EP1361136B1 - Messverfahren zum Erfassen der Nachgiebigkeit eines Gleises und Fahrzeug zur Durchführung dieses Verfahrens - Google Patents
Messverfahren zum Erfassen der Nachgiebigkeit eines Gleises und Fahrzeug zur Durchführung dieses Verfahrens Download PDFInfo
- Publication number
- EP1361136B1 EP1361136B1 EP03000489A EP03000489A EP1361136B1 EP 1361136 B1 EP1361136 B1 EP 1361136B1 EP 03000489 A EP03000489 A EP 03000489A EP 03000489 A EP03000489 A EP 03000489A EP 1361136 B1 EP1361136 B1 EP 1361136B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- measuring
- vehicle
- track
- rails
- vertical
- 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.)
- Expired - Lifetime
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
- B61K9/08—Measuring installations for surveying permanent way
Definitions
- the invention relates to a measuring method and an arrangement for detecting the Compliance of a track. It is used for track diagnosis in Framework of track inspection or track measurement runs and creates in addition to an assessment of the geometrical track condition, also the requirements for a qualitative and quantitative assessment of the flexibility of the Track.
- the flexibility of a track is made up of the flexibility of everyone Components of the track construction together. This affects the upper and lower structure just like the underground. In addition to the rails, the Rail fastenings, intermediate layers, sleepers, the bedding and the level Proportions to compliance.
- the compliance may increase change over time. Slow and fast changes occur on. Slow changes can be caused in particular by aging processes caused on the components of the track construction, while rapid changes mainly due to changing climatic influences or arise from structural changes. There are also variations in the flexibility along the track, for example due to different Track construction technologies, or if different in the course of the route geological subsurface conditions occur. There are also inhomogeneities in compliance by local disturbances. This includes transitions, partial threshold hollow layers or a change from newly worked through to aged track sections and vice versa.
- a rail vehicle moving in the track is always two different types Subject to excitation mechanisms for the occurrence of dynamic forces between the wheels of the rail vehicle and the Track are responsible. On the one hand, there are suggestions from the course the track geometry itself including any track position errors. On the other hand these are suggestions due to the flexibility of the tracks and in particular the dynamic effects from different successive Resilience in the course of the track, which is considerable when there are major changes can even take on threatening proportions. In the course of measures to Track maintenance therefore depends on the detection of geometric track position errors also the course of the track compliance To determine measurements in order to take appropriate measures in a given To be able to guarantee or restore the tolerance range.
- the measuring chain consists of vector distance measuring systems which are the distance vectors from the platform to the mounting points of so-called measuring heads, which in turn record the vertical and horizontal distances to the rails close to the wheel contact point measure ..
- the measuring chain consists of vector distance measuring systems which are the distance vectors from the platform to the mounting points of so-called measuring heads, which in turn record the vertical and horizontal distances to the rails close to the wheel contact point measure ..
- DE 195 31 336 C2 comes for measurements in the vertical and the horizontal plane to apply the method of optical triangulation.
- To errors in the scanning measurements on the naturally curved and inclined surfaces of the rail heads due to translational movements to compensate for the rail vehicle also becomes an orthogonal optical one Tracking of the vertical as well as the horizontal measuring arrangement intended.
- a beam of light is used for vertical probing Rail in the horizontal direction depending on the output signal of the horizontal Measuring system and vice versa a light beam for horizontal probing in the vertical direction with the output signal of the vertical measuring system driven. This ensures that
- a Measuring frame used as a reference base to determine its position and a combination of its angle in an absolute coordinate system the differential working positioning system DGPS with an inertial navigation system INS uses. This results in accuracies in the millimeter range reached.
- Relative measurements of the rail heads in relation to the measuring platform are carried out by ultrasonic measuring heads. Orthogonal tracking the measuring heads to ensure straight-line probing traces Not.
- measuring vehicles with specially prepared axes. These are running axles under the measuring vehicle are usually arranged in the middle and are only guided in such a way, that they transmit very little loads to the rails. On the barrel axles there are measuring arrangements that those on the wheels of the correspond to the loaded wheel set. A disadvantage of this type of measuring vehicle however, that these require a greater manufacturing effort and due to their special design are also classified as special vehicles, whereby they are subject to special operational restrictions.
