EP2708648B1 - Dispositif destiné à la réalisation et/ou à la rénovation d'une voie ferrée - Google Patents

Dispositif destiné à la réalisation et/ou à la rénovation d'une voie ferrée Download PDF

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Publication number
EP2708648B1
EP2708648B1 EP13004242.7A EP13004242A EP2708648B1 EP 2708648 B1 EP2708648 B1 EP 2708648B1 EP 13004242 A EP13004242 A EP 13004242A EP 2708648 B1 EP2708648 B1 EP 2708648B1
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Prior art keywords
work
wagon
wagons
track
foundation
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EP13004242.7A
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German (de)
English (en)
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EP2708648A2 (fr
EP2708648A3 (fr
Inventor
Ralf Zuercher
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Zuercher Holding GmbH
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Zuercher Holding GmbH
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Priority to PL13004242T priority Critical patent/PL2708648T3/pl
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Publication of EP2708648A3 publication Critical patent/EP2708648A3/fr
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/02—Transporting, laying, removing, or renewing lengths of assembled track, assembled switches, or assembled crossings
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B27/00—Placing, renewing, working, cleaning, or taking-up the ballast, with or without concurrent work on the track; Devices therefor; Packing sleepers
    • E01B27/02—Placing the ballast; Making ballastway; Redistributing ballasting material; Machines or devices therefor; Levelling means

