EP2957674B1 - Procédé de réglage de voie ferrée destiné au fonctionnement d'une machine de voie pouvant se déplacer sur une installation de voie ferrée - Google Patents

Procédé de réglage de voie ferrée destiné au fonctionnement d'une machine de voie pouvant se déplacer sur une installation de voie ferrée Download PDF

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Publication number
EP2957674B1
EP2957674B1 EP14172959.0A EP14172959A EP2957674B1 EP 2957674 B1 EP2957674 B1 EP 2957674B1 EP 14172959 A EP14172959 A EP 14172959A EP 2957674 B1 EP2957674 B1 EP 2957674B1
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EP
European Patent Office
Prior art keywords
track
adjustment system
acceptance
track adjustment
lifting
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EP14172959.0A
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German (de)
English (en)
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EP2957674A1 (fr
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Bernhard Lichtberger
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HP3 Real GmbH
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HP3 Real GmbH
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Priority to EP14172959.0A priority Critical patent/EP2957674B1/fr
Priority to US14/741,898 priority patent/US9631325B2/en
Priority to JP2015122137A priority patent/JP6535230B2/ja
Priority to CN201510527914.8A priority patent/CN105200877B/zh
Publication of EP2957674A1 publication Critical patent/EP2957674A1/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
    • E01B27/00—Placing, renewing, working, cleaning, or taking-up the ballast, with or without concurrent work on the track; Devices therefor; Packing sleepers
    • E01B27/12—Packing sleepers, with or without concurrent work on the track; Compacting track-carrying ballast
    • E01B27/13—Packing sleepers, with or without concurrent work on the track
    • E01B27/16—Sleeper-tamping machines
    • E01B27/17—Sleeper-tamping machines combined with means for lifting, levelling or slewing the track