- the invention is therefore based on the object of a measuring method and an arrangement to create the flexibility of a track with which to create a complete continuous recording of the flexibility of tracks in common with measurements on the geometric track position with high measuring speed up to Maximum line speed can be carried out, with the necessary measuring systems are installed on measuring vehicles according to the standard design.
- This object is achieved in connection with the preamble of the main claim solved by measuring the vertical position from a first measuring system and the horizontal position of both rails of a track in the immediate vicinity of the Wheel contact points of a wheelset belonging to a measuring vehicle under load take place, for which measuring heads are used in vertical and horizontal arrangement, which are located on a measuring frame that is quasi-rigidly connected to the axle bearings is.
- a second measuring system preferably used in the middle of the measuring vehicle is located on a system carrier, which has mechanical compensation devices which has the vertically and horizontally arranged measuring heads installed there Translational and rotational movements of the vehicle frame while driving as well when moving the rails in arches in the opposite sense, always shifted so that a sufficiently constant distance to the rails is guaranteed.
- the vertical position and the horizontal position of the rails are on the second measuring system measured when the measuring vehicle continuously by half Length has moved, and the measuring heads then on the previously under load certain measuring point if the rails are lowered due to the Wandering and thus easing the load has declined locally.
- the object is further achieved according to the invention by using as a reference a gyro-stabilized inertial system in an absolute coordinate system is used, and the vertical and horizontal positions of the rails as a reference base using vectorial distance measurement and optical triangulation can be determined on the vertically and horizontally arranged measuring heads.
- the method enables the vertical position to be independent of each other and the horizontal position of the rails with and without load for the same
- the load settles in the vertical direction from a static part, which corresponds to the wheel load, as well as from a dynamic part.
- the load consists of one static component that corresponds to the form-fit of the wheel-rail contact surface and from a dynamic part of the horizontal force.
- Optical tracking devices are particularly useful for the application of the invention of the known type for the vertical and horizontal measuring heads provided. This is how the light beam is used for vertical probing of the rails in the horizontal direction depending on the output signal of the horizontal Measuring system and the light beam for horizontal probing of the rails in the vertical direction with the output signal of the vertical measuring system driven. As a result, the contact traces run for the vertical and for the horizontal measurements always straight.
- the invention further provides that the compensation devices on second measuring system, which is used to measure the rail positions without load, about mechanical devices for horizontal compensation and about mechanical Devices for vertical compensation on the measuring heads for measurement the vertical position and on the measuring heads for measuring the horizontal position and also have facilities for roll angle compensation.
- the particular advantage of the invention is that with its application the track compliance in the course of track inspection runs without gaps and is continuously recordable, and immediately with the assessment of the geometric Track position can go hand in hand.
- a high measuring speed up to Maximum line speed can be driven.
- a measuring vehicle 3 has a first measuring system 1 and a second measuring system 2.
- the vertical position z and the horizontal position y of rails 5 are measured from an inertial reference base 4 with the first measuring system 1 for each measuring point x 0 directly next to the wheel contact points of the two wheels of a wheel set 6.
- the first measuring system 1 is equipped with measuring heads 7 for measuring the vertical position z and the horizontal position y of the rails 5 of a track, which determine the real position of the rails 5 relative to the inertial reference base 4.
- the rails 5 Under the load introduced via the wheels 6, the rails 5 have vertical displacements in the form of depressions and horizontal displacements as a result of the form-locking engagement of the wheel-rail contact surface with respect to the unloaded sections of the track.
- the unloaded section In addition to the areas in front of and behind the measuring vehicle 3, the unloaded section also includes the area of the rails 5 approximately in the middle of the measuring vehicle 3.
- the second measuring system 2 which also has measuring heads 7 for measuring the vertical position z and the horizontal position y Rails 5 is provided, which determine the real position relative to the inertial reference base 4.
- the measurements of the vertical positions z and the horizontal positions y of the rails 5 are repeated when the measuring vehicle 3 has moved forward by half a vehicle length, as a result of which the second measuring system 2 in turn has reached the measuring point x 0 .
- the measurements for both rails 5 of the track give the size of the vertical position z load of the top edge of the rail below the wheel contact point. This wheel contact point corresponds to the measuring point x 0.
