the elastic hollow lip. Now the slide plates can be swung open at the two end faces, which again happens hydraulically by means of the cylinder-piston units 31. Thus, an open passage is created from container to container, with the openings in the end faces yes down to the bottom of the container. Now, if the agitators are rotated, they act as conveyors and convey the concrete from trolley to trolley until it finally falls through the front opening 14 of the foremost trolley onto the conveyor belt of a conveyor belt trolley, which finally transports it into a feed hopper of a concrete pump.

Instead of a stirring and conveyor as described above can also serve an alternative embodiment. On the shaft 27 protrude in the radial direction of this stirring arms. At the outer end, these stirring arms each carry a paddle, which is connected at an angle to the shaft axis by means of a screw connection with the stirring arm. The drive shaft 27 of this agitator and conveyor 18 is driven by an electric motor with reduction gear and is also remotely controllable. When turning the paddles act similar to snowploughs and in addition to the stirring of the concrete contained in the container this is also promoted against.

Instead of discharging the concrete on the front carriage on the conveyor belt, this can be done alternatively a special concrete pump wagon with direct promotion in the concrete pump. Such a concrete pump carriage 35 is shown in FIG. The concrete pump is located in the front of the wagon and the direct feed unit 36, which consists of a concrete container, that is to say a trough with agitator, is located at the back. This car and its direct feed unit can be coupled directly to the foremost rail vehicle 1 with container 8. For this purpose, the feed-through device 36 has a steel cone with a vulcanized seal and a steel funnel as a coupling element. As a result, a tight transition from the foremost carriage 1 to the direct feed unit 36 can be created. The steel cone with seal, as well as the steel funnel are screwed to the trough and can therefore be easily replaced. The contraction of the two cars 1 and 35 is accomplished with a hydraulic pulling device in the coupling. The sliding mechanism consists of a steel frame construction, which can be retracted by means of a coupling cylinder. To lock the coupling in the extended state, two spring-loaded hydraulic locking cylinders are attached laterally. The locking cylinders and the coupling cylinders are hydraulically connected in series so that when the control valve is actuated first one after the other the two locking cylinders are extended and only then the coupling cylinder is retracted.

The trough consists of a self-supporting construction of folded and welded sheets. It is open at the top and covered with a removable grid with integrated hydraulic vibrator. The trough is screwed onto the carriage chassis with four feet. At the rear end of the trough at the inlet opening a hydraulically operated slide valve is installed, like those on the other cars. The outlet opening is located at the bottom of the trough and leads directly into the suction chamber underneath the concrete pump. The agitator consists of a central shaft with welded spiral segments. When worn, these spiral segments can be replaced. The drive of the agitator is hydraulic. The agitator is designed in such a way that the shotcrete is simultaneously conveyed towards the discharge opening during stirring. After emptying the container 8 of the concrete train and the concrete container on the concrete pump carriage 35, the hydraulic system is released and the coupling cylinder pulled out by the traction of the locomotive again. In the extended state of the clutch, the locking cylinders are retracted by the spring force and thereby blocks the displacement mechanism. The correct locking is indicated by the fact that indicator bolts marked red disappear on the locking cylinders in the cylinder piston. The car chassis consists of a sturdy steel construction, which forms the connection of the two bogies. The car chassis serves as a support for the trough and the concrete pump and absorbs the longitudinal forces on the car couplings while driving.

The bogies of all cars of the composition consist of a stable steel structure. The bogies are stored via a central ball socket. The wheelsets are equipped with a suspension. When the car couplings are so-called Willison® couplings, as they are common in tunneling on rail vehicles. However, the one coupling part is designed as a special extendable, by means of a hydraulic coupling cylinder. The maximum tensile load is then ensured when the extendable coupling part is in the extended state. Only in this coupling condition may the train composition be driven.

With the direct feed unit, the concrete can be conveyed from the container 8 of the train in a closed system without loss of material directly to the concrete pump. In addition, the concrete container of the direct feed unit 36 can be filled with the lubricant mixture for the first concreting operation. This train composition is moved up to the concreting station together with the direct conveyor unit. When the train stops, the power is supplied via a cable from the pump station via the electric motor on the power supply truck and the diesel engine is switched off. Subsequently, the individual car 1.2 and also the concrete pump carriage 35 are contracted with its direct feed unit 36 with the foremost car 1 by the hydraulic cylinder is actuated at the clutches via a control valve. As a result, the outlet cone of the foremost carriage 1 is pushed into the inlet cone of the direct feed unit 36 and a tight connection between the two troughs is created by the rubber seal. Now the slide plates can be pivoted on the front sides of both wells, which in turn is done hydraulically via a control valve by means of the slide cylinder. This creates an open passage from trough to trough. By switching the direction of rotation of the agitators they act as a screw conveyor and convey the concrete from trough to trough until it finally flows through the front opening of the container 8 of the foremost carriage 1 in the concrete container of the feed unit 36. The flow rate is manually controlled by the concrete pump operator at the foremost carriage 1 via the opening degree of the slider.