Definitions

  • the invention relates to a Gleisjustiersystem for operating a mobile on a track system upper construction machine, wherein the Gleisjustiersystem with computer-controlled lifting straightening devices for adjusting the track position, with a control measuring system for measuring the track position in the lifting straightening and with a tamping unit for compacting a ballast track the track system is equipped, wherein that the track adjustment system calculates the resulting from an acting on the track straightening force amount of the elastic recovery of the track grid and this elastic recovery at the target value Richtvorgabe taken into account that it is the track with the lifting straightening by the amount of elastic Springback beyond the desired position shifted.
  • Such a track adjustment system is from the AT 289 177 B known.
  • ballast has the task of deriving the wheel forces into the planum, the absorption of shear forces acting on the rail and the threshold and the discharge of surface water. Due to the effective wheel forces of the overlying trains irregular settlement in the ballast and shifts of the lateral position geometry of the track caused. The subsidence of the ballast bed causes errors in the longitudinal height, the elevation (in the arc), the twist, the track and the leveling. If certain comfort limits of these geometric parameters are exceeded, then maintenance work is planned and carried out. If, however, specified danger values are exceeded, the speed is reduced or the track is blocked and the correction of these so-called single faults is carried out immediately, depending on the size of the faults.
  • the correction and correction of these geometric track errors is usually carried out today with track-laying machines. So that the track after such track geometry improvement work can be released to the operation, the railway superstructure machine are usually equipped with so-called acceptance measurement systems and acceptance scrubber systems. Acceptance tolerances are specified for the quality of the track position after the improvement by overhead machinery or other methods. These represent the minimum requirements of the quality of the geometric improvements produced. These are evidenced by the acceptance measuring systems and acceptance recording systems.
  • the important parameters to be corrected and recorded are the distortion of the track, the longitudinal height of the track, the direction or lateral position of the track, the track width and the bank angle or elevation of the track.
  • a railway superstructure machine such as a tamping machine restores the track geometry, which was degraded by the load on the trains.
  • the track is lifted and directed by means of electrohydraulically controlled lifting straightening devices in the desired position.
  • the forces required for this depend on the size of the rails, the thresholds, the friction forces between sleepers and ballast bed, the effective length of the track exposed to the force and other factors.
  • the force is introduced via hydraulic cylinders, therefore, the forces acting on pressure measurements by means of pressure transducer could be measured. Of course, directly measuring force transmitters could be used.
  • a problem with the correction of the track position is that the track system has elastic components. Due to the acting force for correcting the track position, this results, for example, in the deflection (tilting) of the rail in the rail fastening, which depends on the straightening force and can be on the order of 2-6 mm. In addition, due to the manufacturing tolerances, the rail can slip laterally in the rail fastening with the rail foot, with the usual forces this movement is of the order of 1 mm. It is also known that a laterally shifted Track rust (due to the rail bending moments) elastic after straightening between 1-2mm spring back.
  • the track is raised and compacted with the tamping tools of the ballast under the sleepers to fix the track position, then already caused by the burden of the wheels of the track construction machine itself settlements.
  • the size of these settlements depends on the size of the elevation, the underlying ballast bed thickness (in the elevated track the ballast bed is thicker under the higher rail), the gravel condition (whether dirty or not), the ballast itself (intermeshability of grains, shape, material , Degree of soiling), the weather (moist bedding leads to larger subsidence) and the axle load. Since there is more gravel under the elevated rail in the track curve, this side is slightly more than the so-called reference strand. This results in observable camber and warp errors.
  • Warp errors are particularly significant because they are the critical size for derailments. Even with theoretically absolutely correct troubleshooting by the track-laying machine, remain back by the spring back of the rail and the track grate and settlements track errors. The lower the errors are after track processing, the lower the force interaction with the wheels of the trains rolling over them and the greater the durability of the track geometry reached. It is therefore desirable to bring the track geometry as possible to the target position, because it can save considerable costs and effort.
  • a track can be traveled with the existing measuring systems of the upper construction machine and the measured data can be stored. Improved smoothed track geometry curves can then be optimized from these measured data. By comparing these smoothed track geometry curves with the measured actual values, lifting and straightening correction values can be determined therefrom - which can then be used for controlling and guiding the machine after the calculation. It is also possible to adopt such correction values from other measuring and evaluation measuring systems. Another possibility is to take track geometry target data electronically.
  • an independent acceptance measuring device is usually provided behind the machine via a trailer.
  • the recorded measured quantities are largely the same measured variables as those of the control system of the track-laying machine, but based on other chord lengths. This data is printed, saved and / or displayed on a screen.
  • the invention is therefore the object of a track adjustment of the kind described in such a way that the residual error of the track position after straightening and lifting can be reduced.
  • the invention solves this problem in that the track adjustment system is equipped with a take-off measuring system for measuring the corrected track position and calculates from the difference between the desired position and the acceptance measurement with the acceptance measuring system a mean straightening error by which it is the track with the lifting
  • the springback of the rail can also be done by measurement, while the amount of springback is detected immediately after the removal of the straightening forces by the Richtwertgeber.
