EP4179146B1 - Maschine und verfahren zum verdichten eines schotterbettes eines gleises - Google Patents

Maschine und verfahren zum verdichten eines schotterbettes eines gleises Download PDF

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Publication number
EP4179146B1
EP4179146B1 EP21732234.6A EP21732234A EP4179146B1 EP 4179146 B1 EP4179146 B1 EP 4179146B1 EP 21732234 A EP21732234 A EP 21732234A EP 4179146 B1 EP4179146 B1 EP 4179146B1
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EP
European Patent Office
Prior art keywords
rail
track
machine
force
load force
Prior art date
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Application number
EP21732234.6A
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German (de)
English (en)
French (fr)
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EP4179146A1 (de
Inventor
Florian Auer
Bernhard ANTONY
David BUCHBAUER
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.)
Plasser und Theurer Export Von Bahnbaumaschinen GmbH
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Plasser und Theurer Export Von Bahnbaumaschinen GmbH
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Publication of EP4179146A1 publication Critical patent/EP4179146A1/de
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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
    • 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
    • E01B27/20—Compacting the material of the track-carrying ballastway, e.g. by vibrating the track, by surface vibrators
    • 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
    • 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

Definitions

  • tracks with ballast bedding are processed using a tamping machine.
  • the position of the track grid stored in the ballast bed which consists of the sleepers and the rails attached to them using rail fasteners, is corrected.
  • the tamping machine travels along the track and lifts the track grid to an over-corrected target position using a lifting/straightening unit.
  • the new track position is fixed by tamping the track using a tamping unit.
  • a sufficient and, above all, uniform load-bearing capacity of the ballast bed is an essential basic requirement for the stability of the track position in rail operations.
  • a machine is used to stabilize the track after a tamping process.
  • DRS dynamic track stabilizer
  • the track is subjected to a static load and locally vibrated.
  • the vibration causes the grains in the grain structure to become mobile, to be shifted and to be stored more densely.
  • the ballast compaction achieved in this way increases the Load-bearing capacity of the track and anticipates operational track settlements.
  • the increase in transverse displacement resistance is also associated with compaction.
  • the invention is based on the object of improving a machine of the type mentioned at the outset so that weak points in the track are detected during a stabilization process. Furthermore, it is an object of the invention to specify a corresponding method.
  • the spreading drive and/or the clamping drives are designed to apply a predetermined variable horizontal load force to the rails, with a measuring device being arranged to record a rail head deflection and/or track width change caused by the variable load force.
  • a measuring device being arranged to record a rail head deflection and/or track width change caused by the variable load force.
  • a mechanical spreading force with a predetermined course is applied to the rails transversely to the longitudinal direction of the machine and the resulting change in rail head deflection or track width is measured.
  • the stabilization unit can be used to determine whether the track grid is inherently stable. No separate track locks are necessary for this test because the measurements are taken during the Maintenance measures are carried out using the stabilization unit.
  • the respective rail is clamped at the rail head between the flange rollers and the roller clamp.
  • the clamping force acting on the rails through the roller clamp is coordinated with the spreading force.
  • the spreading force and clamping force together result in the varied load force, which acts on the respective rail in addition to the dynamic impact force of the vibration drive.
  • changes in this load force are achieved by a varied spreading force and/or a varied clamping force.
  • the change in track width caused by a change in the load force subsequently provides information about the condition of the respective rail fastening.
  • a damaged or inadequately fixed rail fastening causes a greater change in track width when the horizontal load force changes.
  • the recorded change in track width can therefore serve as a parameter for the condition of the rail fastenings.
  • Loose rail fastenings occur, for example, due to excessive stress or damage as a result of incorrect processing. Wooden sleepers age due to bacterial infestation and weather-related influences, which can cause rail fastenings to loosen. A visual inspection is usually insufficient in this case.
  • control signals are stored in a control device for controlling the spreading drive and the clamping drives, which cause a periodically changed load force.
  • the periodic change in the load force takes place at a frequency that is significantly lower than a vibration frequency of the vibration drive.