- the length difference ⁇ z is also related to the size of the load Q , which can be determined using known measuring methods, for example using a measuring wheel set. This results in a measure of the flexibility of the track N v - or its two rails 5 - in the vertical plane.
- N v ⁇ z Q
- the load Q is composed of a static wheel load Q 0 and a dynamic part Q dyn .
- Q Q 0 + Q dyn
- the load Q is always greater than zero and the quotient for the flexibility of the track N v is always defined.
- a corresponding analogous procedure is used for the detection and assessment of the horizontal compliance of the track, or of the rails 5.
- the size for the horizontal position y load of the rail flanks below the wheel contact point is obtained from the measurements for both rails 5 of the track and then the size for the horizontal position y no load for the same measurement point x 0 when the load has subsided again ,
- the difference between the two variables leads to a value for the length difference ⁇ z in the horizontal plane.
- ⁇ y y load - y no load
- the length difference ⁇ y is related to the size of the transverse load Y , which can also be determined with a known measuring wheel set, and thus gives a measure of the flexibility of the track N H - or its two rails 5 - in the horizontal plane.
- N H ⁇ y Y
- the shear load Y set in the horizontal plane is composed of a static component, the positive locking force Y F , and a dynamic component Y dyn .
- Y Y F + Y dyn
- FIG. 2 shows the arrangement of a first and a second measuring system 1 and 2 on a measuring vehicle 3.
- the measuring vehicle 3 has two bogies, each with two 6 wheelsets.
- Measuring heads 7 are assigned to the first measuring system 1 in such a way that that measurements of the vertical position z and the horizontal position y of the rails 5 in immediate Proximity to the wheels of the wheelset 6 are possible.
- the measuring heads 7 are according to of Figure 3 arranged on a measuring frame 14 which is with axle bearings 15 of the Wheelset 6 is in a quasi-rigid connection.
- the in a horizontal and in Measuring heads 7 arranged in a vertical plane are provided with distance sensors the measuring method of optical triangulation, with which in connection with the vector distance measuring systems 9 measurements of the relative positions of the rails 5 compared to the inertial reference base 4.
- the measuring system 1 also has tracking devices in the vertical and in the horizontal plane arranged measuring heads 7.
- the vertical measuring head 7 is always on a freely selectable but then a fixed contact line - for example the middle of the rail - the vertical Distance of the measuring head 7 detected from the rail 5, while the horizontal measuring measuring head 7 also on a freely selectable but then fixed Probe line - for example 14 mm below the top edge of the rail - the horizontal one Distance between the rail 5 and the measuring head 7 determined.
- the measuring heads 7 are shaped such that the measuring head 7 provided for measuring the vertical position z is always above the top edge of the rail 5 remains in position while the measuring head 7 for measuring the horizontal position y always in the wheel flange shadow running.
- the for measuring the vertical position z and the horizontal position y of the rail 5 relevant sizes are determined from the superposition of the Distance measurement values of the measuring heads 7 to the top edge of the rail respectively obtained to the rail flank with the length values by which the tracking devices 13 during the measurements from their neutral positions be deflected.
- the first measuring system 1 and the second measuring system 2 also have via light sources 8 and vector distance measuring systems 9, the Vector distance measuring systems 9 together with the inertial reference base 4 are located on a common measuring platform 10.
- Monitor displacement sensor 12 the distance between the measuring platform 10 and the vehicle frame 11, which determined, for example, as a result of vibrations of the measuring vehicle 3 Variations are subject.
- the second measuring system 2 is arranged approximately in the middle of the measuring vehicle 3. According to FIG. 4, it also has measuring heads 7 for the measurement the vertical position z and the horizontal position y of the rails 5.
- the essential The difference to the first measuring system 1 is now that the measuring heads 7 of the second measuring system 2 are not in the immediate vicinity a wheel set 6 are arranged, but freely along the rails 5 slide.
- the measuring heads 7 of the second measuring system 2 are not in the immediate vicinity a wheel set 6 are arranged, but freely along the rails 5 slide.
- reference base 4 in the vertical and horizontal planes these measuring heads 7 via distance sensors according to the optical measuring method Triangulation.