  • the resulting among other things by the springback of the rails and the track grid residual error of the track position after straightening should be kept as small as possible and ideally go to zero. This can be done on the one hand by a force measurement on the displacement cylinders (for example by pressure sensor) and the calculation or measurement of the expected elastic return spring paths.
  • the track is thus aimed at straightening beyond the subsequently Burtonfedernde extent and springs back after straightening in the desired position.
  • a mean straightening error is calculated from the difference between the desired position and the acceptance measurement with the acceptance measuring system, by which the track is additionally displaced with the lifting straightening devices in the sense of an approach to the desired position.
  • the mean value is calculated from the tendon measurements of a tendon transducer of the acceptance measuring system via a conversion by means of reconstruction methods (see, eg DE10337976 A ) and by taking into account the transfer function of the tendon system the actual residual error and from this the mean value is calculated. Both values are added to the standard value, which is specified by a control and control computer.
  • the track is slightly suppressed when judging by the track-laying machine, at the end of judging thus springs the track in the ideal case to the desired target position.
  • the resulting reduction of the rail excess is calculated and taken into account in the set point overshoot specification in such a way that the track is raised with the lifting straightening devices by the amount of the calculated settling above the desired position.
  • the Kochhöhungshiel can be compensated after the lifting of the track by the setting occurring during straightening and plugging the track. This is done in particular by calculating the expected settlement. Unequal settlements that occur immediately after a lift-stuffing process and that show up in a cant error can be measured by a direct measurement of this Automathöhungshous after switching off the lifting forces by the inclinometer.
  • a mean elevation error can be calculated by which the track is additionally displaced with the lifting straightening devices in the sense of approaching the desired position. With this mean value remaining settlement errors can be corrected. Both values, the overshoot error and the average overshoot error, are added to the overshoot error value given by the control and lead computer. Real is therefore raised the elevated rail track slightly higher, after the expected settlement, the track takes in the ideal case, the desired target overshoot.
  • the straightening force is preferably measured by means of the lifting straightening devices associated force sensors and / or pressure sensors. From the relevant measured values, the elastic springback of the track is subsequently calculated. The settlement of the increase in the rail track of a track is calculated, for example, from the altitude of the elevated train. The relevant mathematical relationships are explained in the description of the figures.
  • the control measuring system and the acceptance measuring system are particularly preferably associated with a common output device, in particular a monitor or data recorder, with which the measurement results are displayed.
  • a common output device in particular a monitor or data recorder
  • all relevant data can be displayed directly on an output device and monitored by a controller.
  • it can be displayed at the same time whether the required tolerances are maintained, for which purpose the correction values can be displayed in common output device.
  • the control measuring system and the acceptance measuring system is assigned a common computing device in which all data are combined and processed.
  • both the target specifications of the track geometry and the directional track geometry can be displayed in the acceptance chart. Not only does this design improve ergonomics and readability, but also the corrections and their effect on the quality of the generated track geometry can be tracked and controlled in the scripts on the screen.
  • the individual measuring data can be assigned directly clear position data, which ensures a neat documentation and individual positions can be found exactly for a rework or subsequent assessment.
  • the measured values of the control measuring system, the acceptance measuring system and / or the correction values can be transmitted to a computer via a radio transmission link.
  • the data can be transmitted, for example, to a data processing center and there is the possibility of central monitoring of work progress. Since the correction data in connection with this invention, as well as the other result data, are safety-relevant, as immediate as possible a delay-free transmission of this data to the railway manager is important.
  • the system is equipped with a wireless transmission device such as GSM or the like so that the data can be transmitted on demand.
  • This wireless connection is also transmitted by the railway database, data on the type of rail and the rail fastening and the thresholds, so that the size of the elastic deflection of the rail can be compensated properly by the straightening force.
  • the track system is monitored with at least one image recording device and if the data of the at least one image recording device are preferably transmitted via a radio link, in particular WLAN, to a computing device where the image data Measured values, correction values and possibly position data are assigned.
  • a radio link in particular WLAN
  • An indicative ICON is shown at the corresponding location on the monitor image of the acceptance test. If this is activated, the saved image appears on the screen.
  • Fig. 1 shows an upper construction machine 17, which has a tamping unit 24 consisting of a vibration drive 26, Beistellzylinder 25 which on guide columns 23 can be moved up and down, and tamping tools 23 has.
  • a tamping unit 24 consisting of a vibration drive 26, Beistellzylinder 25 which on guide columns 23 can be moved up and down, and tamping tools 23 has.
  • the stuffing tools 57 penetrate both sides of the thresholds in the ballast and compact it, so that the raised and directed track rust its position after stuffing and the right of way of the machine retains its position.
  • About the lifting cylinder 15 and the lifting rollers 16 which attack the rail head of the track grid is raised to the desired position.
  • the track straightening roller 14 of the track grid is brought into the straightening position.
  • a control measuring system for measuring the track position has a chord measuring system, a tensioned steel chord consisting of the sections a w and b w, and a directional measuring carriage 7 and a measuring transmitter via which the deflection of the steel chord is measured.
