EP0207197A1 - Verfahren zur Instandsetzung oder Verlegung eines Eisenbahngleises - Google Patents

Verfahren zur Instandsetzung oder Verlegung eines Eisenbahngleises Download PDF

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Publication number
EP0207197A1
EP0207197A1 EP85201055A EP85201055A EP0207197A1 EP 0207197 A1 EP0207197 A1 EP 0207197A1 EP 85201055 A EP85201055 A EP 85201055A EP 85201055 A EP85201055 A EP 85201055A EP 0207197 A1 EP0207197 A1 EP 0207197A1
Authority
EP
European Patent Office
Prior art keywords
track
machine
point
shifting
receiver
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP85201055A
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English (en)
French (fr)
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EP0207197B1 (de
Inventor
Fritz Bühler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
LES FILS D'AUGUSTE SCHEUCHZER SA
Original Assignee
LES FILS D'AUGUSTE SCHEUCHZER SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to EP85201055A priority Critical patent/EP0207197B1/de
Application filed by LES FILS D'AUGUSTE SCHEUCHZER SA filed Critical LES FILS D'AUGUSTE SCHEUCHZER SA
Priority to DE8585201055T priority patent/DE3569137D1/de
Priority to AT85201055T priority patent/ATE41796T1/de
Priority to EP88108740A priority patent/EP0293015B1/de
Priority to US06/876,844 priority patent/US4724653A/en
Priority to ES556741A priority patent/ES8801010A1/es
Priority to DD86292008A priority patent/DD248159A5/de
Priority to AU59458/86A priority patent/AU580429B2/en
Priority to JP61154256A priority patent/JPS6286201A/ja
Publication of EP0207197A1 publication Critical patent/EP0207197A1/de
Priority to AT88108740T priority patent/ATE68027T1/de
Application granted granted Critical
Publication of EP0207197B1 publication Critical patent/EP0207197B1/de
Expired legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B35/00—Applications of measuring apparatus or devices for track-building purposes
    • E01B35/06—Applications of measuring apparatus or devices for track-building purposes for measuring irregularities in longitudinal direction
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2203/00—Devices for working the railway-superstructure
    • E01B2203/16—Guiding or measuring means, e.g. for alignment, canting, stepwise propagation