Definitions

  • the invention relates to a device for creating and / or refurbishing a railroad track consisting of a substructure and of a track.
  • railways consist of a substructure on which the track is located.
  • the substructure consists of several layers, in particular of a gravel layer (also called the tarpaulin protective layer) and of a gravel layer thereon.
  • the substructure can still have additional layers.
  • the track consists of the transverse sleepers on which the rails are fixed. After the creation of a railway line this must be rehabilitated from time to time. This concerns in particular the substructure with its substructure layers.
  • the DE 10 2010 045 068 B3 shows a rehabilitation process for the multi-layer substructure on railway lines using a head-work vehicle of the type specified.
  • This head-work car is an immediate part of the work train as such, ie the head-work car is coupled with the work car behind this work train. This also means that the head truck can be moved on the track.
  • an excavator arm for receiving the ballast is arranged, with which the ballast is fed to a mounting unit at the front end of the ballast paver, so that the ballast paver does not drive over the course protective layer, but on the finished ballast layer.
  • This device also comprises a ballast paver, in front of which a separate, decoupled, leading PSS finisher is arranged, in which the installation device for the substructure material is arranged with respect to the working direction behind the wheeled or crawler chassis.
  • the PSS finisher has a ballast conveyor extending from a front end receiving box rearward beyond the rear end. The ballast finisher and PSS finisher are moved forward a certain distance and at the same speed so that the discharge end of the conveyor belt is held above a receiving box of the ballast finisher.
  • ballast which is abandoned by a truck to the receiving box of the PSS finisher, be fed via the conveyor belt of the PSS finisher against the working direction of the receiving box of the ballast paver during the forward movement.
  • the object of the invention is to provide an improved device for creating and / or refurbishing a railway track consisting of a substructure and of a track.
  • a device using a continuously moving during work work train for creating and / or rehabilitation of a substructure and a track consisting of track created by means of which the installation (and possibly also the removal) of one or more sub-layers of the track substructure in connection with the simultaneous track installation in a continuous process in one working direction is possible.
  • the subgrade layers relate in particular to the gravel layer (protective layer) as well as the gravel layer above it.
  • further substructure layers can also be installed.
  • An inventive aspect is that the - first - work car is separate and decoupled in the head area of the work train with its paver with respect to the actual work train and - especially - does not drive on the substructure created by him.
  • the work car with the paver can have a wheel or a crawler chassis.
  • a device which is normally used for road construction is used as a paver for track construction.
  • the particular advantage of the device according to the invention is that the settlement of all stages of construction takes place in a continuous installation sequence. This applies both to the subgrade layers of the substructure (ie, in particular to the protective layer of course and gravel) and to the track thereon. The use of road-bound vehicles and different installation units is thereby avoided.
  • the device according to the invention with the work train according to the invention provides the installation of the substructure layers of the substructure and the installation of the tracks when building a new line or in a route rehabilitation in a continuous operation from a predetermined working direction.
  • a further advantage of the mechanical installation of substructure and track according to the invention in continuous and coherent work progress is the fulfillment of the latest guideline for the installation of the sub-base layers.
  • the newly installed gravel layers of the protective course layer and the gravel layers may not be used with wheel-ridden vehicles (trucks, excavators, etc.) after the rebuilding, in order to install the further gravel and gravel layers as well as the tracks for the final state. This is due to the fact that the substrate layers traveled with wheel-ridden vehicles would otherwise be destroyed or deformed during the application of the new layers.
  • the invention thus enables the objective of the new machine, the continuous installation of the required underground layers and the new track to be installed in sequence, without having to resort to wheel-tyred standard machines.
  • the work train according to the invention allows the installation of materials with high-quality, leading pavers, which automatically both the width and the height of the required sub-layers Install.
  • the minimum requirement for the work train is met, at least to install the ballast and the tracks from one working direction in a continuous process on new lines and rehabilitation lines one after the other.
  • the basic idea of the invention thus lies in the continuous stem of substructure layers (irrespective of the number of sub-base layers) and the simultaneous continuous laying of the track in one operation from one working direction by upstream, separately running or coupled paver for precise installation of different substructure layers at degraded or not existing track on an old or a new built substructure for a new track construction or for a track asset rehabilitation of any kind.
  • the work train draws on the combination of special conveyor belt conveyors using material handling silo wagons (so-called MFS wagons) as well as a special track laying module and the final use of special leading tampering equipment.
  • this creates the possibility of bulkhead installation with simultaneous track installation in a continuous mode of operation.
  • the ballast material is fed in the direction of the work train on the so-called MFS cars.
  • the material is conveyed through to the installation module with appropriate conveyor belt technology.
  • the ballast is fed into the leading high-performance paver (s) via corresponding conveyor belts.