  • the acceptance measuring system has a trailing measuring chord consisting of sections a r and b r , which measures and records the track position achieved.
  • the acceptance measuring system is located under a trailer 18 which is connected via a drawbar 21 to the main engine and runs on the other side via a drive 20 on the track.
  • the main machine itself rests on the two bogies 19.
  • the working tendon is stretched between a front tensioning carriage 10 and a rear tensioning carriage 5.
  • Fig. 1 also shows the arrangement of a GPS antenna 48, a WLAN antenna 51 and a radio antenna 54 for wireless transmission of the data.
  • Fig. 2 shows in the upper part of the diagram schematically the two rails of the track system 1.
  • the front tensioning carriage 10, the directional measuring carriage 7 with Richtgeber, the rear tensioning carriage 5, the rear acceptance-RichtMesswagen 3 and the rear acceptance-tensioning carriage 2 located.
  • the straightening unit 14 is located which is to push the track with the aid of the straightening cylinder 9 in the desired position.
  • the pressures in the straightening cylinder 9, and thus the acting straightening force F are detected via pressure sensor 47 (p R pressure acting on the cylinder ring surface and p K pressure acting on the cylinder piston surface).
  • the position of the tamping units 6 is also indicated.
  • the schema acc. 2a is shown further simplified.
  • the presentation now only refers to the track axis.
  • the dashed line shows the location of the faulty track.
  • the diagram acc. Fig. 2b represents the effect intended by the invention.
  • the dashed line shows the straightening error before plugging.
  • the setpoint is set so that the track is suppressed by the measure ⁇ c w .
  • the track springs back by this amount and comes to rest in the intended zero position.
  • the tendency of any remaining small straightening error is detected by the decrease measurement 3 by the mean ⁇ c r .
  • X acc. Fig. 2c the conditions get out Fig. 2a shown enlarged.
  • the straight line 0 represents the position of the ideal track.
  • Fig. 3 shows an elevated track in cross section in a curve arc.
  • the ballast bedding 27, a threshold 26, the planum 28 are shown.
  • u stands for the superelevation of the track and ⁇ for the superelevation angle.
  • 25 is the rail elevated by u. The elevation is measured by means of pendulum sensor 24.
  • Fig. 4 shows in the upper part of the picture again schematically the two rails of the track system 1.
  • the actual elevation is detected by the pre-measuring pendulum 31.
  • the work pendulum 30 is mounted.
  • the take-off pendulum 29 is located on the acceptance measuring carriage 3.
  • the position of the rear bogie 19, which already exerts a force on the stuffed track which leads to a settlement, is also shown.
  • the track is lifted by two hydraulic cylinders (one for the left, one for the right). In this case, the elevated track 25 is raised by the elevation u over the reference track of the inside of the sheet.
  • Fig. 4a represents the course of the elevation u over the track.
  • u N denotes the desired elevation.
  • the dashed line shows the course 33 of the over-elevated rail with respect to the bow-inner rail before lifting.
  • ⁇ u w dot-dash line 32.
  • the track sits around Au r . This error is detected by the acceptance measurement record.
  • the diagram acc. Fig. 5 represents the relationship between straightening force F and springback of the track grid ⁇ c w .
  • E indicates the elastic spring-back curve of the curve, while P represents the plastic curve (permanent track displacement).
  • the amount of elastic return ⁇ c w can be calculated using this mathematical relationship.
  • the control scheme of a Gleisjustiersystem invention Fig. 7 The Recheneinrichung 48 combines acceptance and control computers and is enhanced by the functionality shown in the image. Via the monitor 39, the screen presentation of the geometry guide and the acceptance record are combined. The hydraulic pressures pK and pR are converted into the straightening force. About the relationship between force and springback (see Fig. 5 ) the return spring travel is calculated. The residual straightening error ⁇ c r, which is determined by the decrease measurement, is formed over a base length (of approx. 5-10 m) of the mean value of ⁇ c r and to the return spring path ⁇ c w added. This correction value is added to the predetermined reference value r w and output as a new target reference value r w 'from the computer to the controller.
  • the setting ⁇ u c depending on the lifting value ⁇ u w of the over-elevated rail becomes after the relationship after Fig. 6 calculated.
  • the mean ⁇ u r is formed over a base length (of approx. 5-10 m) and added thereto. This correction value is added to the predetermined superelevation value ⁇ u w and output to the controller as a new superelevation target value ⁇ u w '.
  • a wireless data transmission system with antenna 54 is connected to the combined computer, which allows the immediate transmission of the data.
  • 49 is a GPS receiver with antenna 56 which adds absolute coordinates to the typical sheet length data of the track geometry.
  • 50 is a WLAN device with antenna 51 which allows the data transmission from an image pickup device 52, a camera or the like.
  • Fig. 8 schematically shows a monitor screen 39 for the control and control computer of the stuffing machine gem.
  • the state of the art. 38 shows the kilometerage.
  • Column 34 shows the course of the nominal reference value.
  • Column 35 shows the progression of the longitudinal height setpoint.
  • Column 36 shows the course of the nominal overshoot and column 37 the course of the straightening correction value.
  • FIG. 9 schematically shows monitor screen 40 of the acceptance record gem. the state of the art. As can be seen in the picture, this shows the rotated x / y-axes in the usual versions on a separate monitor compared to the monitor display of the control and main computer display. 38 shows the kilometerage. Column 34 shows the course of the direction after processing. Column 35 shows the course of the longitudinal height after processing. Column 36 shows the course of the achieved elevation and column 37 the course of the remaining directional error.
  • FIG. 10 shows the combined data representation according to the invention with the same x / y-axis orientation in an image.
  • the screen can be continuously via a slider 47 in a control and Leitcomputer 2 39th and a decrease report 40 are divided.
  • the columns correspond to the columns as in 8 and 9 described.
  • the acceptance chart shows tolerances (43, 44, 45, 46) for the individual acceptance sizes.
  • the overshoot correction (dashed line) ⁇ u c + ⁇ u r can be found in the target overshoot record (column 36) of the control and host computer representation.
  • the remaining residual error ⁇ u r can be characterized in comparison with the acceptance chart.