- the measuring heads 7 of the second measuring system 2 are not on a quasi-rigidly connected measuring frame 14 to the axle bearings 15 attached, but are located on a system carrier 16, which is movable is attached to the vehicle frame 11 with a cross member 19.
- This has Compensation devices 17 for those in the vertical and in the horizontal plane arranged measuring heads 7.
- the compensation devices 17 With the compensation devices 17 the translational movements of the vehicle frame 11 while driving and movements when migrating the rails 5 in arches and switches in opposite Sense always balanced so that a sufficiently constant distance in the vertical and horizontal plane arranged measuring heads 7 to the rails 5 guaranteed is.
- the compensation devices 17 are of the vertically measuring Measuring head 7 in the horizontal direction and from the horizontally measuring Measuring head 7 controlled in the vertical direction.
- the system carrier 16 also has a roll angle compensator 18, the rotational movements of the vehicle frame 11 compensates.
- the for the measurements of the vertical positions z and the horizontal positions y the Rails 5 relevant sizes are from the superposition of the determined measured distance values of the measuring heads 7 to the rail top edge or to the rail flank and those length values to the compensating devices 17 were moved out of their neutral position, in order to keep the contact tracks on the rail 5 constant.
Description
- Fig. 1
- das Messprinzip zur Messung der Nachgiebigkeit eines Gleises,
- Fig. 2
- eine schematische Anordnung des ersten und zweiten Messsystems auf einem Messfahrzeug in der Längsansicht,
- Fig. 3
- eine schematische Darstellung des ersten Messsystems zur Messung der Gleislage unter Last im Querschnitt und
- Fig. 4
- eine schematische Darstellung des zweiten Messsystems zur Messung der Gleislage ohne Last im Querschnitt.
- 1
- erstes Messsystem
- 2
- zweites Messsystem
- 3
- Messfahrzeug
- 4
- inertiale Bezugsbasis
- 5
- Schiene
- 6
- Radsatz
- 7
- Messkopf
- 8
- Lichtquellen
- 9
- Kamera
- 10
- Messplattform
- 11
- Fahrzeugrahmen
- 12
- Wegaufnehmer
- 13
- Nachführeinrichtung
- 14
- Messrahmen
- 15
- Achslager
- 16
- Systemträger
- 17
- Ausgleichseinrichtung
- 18
- Rollwinkelausgleicher
- 19
- Traverse
- x0
- Messpunkt
- zLast
- Vertikallage der Schienenoberkante unter Last
- zkeineLast
- Vertikallage der Schienenoberkante ohne Last
- Δz
- Längendifferenz in der vertikalen Ebene
- Q
- Last
- Q 0
- Radlast statisch
- Qdyn
- dynamischen Anteil der Radlast
- Nv
- Nachgiebigkeit des Gleises in der vertikalen Ebene
- yLast
- Horizontallage der Schienenflanken mit Querlast
- ykeineLast
- Horizontallage der Schienenflanken ohne Querlast
- Δz
- Längendifferenz in der horizontalen Ebene
- Y
- Querlast
- YF
- Formschlusskraft
- Ydyn
- dynamischer Anteil der Querlast
- NH
- Nachgiebigkeit des Gleises in der horizontalen Ebene
Claims (8)
- Messverfahren zum Erfassen der Nachgiebigkeit eines Gleises mit einem Messfahrzeug zum Ausführen kontinuierlicher Messungen unter Verwendung eines inertialen Messverfahrens zur Bestimmung der vertikalen und horizontalen Lage der Schienen des Gleises, dadurch gekennzeichnet, dass von einem ersten Messsystem (1) auf dem Messfahrzeug (3) an einem Messpunkt (x0) Messungen der Vertikallage sowie der Horizontallage der Schienen (5) beidseitig eines Gleises in unmittelbarer Nähe zu den Radaufstandspunkten eines zu dem Messfahrzeug (3) gehörenden Radsatzes (6) unter Last erfolgen, und dass für Messungen der Vertikallage und der Horizontallage der Schienen (5) ohne eine Last ein zweites Messsystem (2) vorzugsweise in der Mitte des Messfahrzeuges (3) verwendet wird, wobei die Messungen an dem Messpunkt (x0) mit dem zweiten Messsystem (2) dann erfolgen, wenn sich das Messfahrzeug (3) um eine halbe Länge vorwärts bewegt hat, und das zweite Messsystem (2) dann an dem vorher unter Last bestimmten Messpunkt (x0) angelangt ist, wenn dieser infolge des Abstandes zu den Radaufstandspunkten des Radsatzes (6) als lastfrei gilt.