  • the device for installing the tracks and the device or devices for installing the material layers for the substructure are each assigned to one or more work cars. This means that the corresponding work cars are specially designed for their respective tasks. These work cars can be coupled together according to their needs and then form components of the work train.
  • a plurality of devices may be provided in order to install different substructure layers. These are in particular the gravel layer (layer protection layer) and the gravel layer thereon. Other or further layers are conceivable.
  • the installation of these two (or even more) new layers and the new track is - as stated - according to the invention in a continuous process.
  • the corresponding materials (gravel, gravel, etc.) are conveyed forward by corresponding MFS carriages via corresponding conveyor belts and fed to the corresponding equipment or the corresponding work vehicle. It is only necessary to rank corresponding MFS cars for these additional materials in the sequence of machines or work cars.
  • the transfer of the second material flow within the overall machine series takes place via an optional intermediate transfer module on additional conveyor belts of the MFS cars.
  • the second work trolley can have, at the rear and in front, in each case a rail drive, and in addition a vertically movable crawler trolley in front.
  • the work train may have an intermediate car having longitudinal conveyor belts for transferring material.
  • these are installed as yokes for installation of the track.
  • the installation of the track can optionally be carried out with long rails in the track stem.
  • the rails are laid out by the machine of the work car and mounted under the machine with long rails in the course of the pre-construction work.
  • a development of the device according to the invention proposes for the Jocheinbauweise that stored in corresponding work cars sleepers and rails and these are assembled to yokes. Or alternatively, it is conceivable that already prefabricated yokes are stored on corresponding work car.
  • the conveyor belts are designed to be reversible for transporting the materials of the work car and the intermediate car.
  • These belts may be floor conveyors, roof conveyors, as well as end transfer belts and / or side auxiliary conveyors. These may for example also be designed in pairs as mutually parallel double or triple conveyor belts.
  • a development of the device according to the invention proposes that in addition to the at least one first work car with the installation devices for the underground layers an additional - fourth - work car is connected upstream, which can be abandoned materials removed from the substructure. From there, the materials are then transported to the back to corresponding MFS wagons and deposited there.
  • the first and fourth work car on conveyor belts which extend from a feed point for excavated materials of the substructure of the fourth work car to one of the conveyor belts of the second work vehicle, so that the removed materials of the substructure on conveyor belts of the second and the third work car to the rear one of the third work car can be transported, which has at least one processing device for excavated ballast and is queued before, between or behind the third work car for storing and transporting the components for the substructure.
  • This extended method thus not only allows the continuous installation of several substructure layers of a track substructure in connection with the simultaneous track installation in a continuous process, but also makes it possible in advance to expand the subgrade layers to be replaced.
  • this means that the gravel to be removed is removed during a track stretch rehabilitation of a corresponding expansion module and fed to a corresponding conveyor belt. Since the conveyor belts are formed reversible, each conveyor belt can transport the materials not only in the working direction, but also vice versa. In this second case thus the old ballast by means of an excavator or other equipment, such. As milling, chain conveyor, etc. on a hopper an intermediate machine with a corresponding work car or abandoned directly to the transporting conveyor belt to the rear.
  • the old gravel and possibly other sub-layers are conveyed through the machine series to the corresponding MFS wagons.
  • the old material can be loaded into these MFS carriages while the new material is being fed from the same or other MFS carriages in the direction of the installation unit.
  • a simultaneous removal and installation of soil layers is possible, according to the invention with simultaneous continuous installation of the track.
  • the excavated ballast can be worked up in appropriate work car with appropriate workup facilities.
  • the old gravel is thus initially expanded. Instead of the direct loading and removal of this old ballast this is processed in a ballast processing plant.
  • This work-up may involve different steps. For example, the gravel can be washed and sieved. But other treatment methods such as breaking or sharpening can be done here in appropriate modules.
  • the now reusable ballast is fed to the appropriate installation unit, in which the ballast is re-installed as recycling ballast.
  • the new gravel can be supplied to the recycling gravel.
  • the reusable fines of the ballast cleaning can optionally be fed to a further processing module in the machine series and mixed with the gravel for the formation protection layer for this undercoat layer.
  • additional soil improvement measures can be carried out.
  • soil improvers and additives By adding soil improvers and additives, a targeted formulation and grading curve in the area of the gravel and surface protection layers can be optionally produced and installed.
  • an increase in the use of the expansion materials is ensured by these optional expansion modules.
  • the entire machine can thus achieve a maximum utilization of all the expansion materials by expansion modules with flexible and the appropriate need equitable use. Only the pure waste materials have to be removed and disposed of. Only the modules with the corresponding work cars have to be cleaned, which correspond to the new construction and renovation requirements of the respective track construction line.
  • the above-mentioned waste materials are supplied in all stages of execution in the opposite direction to the MFS wagon for transport to the camp.
  • the work train can thus remove both the ballast masses, clean and reinstall.