Definitions

  • the invention relates to a method according to the preamble of claim 1.
  • a machine in the form of a tamper-grader-grader by means of which this process can be carried out is known from European patent No 90098 of the applicant.
  • the transmitter which is constituted by a laser transmitter is designed so that its beam can be rotated on its axis to emit a fan or scanning beam in a vertical plane serving as a reference base for the shifting and a horizontal beam serving as a base. of reference for leveling.
  • the two receivers automatically adjust to the vertical and respectively horizontal beam.
  • This machine advances step by step, from sleepers to sleepers, and at each stop we proceed to leveling then, after having turned the laser transmitter by 90 * , to the shifting. It is also possible to level every two sleepers while the shifting is carried out at each intermediate sleeper.
  • the cord of a section of track which is, in the known machine, formed by a laser beam in a fan or scanning in a vertical plane.
  • This cord extends between the emitter which is on the director rail or axis of the track and the point of intersection of the beam with the director rail or axis of the track.
  • we measure the deflection of this rope we compare it with the known arrow of the desired curve, and the difference is calculated which is a measure for the lateral displacement of the rails in one or the other direction.
  • the measurement interval for which the transmitter remains fixed while the machine approaches it step by step is identical to the rope, i.e. the initial measurement in a measurement interval begins at the point of intersection of the beam with the director rail or track axis.
  • This measurement interval corresponding to the rope is limited in length by the condition that the largest arrow must not be greater than the possibility of lateral movement of the receiver on the machine, because this receiver must adjust to the point of impact of the beam, the value of the possible lateral displacement out of the chassis of the machine being generally limited by the prohibition to enter the gauge of the parallel rail so as not to hinder traffic on this rail.
  • the present invention provides a method which makes it possible to widen the measurement interval, therefore the interval which can be crossed step by step by the machine without changing the place of the transmitter.
  • the receivers for shifting and leveling are installed on a front measurement carriage which defines the front point of a relative measurement base constituted by a reference line; the position of this reference line is used to determine, by means of the adjustment data of these receivers, the correction values of the channel which is directly displaced under the reference line, at the working point which is behind said front point .
  • the machine operator only knows the correction values when the track is moving, and an obstacle may prohibit any movement or require a specific movement of the track.
  • a device for controlling a track repair machine which avoids this drawback is characterized according to the invention by the features of claim 4.
  • FIGS. 1 to 5 The operating principle of a machine making it possible to carry out the process according to the invention will firstly be described by means of FIGS. 1 to 5 for its application to the straight sections of the rails, with a view to explaining the shifting and leveling.
  • a machine is moreover described in patent EP No. 90098.
  • a single laser transmitter 1 is therefore provided, placed in front of a leveling and ripping machine on a railway track, advancing along the arrow (fig. -1) and shown diagrammatically in the drawings by a main chassis 2.
  • This emitter 1 is suitable for emitting a fan-shaped or sweeping beam either horizontally for leveling (beam Fn), and after a rotation of 90 or vertically for shifting (beam Fr), a leveling receiver Rn and a shifting receiver Rr being both mounted on the machine, that is to say on a front measuring carriage (not shown) of the machine.
  • Figure 1 showing a side view of the leveling control device is illustrated by line 3 the old way which must be corrected, the faults of this way were naturally very exaggerated for the understanding of the figure, in dotted lines is illustrated the portion of this old channel which has just been corrected, line 4 represents the new corrected channel and the line in phantom 4 'represents the desired channel which is defined by the axis of the laser which is adjusted, at the start of work, parallel to this desired path.
  • the device comprises a laser transmitter 1, emitting a horizontal beam Fn and which is mounted on a carriage 5 stationary in a fixed manner, at a location chosen on the old track 3, in front of the machine which is, in the case considered, a tamper-grader-riffer symbolized by the chassis 2 and which will be hereinafter simply designated by machine.
  • This machine is equipped with a known relative measurement base, formed by the points A, B, C on the track, which are defined in a known way, for example by feelers belonging to measuring carriages rolling on the tracks. independent of the bogies of the machine, and suspended below the main chassis 2 of the latter. Point C defined by the rear measuring carriage is on the track already corrected.
  • Point A the position of which in FIG.
  • Point B represents the work point which is therefore located near the work elements used to position track and which are constituted, in the known manner, by shifting and leveling clamps.