After emptying the car, the slide plates must be closed at the ends of both wells and the RoCon shuttles and the direct feed unit with the help of the locomotive pulled apart again. Directly at the concreting place a rough cleaning of the hollows is done by means of splash water from a water hose. Here is the Inlet openings of the trough closed and the container as necessary filled with water. The dirty water remains in the trough during the return journey and is disposed of in the washing plant at the MFS. Before returning, check whether both locking cylinders have engaged correctly, so that the red indicator pin on the cylinder bottom is no longer visible. During the return journey, the agitator is switched on to prevent segregation or hardening of the residual concrete. The setting process or the setting time in the troughs during the return journey depends on the concrete recipe and is also adapted to the route to be covered. The emptying of the dirty water and the residual concrete as well as the final cleaning takes place in the MFS. Before reloading, the troughs and the discharge cone must be cleaned. For inspection, an empty container 8 can be lifted from the car chassis. For this purpose, the fastening screws must be solved at the four feet of the container 8. Subsequently, the container 8 can be lifted by a crane with sufficient carrying capacity on the four shackles 20 (lifting tabs) which are attached to each corner of the container 8.

For cleaning after emptying the individual container 8 of the car are simply sprayed from above with water, which can be done with rotating agitator 18, so that this can be hosed from all sides. Because the container 8 are indeed accessible from above, the inner walls of the container 8 can be easily hosed by means of a hose with pressurized water. The water subsequently present in the container 8 is always kept in motion with the agitator 18, so that no concrete residues can caking on the container wall. Before the train is pulled out of the tunnel again, the clutches are first extended again. When the train comes out of the tunnel, the waste water is disposed of properly by draining it into a dedicated tub.

The advantages of this concrete transport system are many. First of all, the biggest advantage over conventional drum cars is that loading the train is much easier and quicker. With each rail vehicles with each open-topped trough-shaped container. 8 can be easily passed under the concrete silo in slow speed and while driving the individual containers 8 are filled. The loading speed is no longer limited by the train composition in any way, but solely by the discharge capacity on the concrete silo. Only between see the car, the discharge gutter must be closed briefly until the next car has arrived under her. Then it is opened again and the car is filled nicely evenly over its entire length. The train does not need to be rearranged after loading, but can enter directly into the tunnel. No work is required either before or after loading, as was previously required before loading to remove the gap covers and after loading to close the gaps and is a time-consuming procedure.

The unloading is much more transparent by having at any time the overview of the level of the container 8, because they are open at the top and also completely empty. The cleaning and maintenance work is much easier and they are correspondingly faster to deal with. Especially because the containers 8 are open at the top, they can be cleaned much easier and targeted with a pressurized water jet, while in the drum car after unloading could only be injected from the end-side mouths ago water. In contrast, in the rail vehicles presented here, a man who is positioned above the car on a catwalk and standing grid 19 arranged there, the empty carts or their container in their slow pass by selectively spray while their agitators 18 are in operation. The water in the water-filled containers 8 is always circulated by the agitator 18, so that has formed a homogeneous wastewater mixture until dewatering, and no concrete residues on the bottom or on the side walls of the container 8 set.

Further advantages arise through the use of concrete trolley with direct promotion in concrete pump. So the lubrication mixture (about 0.5m ³ to 1m ³ ) can already be driven into the tunnel when loading the first set RoCon-Shuttle (independent to RoCon-Shuttle). By the clean supply of the Concrete to the pump pollution of the sole is avoided, which previously had to be taken into account as a result of loss of concrete on the conveyor belt. The system offers high availability due to its simplicity due to the elimination of the conveyor belt components (scrapers, rollers, etc.) and is low maintenance and the trough of the direct conveying time acts as a buffer. It can be processed without further SCC concrete (seif compacting concrete). Also, the ejection of residual concrete in lines of the formwork in the container of the direct feed unit is possible without further, so that pollution of the site can be avoided.