  • the stabilization unit is usually operated with a vibration frequency between 30 Hz and 35 Hz.
  • the period of the variable load force is approximately 1 second, so that the frequency of 1 Hz is significantly lower than the vibration frequency. In this way, a disruptive influence of the vibration on the rail head deflection caused by the load force is avoided.
  • the measured deflection values or track width changes can be clearly assigned to the periodic, low-frequency course of the load force.
  • the measuring device is advantageously coupled to the axle of the flanged rollers.
  • the track width measurement is therefore carried out directly in the axis of the spreading force acting on the rails, which means that the direct connection between the spreading force and the track width is recorded.
  • the measuring device is coupled to an evaluation device, wherein the evaluation device is set up to evaluate a rail fastening on the basis of the detected rail head deflection and/or track width change.
  • the evaluation device enables an automated evaluation of the condition of the respective rail fastening.
  • the evaluation device is set up to evaluate rail head deflections and/or track gauge values recorded at a measuring point as a function of a course of changed load values in order to evaluate the condition of rail fastenings positioned in the area of the measuring point. In this way, value pairs of a force-displacement diagram are recorded and in order to derive a state variable of the respective rail fastening.
  • a further improvement provides for a position determination unit to be arranged for location-based recording of the rail head deflections and/or the track gauge change.
  • the location reference achieved in this way facilitates a comparison between the measurement results and the positions of the respective rail fastenings in the track being used.
  • Location-based recording is also advantageous for documentation purposes.
  • each stabilization unit comprises a measuring device for detecting a rail head deflection and/or track width change caused by the respective horizontal load force.
  • the stabilization unit with the flange rollers is first lowered onto the rails of the track.
  • the rails are subjected to a predetermined variable horizontal load force by means of the spreading drive and/or the clamping drives, with the measuring device recording a rail head deflection and/or change in the track width caused by the load force in order to draw conclusions about the condition of a rail fastening.
  • This additional use of the stabilization unit involves little effort. A compaction process that would otherwise be carried out is linked to the condition check of the rail fastenings.
  • the horizontal load force is periodically changed by means of a control device at a frequency that is lower than a vibration frequency of the vibration drive.
  • a periodic control signal of the Spreading drive and/or clamping drives are modulated onto the oscillation curve of the vibration drive at a low frequency (e.g. 1 Hz).
  • the periodically changing load force results from the spreading force of the flanged rollers and the clamping force of the roller clamp placed against the rails from the outside. This varied load force overlays the impact force acting on the rails, which is caused by the vibration drive. This is particularly useful when operating a single stabilization unit.
  • the rails are subjected to a first horizontal load force by means of the stabilization unit, and the rails are additionally subjected to a second horizontal load force by means of another stabilization unit.
  • both stabilization units are used to measure the track width depending on the respective load force.
  • the machine is moved continuously along the track.
  • the rails are subjected to different spreading forces in the area of the respective rail fastenings as they pass by and the effects on the track width are measured.
  • values of the rail head deflection and/or track width values recorded at a measuring point are evaluated together using the evaluation device as a function of different load force values.
  • pairs of values of a force-displacement diagram are compared in relation to one another. set to determine the condition of the respective rail fastening.
  • a further improvement provides for the position of the measuring device to be determined using a position determination unit in order to record rail head deflections and/or track width changes in a location-related manner.
  • the location-related nature of the results achieved in this way allows for easy subsequent assignment to the respective rail fastening.
  • the machine 1 shown is a so-called dynamic track stabilizer (DGS) with a machine frame 2 that can be moved on rail bogies 3 on a track 4.
  • the track 4 comprises a track grid 5, which consists of rails 6, rail fastenings 7 and Sleepers 8 and is supported in a ballast bed 9.
  • the machine 1 is generally used after a tamping process to anticipate settlement of the track grid 5.
  • the invention also relates to a combined tamping and stabilization machine (not shown) or another track construction machine equipped with a stabilization unit 10.
  • Two stabilization units 10 are attached one behind the other in the machine's longitudinal direction 11 to the machine frame 2 of the machine 1 shown.