- Messverfahren zum Erfassen der Nachgiebigkeit eines Gleises nach Anspruch 1, dadurch gekennzeichnet, dass das erste Messsystem (1) und das zweite Messsystem (2) eine gemeinsame inertiale Bezugsbasis (4) benutzen.
- Messverfahren zum Erfassen der Nachgiebigkeit eines Gleises nach Anspruch 1 und 2, dadurch gekennzeichnet, dass über Ausgleichseinrichtungen (17) an dem zweiten Messsystem (2) Translationsbewegungen eines Fahrzeugrahmens (11) während der Messfahrt sowie beim Auswandern der Schienen (5) in Bögen und Weichen in entgegengesetztem Sinn stets so ausgeglichen werden, dass ein für die Messung optimaler Abstand der Messköpfe (7) zu den Schienen (5) gewährleistet bleibt.
- Messverfahren zum Erfassen der Nachgiebigkeit eines Gleises nach den Ansprüchen 1 bis 3, dadurch gekennzeichnet, dass über einen Rollwinkelausgleicher (18) Übertragungen von Rollbewegungen des Fahrzeugrahmens (11) auf einen Systemträger (16) während der Messfahrt in entgegengesetztem Sinn ausgeglichen werden.
- Meßfahrzeug mit einer Anordnung zum Erfassen der Nachgiebigkeit eines Gleises zum Ausführen kontinuierlicher Messungen mit einer inertialen Bezugsbasis sowie mit Messköpfen in der Nähe der Schienen des Gleises zur Bestimmung der realen vertikalen und horizontalen Lage der Schienen gegenüber der inertialen Bezugsbasis, dadurch gekennzeichnet, dass auf dem Messfahrzeug (3) ein erstes Messsystem (1) für Messungen der Vertikallage sowie der Horizontallage der Schienen (5) unmittelbar an den Radaufstandspunkten eines zu dem Messfahrzeug (3) gehörenden Radsatzes (6) angeordnet ist, dass an diesem ersten Messsystem (1) Messköpfe (7) für eine vertikale Messebene zur Schienenoberkante und für eine horizontale Messebene zur Schienenflanke angeordnet sind, wobei diese Messköpfe (7) optische Nachführeinrichtungen (13) für die horizontale und für die vertikale Ebene aufweisen, und diese Anordnung an einem Messrahmen (14) befestigt ist, der quasistarr mit Achslagern (15) des Radsatzes (6) verbunden ist, und dass ein zweites Messsystem (2) vorzugsweise in der Mitte des Messfahrzeuges (3) für Messungen der Vertikallage sowie der Horizontallage der Schienen (5) angeordnet ist mit Messköpfen (7) für eine vertikale Messebene zur Schienenoberkante und für eine horizontale Messebene zur Schienenflanke, welche sich an einem Systemträger (16) befinden, der über mechanische Ausgleichseinrichtungen (17) für die horizontale und für die vertikale Ebene verfügt.
- Fahrzeug nach Anspruch 5, dadurch gekennzeichnet, dass der Systemträger (16) am zweiten Messsystem (2) einen Rollwinkelausgleicher (18) aufweist.
- Fahrzeug nach den Ansprüchen 5 und 6, dadurch gekennzeichnet, dass die jeweils für die Messungen der Vertikallage der Schienen (5) angeordneten Messköpfe (7) so geformt und geführt sind, dass sie sich stets berührungslos oberhalb der Schienenoberkante befinden, während die Messköpfe (7) für die Messung der Horizontallage so geformt und angeordnet sind, dass diese immer berührungslos im Spurkranzschatten eines Rades des Radsatzes (6) liegen.