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

Claims (11)

  1. Système d'ajustage de voie ferrée pour le fonctionnement d'une machine de superstructure de voie (17) se déplaçant sur un réseau de voie ferrée (1), dans lequel le système d'ajustage de voie ferrée est équipé d'une installation de levage et d'orientation, assistée par un calculateur, pour ajuster le dispositif de rails, d'une installation de mesure de direction pour mesurer la voie ferrée dans le secteur de levage et d'orientation (14) et d'une installation de bourrage de ballast pour densifier le ballast (24) de remblai de la voie ferrée du réseau, dans lequel le système d'ajustage de voie ferrée calcule la contrainte de l'effet ressort élastique de retour (Δcw), résultant de l'application d'une force de direction (F) et enregistre cet effet ressort (Δcw) et le prend en considération lors de la détermination des valeurs de consigne prédéterminées, de telle manière que la contrainte appliquée à la voie ferrée avec l'installation de levage et de direction est augmentée de la valeur de l'effet ressort élastique de rappel (Δcw), au-delà de la valeur de consigne (0), caractérisé en ce que le système d'ajustage de voie ferrée est équipé d'une installation de mesure d'usure pour mesurer les positions de rails corrigées et pour obtenir une erreur de position moyenne (Δcr) relative à la différence entre la valeur de consigne et la position mesurée, pour déplacer accessoirement la voie ferrée au moyen de l'installation de levage et de direction, afin de le rapprocher approximativement de sa position de consigne.
  2. Système d'ajustage de voie ferrée selon la revendication 1, caractérisé en ce que le système d'ajustage de voie ferrée calcule le tassement résultant (Δur) de la surélévation (Δuc) du réseau de voie ferrée et prend en compte l'information correspondant à la donnée relative à la surélévation de la valeur de consigne (Δuw'), de telle manière que le tassement calculé (Δuc) dépasse la valeur de consigne.
  3. Système d'ajustage de voie ferrée selon la revendication 2, caractérisé en ce que le système d'ajustage de voie ferrée calcule une erreur de levage moyenne (Δur) à partir de la différence entre la valeur de consigne et la valeur de mesure au moyen de l'installation de mesure, afin d'enregistrer en outre une approche approximative de la valeur de consigne au moyen de l'installation de levage et de direction.
  4. Système d'ajustage de voie ferrée selon la revendication 1, caractérisé en ce que le système d'ajustage de voie ferrée mesure la force directionnelle (F) au moyen de capteurs de force et/ou de capteurs de pression (pr, pk) et calcule, à partir de ces mesures, la force ressort de rappel élastique (Δrw) de la voie ferrée (1).
  5. Système d'ajustage de voie ferrée selon la revendication 2, caractérisé en ce que le système d'ajustage de voie ferrée calcule le tassement (Δur) de la surélévation du réseau d'une voie ferrée (1), par rapport à la position en hauteur du réseau surélevé (Δuw).
  6. Système d'ajustage de voie ferrée selon l'une des revendications 1 à 5, caractérisé en ce que l'installation de mesure de direction et l'installation de mesure d'usure comportent une installation commune d'affichage, en particulier un moniteur ou un afficheur de données pour représenter les données de mesures.
  7. Système d'ajustage de voie ferrée selon l'une des revendications 1 à 6, caractérisé en ce que l'installation de mesure de direction et l'installation de mesure d'usure comportent une unité de calcul commune (48).
  8. Système d'ajustage de voie ferrée selon l'une des revendications 6 ou 7, caractérisé en ce que les valeurs de corrections sont représentées dans une unité d'affichage commune.
  9. Système d'ajustage de voie ferrée selon l'une des revendications 1 à 8, caractérisé en ce que les valeurs de mesures de l'installation de mesure de direction et de l'installation de mesure d'usure sont transmises par une installation GPS (48, 49).
  10. Système d'ajustage de voie ferrée selon l'une des revendications 1 à 9, caractérisé en ce que le système d'ajustage de voie ferrée transmet les valeurs de mesures de l'installation de mesure de direction et de l'installation des données d'usure et/ou les valeurs des corrections à l'unité de calcul par l'intermédiaire de transmission radio (53, 54).
  11. Système d'ajustage de voie ferrée selon l'une des revendications 1 à 10, caractérisé en ce que le système d'ajustage de voie ferrée surveille le réseau de voie ferrée avec au moins un appareil de saisie d'images (52) et que les données dudit au moins un appareil de saisie d'images (52) transmet les données d'images par l'intermédiaire d'au moins un transmetteur radio (50, 51), en particulier WLAN, à l'unité de calcul, où les valeurs des données d'images, les valeurs des corrections et le cas échéant les données de position sont enregistrées.
EP14172959.0A 2014-06-18 2014-06-18 Procédé de réglage de voie ferrée destiné au fonctionnement d'une machine de voie pouvant se déplacer sur une installation de voie ferrée Active EP2957674B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP14172959.0A EP2957674B1 (fr) 2014-06-18 2014-06-18 Procédé de réglage de voie ferrée destiné au fonctionnement d'une machine de voie pouvant se déplacer sur une installation de voie ferrée
US14/741,898 US9631325B2 (en) 2014-06-18 2015-06-17 Apparatus for improving the track position by residual error compensation
JP2015122137A JP6535230B2 (ja) 2014-06-18 2015-06-17 鉄道軌道上で走行可能な保線用機械を駆動させるための軌道整正システム
CN201510527914.8A CN105200877B (zh) 2014-06-18 2015-06-18 轨道校准系统