  • the work train can install the tracks in the same continuous process in the working direction. Only the ranking of the machine components and additional use of an insertable cleaning module for the ballast is required for this purpose.
  • the at least one first work car which is a leading and decoupled paver, builds the material according to height and width on the gravel bed of the substructure continuously in the forward movement of the work train, depending on the installation speed of the track module.
  • the pavers can optimally incorporate width, height, inclination or other profiles (eg center deflection or flank profiles) automatically via a laser control.
  • the compression can also optionally via the pavers take place. An optional variable profiling of the surface of the ballast is also possible.
  • An optional intelligent coupling of the paver and the track installation module as well as the remaining, following machine technology can automate and combine all installation data. This relates to the control speed of the installation tiller and the track module and their successors in various variable dependencies, continue the tax rate of material supply of all machine groups and individual assemblies depending on the finishing speed or vice versa, continue the exact location and direction of the ballast bed depending on the track axis to be installed and track cant and finally the automatic alignment of the track depending on the construction of the ballast bed and gravel bed.
  • Conceivable further variants and options provide for the attachment of additional conveyor belts to the individual components. These correspond in terms of their operational function of the number of material layers and material flows, which are necessary for the creation or rehabilitation of the railway line.
  • Fig. 1a to 1c show a first variant of a work train for the creation or rehabilitation of a railway line.
  • the work train is shown one above the other in different sections.
  • the lowest representation in Fig. 1a shows the head area of the work train.
  • An enlarged detail of this head area shows Fig. 1b ,
  • the railway line basically consists of a substructure 1 consisting of a layer 2 of gravel (surface protection layer) and above a layer 3 of gravel. Then there is the track 4 of sleepers 5 with rails thereon 6.
  • a first work car 7 is provided in the head area of the work train (in the drawing on the right). This serves to install a layer of the substructure 1, in the present case, the layer 3 of gravel.
  • a second work car 8 This is used to install the tracks 4 in the form of track yokes.
  • third work car 9 close, which fulfill a variety of tasks.
  • these third work cars 9 are used to support the sleepers 5, rails 6 and possibly the yokes, furthermore the storage of the materials for the substructure 1, namely the gravel and the ballast.
  • the latter work cars are designed as so-called MFS cars.
  • intermediate cars 10 can still be provided, which serve to transfer the materials.
  • All work cars 7, 8, 9 and intermediate cars 10 are equipped with extending in the longitudinal direction conveyor belts 11.
  • These conveyor belts 11, which are designed to be reversible, can be floor conveyor belts, roof conveyor belts and end transfer belts. These conveyor belts 11 can be adjusted universally in terms of their settings and transport routes, so as to ensure optimum transport of the materials. Also, the conveyor belts 11 may be formed as parallel to each other double or triple conveyor belts. Also, lateral additional conveyor belts may be provided.
  • the operation is as follows:
  • the work train is in a continuous forward motion.
  • the first work car 7 at the front head end is used to install the ballast on the underlying layer 2 of gravel.
  • the ballast from the rear, third work car 9 is guided over the conveyor belts 11 forward, from the corresponding MFS car, through the corresponding work car with the tracks and the track components through to the second work car 8 for track installation ,
  • the ballast material is finally given to the first work car 7 and installed by this.
  • the second embodiment in Fig. 2a to 2c differs from the first embodiment in that two first work car 7 are provided.
  • the front first installation car 7 has the task of installing the layer 2 of gravel
  • the behind it located first work car 7 has the task to install the layer located above it 3 of gravel.
  • the variant of the Fig. 3a to 3c is based on the basic principle on the first design variant. The difference is that before the first work car 7 at the front head end still a fourth work car 12 is provided. Like the first work car 7 of the two first embodiment variants, this fourth work car 4 is also equipped with a wheeled or crawler undercarriage. This fourth work car 12 is used to hold the developed underground layer (in this case gravel) by means of an excavator 13. Other expansion devices instead of an excavator 13 such as a scraper conveyor are conceivable.
  • the basic principle is that the excavator 13 or another device removes the gravel of the substructure 1 and gives up the fourth work vehicle 12. From there, the ballast is transported backwards into the corresponding work car 9 by means of the conveyor belts 11. After removal, either new gravel or recycled gravel can then be reinstalled via the first work cart 7.
  • the non-inventive fourth embodiment of the Fig. 4a and 4b sees a ceremoniessarbeitswagen 14 on the one hand for the installation of Unterbau für and on the other hand for installation of the track 4 before. Specifically, this technically looks like that the head of this combination work cart 14 has a kind of slide, which levels the previously abandoned gravel.
  • the not according to the invention fifth variant in Fig. 5 is based on the fourth embodiment.
  • the sixth embodiment in Fig. 6 is based on the third embodiment, namely by the removed ballast is transported to the rear in one of the third work car 9.
  • These have processing facilities 15 for the excavated ballast, in which the old gravel can be washed, sieved, classified, broken, sharpened, etc. This recycled old ballast is then transported back to the first work car 7, where it is installed.
  • Fig. 7 shows the special second work car 8 for installation of the tracks 4. It is shown how the sleepers 5 and rails 6 mounted on corresponding third work car 9 and assembled to track yokes, which are then installed by means of a portal device of the second work car 8 on the ballast bed ,