  • point 8 has just been corrected, as point C is also corrected.
  • a laser receiver for leveling Rn which can be adjusted vertically with respect to the chassis of the carriage by means of an adjustment motor Hn.
  • a reference line Ln serves as a relative measurement base for leveling.
  • an element which carries the front end AL of this reference line Ln is fixed to the receiver Rn.
  • This end AL is located above point A.
  • this reference line Ln is assumed to be produced by a wire stretched over the measuring carriages. This wire is fixed at point CL situated at the height of point C and controls by its position in a well-known manner, via a control device, the position of the leveling clamps, at point BL, situated at the height of point B .
  • the laser receiver for leveling Rn like the laser receiver for shifting Rr which will be discussed below, consists of four photoelectric cells C1 to C4, shown in FIG. 3, and it is designed in such a way that it can be moved into the desired position by means of Mn adjustment motor in accordance with the beam of the impact line laser hori- zontal 1 Fn on cells, unjustly being performed as soon as the beam is situated exactly between the two central cells C2 and C3.
  • this reference line Ln could be formed by any other mechanical means or not, for example a light ray, and the measuring carriages defining the points A and C are not necessarily located below the chassis 2 but can be found on small auxiliary carriages which would roll at a fixed distance at the front, respectively at the rear of the chassis 2.
  • FIG. 2 a top view of the shift control device working with a vertical laser beam Fr has been shown in a manner similar to FIG. 1.
  • the shift receiver Rr installed like the receiver Rn, on the carriage front measurement is adjustable relative to this carriage on a transverse guide according to the vertical beam Fr by means of a motor M.
  • a reference line Lr serves as a relative measurement base for the shifting and is, in the example considered and for the shifts carried out on the rectilinear channels, linked to the Rr receptor.
  • FIG. 2 in a continuous line, the position of the reference line Lr already corrected and in dotted lines the reference line L'r in the uncorrected state.
  • position A of the reference point includes the two points AG on the left rail and AD on the right rail.
  • the reference line Lr has moved transversely from the gap y and at the height of the point B of the gap y 8 , which defines the desired position By of the axis of the track which is displaced from the shift correction ⁇ Br by the controlled clamps.
  • the clamps for the track corrections to the horizontal and vertical planes at point B of the machine are actuated by positioning motors for leveling and shifting, controlled as a function of the x, respectively y, deviations determined by the relative measurement bases. as shown in Figures 1 and 2.
  • the reference lines Ln and Lr forming the relative measurement base can also be arranged on the measurement carriages in a fixed manner and therefore independently of the receivers Rn and Rr, for example at the height of the central axis longitudinal of the front (point A) and rear (point C) measuring carriages or at the level of the guide rail.
  • the deviations x B respectively y which determine the channel corrections are determined, from the deviations x A and y A , by the ratios x A / x B and y A / y B which depend only on the known distances AC and AB.
  • These deviations x and y are given by the position of the receivers Rn and Rr on the basis of measurement relative to point A.
  • FIG. 4 schematically represents a section of the track and of the front measuring carriage at the level of the leveling receivers Rn and of shifting Rr showing their relative position, and in this precise case it has been assumed that the shifting receiver Rr is located on the central axis of the track while the leveling receiver Rn is located on the director rail which is generally the lowest track in a curve.
  • FIG 5 there is shown simultaneously, in perspective, the two systems and we see the horizontal beam Fn and vertical Fr as well as the two leveling receivers Rn which can move vertically and shifting Rr which can move horizontally.
  • the laser transmitter 1 is located on the axis of the track.
  • Figure 6 shows the shifting system in a curved section of channel 3 before the correction and, in phantom, the theoretical curve 4 ', known, having the radius R and defining the position in which the channel 3 should be corrected.
  • the theoretical curve 4 ' known, having the radius R and defining the position in which the channel 3 should be corrected.
  • Figure 6 only the guide rail of the track or the central axis of the track, and we have indicated only point A of the relative measurement base A, B, C ( Figure 2 ) by designating points A 0 , A 1 , A 2 ' A 3 , A at the different measurement points where the machine stops.
  • the differences between track 3 and the theoretical curve 4 ' are of course largely exaggerated in FIG. 6.
  • the transmitter 1 placed on the track in front of the machine emits a vertical beam Fr which cuts the curve of the track and forms therefore a secant.
  • the rope was chosen as the measurement interval in which the machine moves step by step towards the transmitter without having to change the position of the latter, and the measurement initial was carried out at the intersection of the beam with the director rail or track axis, in this way there were only the arrows of the sit rope, sweated on the same side of the rail.