  • the machine 1 also includes a travel drive 12 and a measuring system 13 for detecting the track position, as well as a cabin 14 for operating personnel.
  • the respective stabilization unit 10 can be lowered from an inoperative position onto the rails 6 using height adjustment drives 15.
  • Each stabilization unit 10 has a vibration drive 16. The vibration is usually generated by means of rotating unbalanced masses.
  • each stabilization unit 10 comprises an axle 17 with flanged rollers 18 aligned transversely to the machine's longitudinal direction 11. In the operating position, the stabilization unit 10 can be moved on the rails 6 by means of these flanged rollers 18.
  • a spreading drive 19 is arranged in the axle 17, by means of which the distance between the flanged rollers 18 can be changed.
  • Fig.2 shows the axle 17 with a left and a right flange roller 18 and the spreading drive 19.
  • the spreading drive 19 is designed to apply a predetermined spreading force Fs to the rails 6. Accordingly, the spreading drive 19 does not only serve to press the flange rollers 18 against the inside of the respective rail head without play. Rather, the spreading force Fs is specified with a specific value, which is then related to a measured track width s or track width difference ⁇ s. The respective rail 6 is subjected to the predetermined spreading force Fs from the inside.
  • the track width s or the track width difference ⁇ s is measured by means of a measuring device 20.
  • a measuring device 20 This includes, for example, an electromechanical displacement sensor which is coupled to the axle 17.
  • a first component of the sensor is connected to a shaft section that is mounted so that it can move in the axial direction and is connected to the left flange roller 18.
  • a second component of the sensor is connected to a shaft section of the right flange roller 18 that is mounted so that it can move. If the shaft sections are moved against each other by means of the spreading drive 19, the components of the sensor also move relative to each other, whereby a displacement path is measured. With the flange rollers 18 resting on the rail heads, this displacement path corresponds to the track width difference ⁇ s.
  • the stabilization unit 10 shown comprises a roller clamp 21 with clamping rollers 22, which can be positioned against the respective rail head from the outside.
  • the left clamping roller 22 is in the clamping position.
  • the right clamping roller 22 is shown in a free position. This position is also used when the stabilization unit 10 is in operation in order to avoid obstacles (e.g. lashed rail joints).
  • the clamping drives 23 exert a predetermined clamping force F K on the rails 6 via the clamping rollers 22, which counteracts the spreading force Fs.
  • the clamping drives 23 and the spreading drive 19 are coordinated with one another by means of a control device 24 such that a desired horizontal loading force F B acts on each rail 6.
  • the load force F B is periodically changed by means of the control device 24, as in Fig.3 shown.
  • the change in the load force F B follows a circular function.
  • the course of the track gauge change following the load course is evaluated.
  • a periodic control signal from the spreading drive 19 and/or the clamping drives 23 with a low frequency (e.g. 1 Hz) is modulated onto the oscillation course of the vibration drive.
  • a desired change in the load force F B occurs at each rail fastening 7.
  • the frequency of the changed load force F B is significantly lower than the vibration frequency, which is usually in the range of 30 Hz to 35 Hz . Mass inertia is negligible at this frequency value.
  • a loading force F B acting alternately outwards and inwards is also a useful variant.
  • the rail fastenings 7 on the outside and inside of the rail are stressed equally.
  • Fig.4 shows the forces and moments acting on the rail 6.
  • a cross-section of the rail 6 (rail profile) is shown, the rail foot of which is supported on an intermediate layer 25.
  • a transverse force Y and a vertical force Q are exerted on the rail head by means of the stabilization unit 10.
  • a load application height h is specified by the dimensions of the rail profile and is measured from the lower edge of the rail foot to the running edge (14 mm below the upper edge of the rail).
  • the transverse force Y leads to a bending moment in the rail (in relation to the rail foot plane), which creates a torsional moment in the longitudinal direction.
  • the torsional moment must be absorbed by several rail support points.
  • a reactive moment is developed on the rail foot due to the twisting of the rail 6.