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EP14172959.0A EP2957674B1 (fr) 2014-06-18 2014-06-18 Procédé de réglage de voie ferrée destiné au fonctionnement d'une machine de voie pouvant se déplacer sur une installation de voie ferrée

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EP2957674A1 EP2957674A1 (fr) 2015-12-23
EP2957674B1 true EP2957674B1 (fr) 2017-10-11

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EP (1) EP2957674B1 (fr)
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EP2957674B1 (fr) * 2014-06-18 2017-10-11 HP3 Real GmbH Procédé de réglage de voie ferrée destiné au fonctionnement d'une machine de voie pouvant se déplacer sur une installation de voie ferrée
AT516278B1 (de) * 2014-10-22 2016-04-15 System 7 Railsupport Gmbh Verfahren zur Messung und Darstellung der Gleisgeometrie einer Gleisanlage
AT516248B1 (de) * 2014-12-12 2016-04-15 System 7 Railsupport Gmbh Verfahren zur Kalibrierung einer Vorrichtung zum Vermessen von Gleisen
AT519003B1 (de) * 2016-12-19 2018-03-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Messvorrichtung und Verfahren zum Erfassen einer Gleisgeometrie
AT519218B1 (de) * 2017-02-06 2018-05-15 Hp3 Real Gmbh Verfahren zur Optimierung einer Gleislage
AT520559B1 (de) * 2017-10-03 2019-05-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Verfahren zum Betreiben einer schienengeführten Oberbaumaschine sowie Oberbaumaschine
AT520894B1 (de) 2018-01-22 2021-01-15 Hp3 Real Gmbh Verfahren zur Gleislageverbesserung durch eine gleisfahrbare Gleisstopfmaschine
AT521263B1 (de) * 2018-08-20 2019-12-15 Hp3 Real Gmbh Verfahren zur Einzelfehlerbehebung
AT521798B1 (de) 2018-10-24 2021-04-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Verfahren und Vorrichtung zum Verdichten eines Schotterbettes
AT521990B1 (de) 2018-12-27 2022-07-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Verfahren und Gleisbaumaschine zur Bearbeitung eines Schottergleises
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JP2016003561A (ja) 2016-01-12
CN105200877A (zh) 2015-12-30
US20150368865A1 (en) 2015-12-24
US9631325B2 (en) 2017-04-25
CN105200877B (zh) 2019-12-31
JP6535230B2 (ja) 2019-06-26
EP2957674A1 (fr) 2015-12-23

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