  • the maximum rope was of course limited by the condition that the maximum deflection did not exceed the possible travel of the receiver on the machine.
  • a larger measurement interval G ′ is chosen, which exceeds the chord beyond the point of intersection of the beam with the director rail or axis of the track, up to point A which represents, in the example chosen, the place of initial measurement and correction.
  • the reference values of the arrows f 8 f 1 , ... f 4 have been indicated (distance between the theoretical curve 4 ′ and the beam Fr), which are calculated by a calculator UC (FIG. 8), the current values of the arrows fm 0 , fm 1 , ...
  • the machine with the shifting receiver Rr is therefore at point A o . More precisely, it is the front measuring carriage which is at point A 0 .
  • the current value of the arrow fm and therefore the difference fm o - f 0 y 0 are known from the last measurement in the preceding measurement interval and can be used to adjust the laser beam Fr; or, if the repair begins, the difference is measured there directly as the difference from the current position of the track and its desired position, defined, for example by a fixed mark or stake.
  • the machine follows the curve of track 3 and arrives successively after a distance traveled S1, S2, S3, S4 etc, at points A 1 , A 2 , A 3 , A 4 etc, while the shift receiver Rr follows the vertical beam Fr of the laser and therefore always moves automatically on its carriage to the point of impact with the beam Fr. This position of the receiver determines each time the current value of the arrow fm 1 , fm 2 , etc. .
  • the calculator UC calculates the setpoint value of the deflection in a known manner for the curves and all the connection curves, as a function of the geometric data, such as the radius R of the curve, the length G 'of the interval of chosen measurement, data for the variable radius of a connection curve which includes the length L of this curve, etc., and of the path traveled S, and compares it with the arrow measured, therefore the current value of this arrow. From the difference of the two values are calculated the corresponding deviations y, y 2 etc.
  • the set value of the arrow f is zero, because the receiver is precisely at the point of intersection between the theoretical curve 4 ′ and the beam Fr.
  • the current value of the arrow fm 2 is equal to the difference y 2 .
  • this arrow f is always known; it is constant in a curve with constant radius, and variable in a connection curve and calculated by a UR computer ( Figure 8) as a function of the path traveled.
  • FIG. 7 and of FIG. 8 shows the block diagram of control and command in a curve.
  • the arrows calculator UC in the absolute measurement base is arranged to calculate the setpoint values of the arrows f at each working place and to generate at its output a signal corresponding to the difference y at point A or y at point B.
  • Radius R of the curve of the channel concerned respectively the data for the variable radius of a connecting curve
  • the initial deviation y at the point A 0 measured in the track for example, with respect to a fixed mark or stake, and the length of the interval G '.
  • variable data are introduced: the path traveled S, measured by a unit of measurement UM; the current value of the deflection fm measured by the receiver Rr as well as the angle of superelevation measured in a known manner by a pendulum Pe.
  • the channels to be adjusted are always subject to superelevation faults and, therefore, it is essential to correct the deviation y A , respectively y B , as a function of the superelevation at the measurement points. This is done using a Pe pendulum, installed on the relative measurement base.
  • a reference line Lr adjustable independently of the position of the receiver Rr transversely by a motor Mf (FIGS. 8 and 9).
  • the difference y appears at point A corresponding to the difference fm - f o , corrected if necessary by a correction depending on the angle a.
  • This difference y controls the motor Mf which moves the reference line Lr to point A of this difference y A.
  • This corresponds to a deviation y at working point B, where a stop, or a reference element, is moved with the reference line Lr defining the desired position or set position of the clamps which correct the rails.
  • the computer UR calculates the deflection f of the relative measurement base from data S and R, respectively L and from the other data for the variable radius of a connection curve.
  • the calculator UR emits an output signal corresponding to this arrow f B which controls a second motor Mb (FIG. 8). This motor corrects the position of the abovementioned abutment with respect to the reference line Lr by a distance equal to f B , such that the abutment is now exactly on the theoretical curve 4 '.
  • the clamps which engage the rails are moved from the shift correction ⁇ B by a hydraulic drive engaged until the track is at the set position defined by the stop, therefore on the theoretical line 4 '.
  • the value ⁇ B is equal to the addition of the deviations y and yf B , yf B representing the distance between the current position of the uncorrected channel 3 and the uncorrected reference line L'r.
  • the output signal y B from the computer UC can be introduced into the computer UR which directly calculates the total displacement y + f B and gives a signal corresponding to the motor Mb.