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Claims (7)

  1. Dispositif pour la création et/ou l'assainissement d'une ligne ferroviaire constituée d'une infrastructure (1) ainsi que d'une voie ferrée (4) dans un mouvement avant continu, dans lequel le dispositif présente plusieurs wagons de travail différents pour le stockage, le transport ainsi que l'encastrement de composants pour l'infrastructure (1) et la voie ferrée (4), dans lequel les différents wagons de travail forment un train de travail qui présente dans la région de tête avant, vue dans la direction de mouvement, au moins un premier wagon de travail (7) avec au moins une installation pour l'encastrement de l'infrastructure (1), dans lequel l'au moins un premier wagon de travail (7) pour l'encastrement de l'infrastructure (1) par rapport aux wagons de travail du train de travail se trouvant derrière lui est un wagon finisseuse en tête, séparé ainsi que désaccouplé qui présente un mécanisme de roulement à roues ou chenilles derrière lequel, vu dans la direction de mouvement, l'au moins une installation pour l'encastrement de l'infrastructure (1) est disposée, et dans lequel le train de travail présente derrière l'au moins un premier wagon de travail (7) un deuxième wagon de travail (8) avec au moins une installation pour l'encastrement de la voie ferrée (4) et derrière le deuxième wagon de travail (8) une pluralité de troisièmes wagons de travail (9) qui se différencient en ce qui concerne leur fonction pour le stockage et le transport des composants pour l'infrastructure (1) et pour le stockage et l'assemblage des composants pour la voie ferrée (4),
    dans lequel les troisièmes wagons de travail (9) pour le stockage et l'assemblage des composants pour la voie ferrée (4) et les troisièmes wagons de travail (9) pour le stockage des composants pour l'infrastructure (1) se joignent les uns après les autres derrière le deuxième wagon de travail (8), vu dans la direction de mouvement,
    dans lequel tous les troisièmes wagons de travail (9) et le deuxième wagon de travail (8) présentent des bandes transporteuses (11) qui s'étendent en longueur le long des troisièmes wagons de travail (9) et du deuxième wagon de travail (8) jusqu'à une extrémité de déchargement au-dessus de l'au moins un premier wagon de travail (7) pour l'apport des composants pour l'infrastructure (1) de l'arrière par le ou les troisièmes wagons de travail (9) pour le stockage des composants pour l'infrastructure (1) en partant de l'avant vers l'au moins un premier wagon de travail (7), et
    dans lequel au moins une des installations d'encastrement pour la voie ferrée (4) est une installation de portique du deuxième wagon de travail (8) au moyen de laquelle des voies ferrées (4) constituées d'éléments de voie préfabriqués sont encastrées en service, lesquelles sont assemblées à partir de traverses (5) et de rails (6) sur des troisièmes wagons de travail (9), lesquels traverses (5) et rails (6) sont stockés sur les troisièmes wagons de travail (9).
  2. Dispositif selon la revendication 1,
    caractérisé en ce
    que le train de travail présente au moins deux premiers wagons de travail (7) parmi lesquels le wagon avant présente au moins une installation pour l'encastrement de gravillon à une couche d'infrastructure (2) se trouvant sous une couche (3) de ballast et le premier wagon de travail (7) disposé derrière lui présente au moins une installation pour l'encastrement de la couche de ballast (3), dans lequel les au moins deux premiers wagons de travail (7) présentent des bandes transporteuses (11) pour l'amenée correspondante du gravillon ainsi que du ballast par les troisièmes wagons de travail correspondants (9).
  3. Dispositif selon une des revendications précédentes,
    caractérisé en ce
    que le deuxième wagon de travail (8) présente du côté arrière et à l'avant à chaque fois un train de roulement ferroviaire et en plus à l'avant un mécanisme de roulement à chenilles pouvant être déplacé verticalement.
  4. Dispositif selon une des revendications 1 à 3,
    caractérisé en ce
    que le train de travail présente au moins entre les troisièmes wagons de travail (9) pour le stockage et l'assemblage des composants pour la voie ferrée (4) et les troisièmes wagons de travail (9) pour le stockage des composants pour l'infrastructure (1) un wagon intermédiaire (10) qui présente des bandes transporteuses (11) pour le transfert de matériau s'étendant dans la direction longitudinale.
  5. Dispositif selon la revendication 4,
    caractérisé en ce
    que les bandes transporteuses (11) des troisièmes wagons de travail (9), du deuxième wagon de travail (8) et du wagon intermédiaire (10) sont des bandes transporteuses au sol, bandes transporteuses de toit, bandes transporteuses de transfert terminales et/ou bandes transporteuses supplémentaires latérales réalisées de manière réversible, et/ou sont réalisées en tant que bandes transporteuses doubles ou triples s'étendant parallèlement les unes aux autres.
  6. Dispositif selon une des revendications précédentes,
    caractérisé en ce
    qu'au moins un quatrième wagon de travail (12) est monté en amont de l'au moins un premier wagon de travail (7) du train de travail avant la tête, dans lequel l'au moins un premier et le quatrième wagons de travail (7, 12) présentent des bandes transporteuses (11) qui s'étendent d'un point de départ pour des matériaux démontés de l'infrastructure du quatrième wagon de travail (12) jusqu'à une des bandes transporteuses (11) du deuxième wagon de travail (8) de sorte que les matériaux démontés de l'infrastructure peuvent être transportés par le biais de bandes transporteuses (11) du deuxième et des troisièmes wagons de travail (8,9) vers l'arrière vers un des troisièmes wagons de travail (9) qui présente au moins une installation de retraitement (15) pour du ballast démonté et qui est inséré avant, entre ou derrière les troisièmes wagons de travail (9) pour le stockage et le transport des composants pour l'infrastructure (1).
  7. Dispositif selon une des revendications précédentes,
    caractérisé en ce
    que l'au moins un premier wagon de travail (7) pour l'encastrement de l'infrastructure (1) qui est un wagon finisseuse en tête, séparé ainsi que désaccouplé,
    - présente une commande laser pour l'encastrement automatique d'une largeur, d'une hauteur, d'une inclinaison ou d'autres profils de l'infrastructure (1), et/ou
    - présente une installation pour la compression de l'infrastructure (1), et/ou
    - est accouplé en matière de commande au deuxième wagon de travail (8) et aux wagons de travail restants subséquents (9) pour l'automatisation et la combinaison de l'ensemble des données d'encastrement, comprenant une vitesse de commande de l'au moins un premier wagon de travail (7) et du deuxième wagon de travail (8) ainsi que des wagons de travail subséquents (9), une vitesse de commande de l'amenée de matériau de tous les groupes de machines et sous-groupes individuels en fonction de la vitesse de finisseuse ou inversement, une position et direction exactes du lit de ballast en fonction de l'axe de voie et du dévers de voie à encastrer ci-après ainsi qu'un alignement automatique de la voie ferrée en fonction de la création du lit de ballast et lit de gravillon.
EP13004242.7A 2012-09-12 2013-08-28 Dispositif destiné à la réalisation et/ou à la rénovation d'une voie ferrée Active EP2708648B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL13004242T PL2708648T3 (pl) 2012-09-12 2013-08-28 Urządzenie do budowy i/lub remontu linii kolejowej