Overall, with this device or with this concrete transport system to achieve a greatly increased capacity, because service life of Zugskomposition can be avoided. In principle, this can be up to the actual unloading at the tunnel breast and the direction change in front of the tunnel constantly in motion, at least both for filling as well as for cleaning after loading. For these purposes, the drive is slowed down, but the train does not have to stand still for loading or cleaning the containers.

Claims

claims

1. A method for transporting concrete on rails, in which the concrete in rail vehicles (1, 2), each with an open-topped trough-shaped container (8) after filling the container (4) while driving from the top of a concrete silo out afterwards transported, wherein the concrete in the open, trough-shaped containers (8) is protected from segregation by stirring with a stirrer (18), and for unloading, the containers (8) of the successive rail vehicles (1,2) are sealed together by contracting the couplings and that subsequently concrete is conveyed by the stirring and conveying mechanism (18) from one container (8) into the next container (8) and finally out of the end wall opening (14) of the foremost rail vehicle (1) onto one

Conveyor belt trolley and then in the feed hopper (45) of a concrete pump is promoted.

2. A method for transporting concrete on rails according to claim 1, wherein the containers (8) of the individual rail vehicles together with the rail vehicles are contracted by means of hydraulically contractible couplings, wherein a lip nozzle (16) on the end wall (11) of a container (8). in the mouth funnel (15) on the end wall (12) of the forward next container (8) and rail vehicle (1) is pressed, so that a sealing connection for the delivery of

Concrete is created.

3. Device for concrete transport on rails, consisting of rail vehicles (1, 2), each with an open-topped trough-shaped container (8) with slide or flap opening (13,14) in the end-side end walls

(11,12), wherein in the open trough-shaped container (8) a stirring and conveyor (18) is arranged, by means of which the in-situ concrete mixable and from the slide or flap opening (13,14) in the end wall (12) of the Container (8) is eligible.

Rail-mounted concrete transport device according to claim 3, characterized in that the slide or flap opening (13, 14) on one end face (11) of the container (8) is designed as a lip nozzle (16) which communicates with its mouth edge an elastic, strong-walled hollow rubber ring is fitted, which under elastic deformation sealingly into the mouth funnel (15) on the rear end side (12) of the forward next container (8) fits, and that the one coupling part (25) of the coupling with a hydraulic device (26) is equipped, so that the coupled coupling parts (24,25) are hydraulically contractible and pushed apart again.

5. Device for transporting concrete on rails according to one of claims 3 to 4, characterized in that the trough-shaped container (8) has a in

Have cross-section semicircular bottom, and in the end-side end walls (11,12) depending on a slide or flap opening (13,14) is arranged, the slide plate (30) or flap is hydraulically or electrically actuated.

6. Device for concrete transport on rails according to one of claims 3 to 5, characterized in that the inside of each trough-shaped container (8) arranged agitator and conveyor (18) is an Archimedean screw, the screw edges run close to the container inner wall, and whose helical surface has recesses, so that the helical surface only forms a continuous band (33) in the radial edge area, which is held on the central shaft (27) via radial struts (29).

7. Device for concrete transport on rails according to one of claims 3 to 5, characterized in that the inside of each trough-shaped container (8) arranged stirring and conveyor (18) is an Archimedean screw whose screw edges close to the container inner wall along, and whose screw surface is interspersed with holes.

8. Device for transporting concrete on rails according to one of claims 3 to 5, characterized in that the inside of each trough-shaped container (4) arranged agitator and conveyor (6) includes a shaft (17) equipped with radially projecting arms is, at the ends of each a paddle is screwed at an angle to the shaft, wherein the stirring and conveyor (18) is driven by means of its own electric motor, which can be driven by a voltage generated by the locomotive and in the state optionally by an external voltage source is and is remotely controllable.

Rail-mounted concrete transport device according to one of Claims 3 to 8, characterized in that the trough-shaped containers (4) of each rail vehicle (1, 2) are mounted on a chassis (3) with two parallel sides

Hollow profiles rest by having support legs (7) having recesses and holes on their underside, with which they can be plugged over upwardly projecting plug (6) on the hollow sections of the chassis (3), so that the trough-shaped container (8) together their stirrers and conveyors (18) and their electric motor with lever ashtrays on the container (8) from the chassis (3) can be lifted and placed on a level floor, and that the wheels (15) on the chassis (3) of the rail vehicles (1-3 ) with their bearings (29) are individually interchangeable and have at least a diameter of 400mm.

10. Device for transporting concrete on rails according to one of the preceding claims, characterized in that it includes a transport vehicle with direct promotion in a concrete pump, which is directly coupled to the foremost rail vehicle and its container (8).