  • the calculator UC it is also possible for the calculator UC to send a signal corresponding to the difference y A to the calculator UR which transforms it into a signal corresponding to the difference y B at point B. In this case, the calculator UC must not emit a signal y B.
  • the calculator UR gives a signal corresponding to f B to the calculator UC which emits a signal corresponding to the sum y B + f as a control signal to the motor Mb.
  • the hydraulic drive of the grippers is therefore indirectly controlled by the UC and UR computers.
  • a position detector is provided which determines at all times the current position of the clamps and therefore of channel 3 and sends a signal relating thereto for the UR computer.
  • This UR computer calculates not only the arrow f, but also from this arrow f and from the signal which represents the current position of channel 3, directly the difference yf B (FIG. 7).
  • the clamps are controlled directly by means of the output signal y B of the calculator UC and the output signal yf B of the calculator UR, or else from the signal corresponding to the sum y B + yf B of the UR computer without the need to use a stop or a movable reference element which determines the set position.
  • the block diagrams corresponding to this way of controlling the hydraulic drive of the grippers would correspond to FIGS. 8, 8a and 8b with the only modifications that the motor Mb shown would represent the hydraulic drive of the grippers and that the output signal corresponding to the arrow f should be replaced by the signal corresponding to the deviation yf B.
  • the unit EC shown in FIG. 8, 8a and 8b, which receives the signal y, will be explained during the description of FIG. 10.
  • FIG. 9 is illustrated a sectional view of the track and the front measuring carriage - seen from the front - at point A (FIG. 6) and, in dashed lines, at point A 3 , and this before correction.
  • the shifting receiver Rr is moved to the front end of the relative measurement base on the support 6 of the carriage.
  • measurement at a distance from the central axis La of the measuring device (therefore the central longitudinal axis of the measurement) equal to the value of the current deflection fm 0 , for example by means of a screw, driven by the motor M.
  • the vertical beam Fr is centered at the receiver Rr.
  • the front point AL of the reference line is moved to the support 7 of the measuring carriage by the motor Mf of the difference y, therefore of the difference fm 0 - f at the center of the theoretical path 4 ' 0 .
  • the receiver Rr has moved on the support 6 by the value of the measured arrow fm smaller than the theoretical arrow f. used to calculate the difference y 3 .
  • the front end AL of the relative base is moved on the support 7 of the measuring carriage at the center of the theoretical track 4 3 .
  • the path of the receiver Rr on its support 6 is shown during the measurements at points A and A.
  • the maximum width that the transverse support 6 can occupy is generally 3 meters.
  • the receivers Rr and Rn for shifting and leveling are placed directly on the measurement carriage 9 (FIG. 10) which defines point A of the relative measurement base, that is to say the correction values are calculated there and used directly for the correction of the track at point B.
  • This system has the disadvantage that the machine operator only knows the correction values when the track is moved and it may be that '' an obstacle prohibits any movement or prescribes a determined movement of the track over height B.
  • the shifting receivers and leveling Rr and Rn are placed on a special measuring carriage 10 at a distance b of 6 to 12 meters in front of the measuring carriage 9 defining point A.
  • This carriage 10 is, for example, connected to the front end of the machine by a coupling arm.
  • the effective shift value is stored in the calculation unit UC until the measuring carriage 9 arrives at the height of the measurement point A '.
  • These shifted values (and the leveling values) stored are in the example displayed on an EC display, indicated in FIGS. 8, 8a and 8b, such as a screen, a recorder or other means. This allows the machine operator to intervene 10 to 20 sleepers before the job is done to make any corrections. It is obvious that the leveling system will be designed in the same way.
  • FIG. 11 an arrangement as illustrated in FIG. 11 is proposed.
  • the receiver Rn for the horizontal beam is mounted on the underside of a transverse support 6 along which the receiver Rr for the vertical beam can move, for example on a screw driven by the motor Mr , to perform the shift measurement.
  • the assembly of this support 6 with the receiver Rr and the receiver Rn is mounted on its side on a vertical support 8 along which said assembly can move vertically, for example on screws, driven by the motor Mn, so that the receiver Rn can perform leveling measurement.
  • This makes it possible to use almost the entire distance to the transmitter, as illustrated in FIG. 11a, and therefore to increase the effective interval G '.
  • the receiver Rr which can of course also be fixed to the upper face of the support 6, always moves vertically with the receiver Rn and is only at a small constant vertical distance from it.
  • the invention is, of course, not limited to the embodiments described and many other variants could be envisaged.
  • the fact that the measurement interval G ′ can be chosen to be wider than hitherto also means that the distances between the fixed marks or stakes installed along the track and defining the theoretical route can be greater and therefore that the number of these benchmarks is reduced.