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102012017997.9A DE102012017997A1 (de) 2012-09-12 2012-09-12 Verfahren zur Erstellung und/oder Sanierung einer Bahnstrecke

Publications (3)

Publication Number Publication Date
EP2708648A2 EP2708648A2 (fr) 2014-03-19
EP2708648A3 EP2708648A3 (fr) 2016-04-20
EP2708648B1 true EP2708648B1 (fr) 2019-07-03

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EP (1) EP2708648B1 (fr)
DE (1) DE102012017997A1 (fr)
DK (1) DK2708648T3 (fr)
PL (1) PL2708648T3 (fr)

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Publication number Priority date Publication date Assignee Title
AT516628B1 (de) * 2015-02-06 2016-07-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Verfahren zur Erneuerung eines Gleises
EP3636834B1 (fr) 2018-10-08 2021-06-30 Zürcher Holding GmbH Procédé de création d'une nouvelle piste pour une voie ferrée
CN109989407B (zh) * 2019-04-28 2024-02-13 新疆铁道勘察设计院有限公司 铁路新增二线台后路基桩管帷幕支护结构

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CH620005A5 (fr) * 1978-04-19 1980-10-31 Scheuchzer Auguste Les Fils D
FR2625519A1 (fr) * 1988-01-06 1989-07-07 France Littoral Sa Route Dispositif de regeneration des chaussees a chaud ou a froid et procede pour l'utilisation du dispositif
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PL2708648T3 (pl) 2019-12-31
EP2708648A2 (fr) 2014-03-19
DE102012017997A1 (de) 2014-04-10
DK2708648T3 (da) 2019-09-16
EP2708648A3 (fr) 2016-04-20

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