- Fahrzeug nach den Ansprüchen 5 bis 7, dadurch gekennzeichnet, dass der Radsatz (6) zum Messen der Last ein Messradsatz ist.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10220175A DE10220175C1 (de) | 2002-05-06 | 2002-05-06 | Messverfahren und Anordnung zum Erfassen der Nachgiebigkeit eines Gleises |
DE10220175 | 2002-05-06 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1361136A1 EP1361136A1 (de) | 2003-11-12 |
EP1361136B1 true EP1361136B1 (de) | 2004-10-20 |
Family
ID=7714493
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP03000489A Expired - Lifetime EP1361136B1 (de) | 2002-05-06 | 2003-01-11 | Messverfahren zum Erfassen der Nachgiebigkeit eines Gleises und Fahrzeug zur Durchführung dieses Verfahrens |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1361136B1 (de) |
AT (1) | ATE280065T1 (de) |
DE (2) | DE10220175C1 (de) |
ES (1) | ES2225800T3 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN103754235A (zh) * | 2013-12-24 | 2014-04-30 | 湖北三江航天红峰控制有限公司 | 一种高铁测量用惯性定位定向装置及方法 |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB0410328D0 (en) * | 2004-05-08 | 2004-06-09 | Aea Technology Plc | Track monitoring |
DE102008062143B3 (de) * | 2008-12-16 | 2010-05-12 | Db Netz Ag | Verfahren zur Bestimmung der vertikalen Gleislage des schienengebundenen Eisenbahnverkehrs |
AT518579B1 (de) * | 2016-04-15 | 2019-03-15 | Plasser & Theurer Export Von Bahnbaumaschinen Gmbh | Verfahren und Messsystem zum Erfassen eines Festpunktes neben einem Gleis |
AT519575B1 (de) * | 2017-02-15 | 2018-08-15 | Plasser & Theurer Export Von Bahnbaumaschinen Gmbh | Gleismessfahrzeug und Verfahren zur Erfassung einer vertikalen Gleislage |
AT520526B1 (de) | 2018-02-02 | 2019-05-15 | Plasser & Theurer Export Von Bahnbaumaschinen Gmbh | Schienenfahrzeug und Verfahren zum Vermessen einer Gleisstrecke |
CN109910948B (zh) * | 2019-03-22 | 2020-05-05 | 北京锦鸿希电信息技术股份有限公司 | 轨道高低的检测方法及装置 |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CH653297A5 (en) * | 1981-05-25 | 1985-12-31 | Canron Inc Crissier | Track recording car |
DE3441092A1 (de) * | 1984-11-09 | 1986-05-22 | Hans-Jörg Dr. 8011 Zorneding Höhberger | Verfahren und vorrichtung zur kontinuierlichen messung von profilkurven und insbesondere von unebenheitskurven |
HU200432B (en) * | 1986-08-01 | 1990-06-28 | Magyar Allamvasutak | Measuring method and apparatus for qualifying the condition of railway tracks |
DE19531336C2 (de) * | 1994-09-17 | 1997-10-16 | Deutsche Bahn Ag | Meßvorrichtung zur berührungslosen Erfassung des Vertikal- und Horizontalabstands zwischen Fahrzeug und Schiene |
DE20021678U1 (de) * | 2000-12-21 | 2001-05-17 | Peter Meinke Comp Und Kommunik | Gleislagemeßsystem |
-
2002
- 2002-05-06 DE DE10220175A patent/DE10220175C1/de not_active Expired - Fee Related
-
2003
- 2003-01-11 AT AT03000489T patent/ATE280065T1/de not_active IP Right Cessation
- 2003-01-11 ES ES03000489T patent/ES2225800T3/es not_active Expired - Lifetime
- 2003-01-11 DE DE50300116T patent/DE50300116D1/de not_active Expired - Lifetime
- 2003-01-11 EP EP03000489A patent/EP1361136B1/de not_active Expired - Lifetime
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN103754235A (zh) * | 2013-12-24 | 2014-04-30 | 湖北三江航天红峰控制有限公司 | 一种高铁测量用惯性定位定向装置及方法 |
CN103754235B (zh) * | 2013-12-24 | 2016-04-13 | 湖北三江航天红峰控制有限公司 | 一种高铁测量用惯性定位定向装置及方法 |
Also Published As
Publication number | Publication date |
---|---|
EP1361136A1 (de) | 2003-11-12 |
ES2225800T3 (es) | 2005-03-16 |
DE50300116D1 (de) | 2004-11-25 |
ATE280065T1 (de) | 2004-11-15 |
DE10220175C1 (de) | 2003-04-17 |
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