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  • Machines For Laying And Maintaining Railways (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
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EP85201055A 1985-07-02 1985-07-02 Verfahren zur Instandsetzung oder Verlegung eines Eisenbahngleises Expired EP0207197B1 (de)

Priority Applications (10)

Application Number Priority Date Filing Date Title
DE8585201055T DE3569137D1 (en) 1985-07-02 1985-07-02 Method for the renewing or laying of a railway track
AT85201055T ATE41796T1 (de) 1985-07-02 1985-07-02 Verfahren zur instandsetzung oder verlegung eines eisenbahngleises.
EP88108740A EP0293015B1 (de) 1985-07-02 1985-07-02 Steuervorrichtung für eine Eisenbahngleisnivellier- und -richtmaschine
EP85201055A EP0207197B1 (de) 1985-07-02 1985-07-02 Verfahren zur Instandsetzung oder Verlegung eines Eisenbahngleises
US06/876,844 US4724653A (en) 1985-07-02 1986-06-20 Process for repairing or laying a railroad track
ES556741A ES8801010A1 (es) 1985-07-02 1986-06-25 Procedimiento para la nivelacion y ripado de una via de ferrocarril.
DD86292008A DD248159A5 (de) 1985-07-02 1986-07-01 Verfahren und vorrichtung zur instandsetzung oder verlegung eines eisenbahngleises
AU59458/86A AU580429B2 (en) 1985-07-02 1986-07-01 Process for repairing or laying a railroad track
JP61154256A JPS6286201A (ja) 1985-07-02 1986-07-02 鉄道の軌道を修理又は敷設する方法並びに装置
AT88108740T ATE68027T1 (de) 1985-07-02 1988-06-01 Steuervorrichtung fuer eine eisenbahngleisnivellier- und -richtmaschine.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP85201055A EP0207197B1 (de) 1985-07-02 1985-07-02 Verfahren zur Instandsetzung oder Verlegung eines Eisenbahngleises

Related Child Applications (1)

Application Number Title Priority Date Filing Date
EP88108740.7 Division-Into 1985-07-02

Publications (2)

Publication Number Publication Date
EP0207197A1 true EP0207197A1 (de) 1987-01-07
EP0207197B1 EP0207197B1 (de) 1989-03-29

Family

ID=8194040

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85201055A Expired EP0207197B1 (de) 1985-07-02 1985-07-02 Verfahren zur Instandsetzung oder Verlegung eines Eisenbahngleises

Country Status (8)

Country Link
US (1) US4724653A (de)
EP (1) EP0207197B1 (de)
JP (1) JPS6286201A (de)
AT (1) ATE41796T1 (de)
AU (1) AU580429B2 (de)
DD (1) DD248159A5 (de)
DE (1) DE3569137D1 (de)
ES (1) ES8801010A1 (de)

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GB2452619A (en) * 2007-09-07 2009-03-11 Jarvis Plc Track adjustment
CN101113898B (zh) * 2007-07-24 2011-03-30 济南蓝动激光技术有限公司 铁路钢轨正矢测量仪
FR3035127A1 (fr) * 2015-04-16 2016-10-21 Synthaxes Ingenierie & Projets Procede de determination de ripages d'un rail d'une voie ferree
EP3205771A1 (de) * 2016-02-12 2017-08-16 LEYFA Measurement Verfahren zur bestimmung der verschiebungen einer schiene eines bahngleises im absoluten bereich

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FI80790C (fi) * 1988-02-22 1990-07-10 Matti Henttinen Foerfarande och anordning foer bestaemning av ett spaors laege.
US5012413A (en) * 1988-07-27 1991-04-30 Pandrol Jackson, Inc. Railroad track curve lining apparatus and method
JP2873010B2 (ja) * 1988-11-09 1999-03-24 株式会社熊谷組 直線レールの整列方法及び装置
US5930904A (en) * 1997-06-17 1999-08-03 Mualem; Charles Catenary system measurement apparatus and method
WO2006023804A2 (en) * 2004-08-20 2006-03-02 Loram Maintenance Of Way, Inc. Long rail pick-up and delivery system
ES2364635B8 (es) * 2011-03-24 2015-01-08 Tecsa Empresa Constructora, S.A Máquina automática de nivelación y alineación de vía ferroviaria en placa, previas al hormigonado.
CN104176090B (zh) * 2013-05-21 2017-02-15 中国铁建高新装备股份有限公司 基于激光开关的轨道检测仪
US10345099B2 (en) * 2015-03-18 2019-07-09 Focus Point Solutions Reference system for track alignment machines
US10407835B2 (en) * 2015-07-24 2019-09-10 Focus Point Solutions Projector for track alignment reference systems

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EP0090098A1 (de) * 1982-03-31 1983-10-05 Les Fils D'auguste Scheuchzer S.A. Vorrichtung zum Steuern einer Maschine zum Bau oder zur Instandsetzung eines Eisenbahngleises

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Publication number Priority date Publication date Assignee Title
DE2241366B2 (de) * 1971-10-08 1981-03-19 Franz Plasser Bahnbaumaschinen-Industriegesellschaft Mbh, Wien Einrichtung zur Feststellung der Abweichung der Lage eines Gleises von seiner Soll-Lage und Verfahren zur Feststellung der Abweichung
EP0090098A1 (de) * 1982-03-31 1983-10-05 Les Fils D'auguste Scheuchzer S.A. Vorrichtung zum Steuern einer Maschine zum Bau oder zur Instandsetzung eines Eisenbahngleises

Cited By (5)

* Cited by examiner, † Cited by third party
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CN101113898B (zh) * 2007-07-24 2011-03-30 济南蓝动激光技术有限公司 铁路钢轨正矢测量仪
GB2452619A (en) * 2007-09-07 2009-03-11 Jarvis Plc Track adjustment
FR3035127A1 (fr) * 2015-04-16 2016-10-21 Synthaxes Ingenierie & Projets Procede de determination de ripages d'un rail d'une voie ferree
EP3205771A1 (de) * 2016-02-12 2017-08-16 LEYFA Measurement Verfahren zur bestimmung der verschiebungen einer schiene eines bahngleises im absoluten bereich
FR3047814A1 (fr) * 2016-02-12 2017-08-18 Leyfa Measurement Procede de determination de ripages d'un rail d'une voie ferree en domaine absolu

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ATE41796T1 (de) 1989-04-15
DD248159A5 (de) 1987-07-29
EP0207197B1 (de) 1989-03-29
AU5945886A (en) 1987-01-08
ES8801010A1 (es) 1987-12-01
US4724653A (en) 1988-02-16
AU580429B2 (en) 1989-01-12
JPS6286201A (ja) 1987-04-20
DE3569137D1 (en) 1989-05-03
ES556741A0 (es) 1987-12-01

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