  • the rail head deflects until an introduced moment Mt and a reactive moment M r are equal.
  • the forces or moments cause a rail head deflection ⁇ s L/R and a rail foot edge depression a.
  • an edge compressive stress ⁇ R is established in the intermediate layer 25.
  • the relationship between these quantities is shown for different hold-down forces F Skl1 , F Skl2 , F Skl3 in Fig.5
  • the diagram at the bottom right shows that with a constant applied moment M t 1 the Rail head deflection ⁇ s L/R1 , ⁇ s L/R2 , ⁇ s L/R3 increases with decreasing hold-down force F Skl3 , F Skl2 , F Skl1 .
  • the constant introduced moment M t 1 is due to a constant transverse force Y with an unchanged rail profile.
  • the diagram thus shows the relationship between the transverse force Y, the rail head deflection ⁇ s L/R or track width change and the hold-down force F Skl , the latter representing the condition of the rail fastening 7.
  • the forces acting on the stabilization unit 10 and on the rails 6 are calculated with reference to the Fig. 6 and 7 explained.
  • the load force F B and the impact force Fv of the vibration drive 16 are superimposed.
  • the resulting horizontal transverse force Y L , Y R acts on the respective rail 6.
  • the specified forces F K , F S and the recorded rail head deflection ⁇ s L or track width difference are fed to an evaluation device 26.
  • An algorithm for evaluating the condition of the respective rail fastening 7 is set up in the evaluation device 26.
  • the evaluation device 26 includes, for example, a radio module 27.
  • the current load application height h of the horizontal transverse force Y L , Y R is also supplied to the evaluation device 26 ( Fig.4 ).
  • the load application height h it is useful if the machine 1 includes sensors for automatically detecting the rail profile of the track 4 being traveled on.
  • the load application height h can be entered via an input device.
  • the frequency of the horizontal load force F B ( Fig.3 ) is adapted to the determined sleeper pitch and to a forward speed of the stabilization unit 10. The adaptation is carried out in such a way that the same loading force F B acts on each rail fastening 7.
  • the vertical force Q acting on the respective rail 6 is advantageously specified with a periodic course.
  • the height actuators 15 are controlled with a periodic control signal in order to move the stabilization unit 10 with a variable force against the Machine frame 2 to be supported.
  • the frequency of the horizontal load force F B is adapted to the course of the vertical force Q. In this way, different preload levels are taken into account when the intermediate layers 25 are pressed together.
  • the tilting spring effect of the respective rail fastening 7 (number of springs of the intermediate layer 25) can then be monitored.
  • the spreading force Fs applied to the respective rail 6 is greater than the clamping force F K acting from the outside. Accordingly, the resulting load force F B is directed outwards. This causes an increase in the track width s.
  • the change in track width exceeds a permissible level because the rail fastening 7 located at the measuring point is faulty.
  • the right-hand screw connection of the bracket resting on the rail foot is not tightened. This causes the rail 6 to twist outwards in the loaded area.
  • FIG.7 Examples of the individual forces F over time t are shown in Fig.7 shown.
  • different, constant loading forces F B0 , F B1 , F B2 are assumed in three time phases I, II, III.
  • the impact force Fv acts synchronously on both rails 6, the loading force F B pushes the rails apart or towards each other.
  • the impact force Fv results in an oscillation of the impacted track grid section in the transverse direction of the track.
  • the loading force F B acts within the track grid 5. This results in the rail head deflections ⁇ s L/R or the track width changes, the extent of which depends on the elastic behavior of the rails 6 and the condition of the rail fastenings 7.
  • a first phase I the loading force F B is zero.
  • the spreading force Fs and the clamping force F K are equal, so that the respective rail 6 is simply clamped without any transverse force effect.
  • the course of the impact force Fv is shown with a thin solid line.
  • the effect of the impact force Fv is evenly distributed between both rails 6.
  • half the impact force Fv acts on each rail 6 as the resulting transverse force Y L , Y R .
  • a changed spreading force Fs is specified, which results in a first load force F B1L , F B1R acting on the respective rail 6.
  • a changed clamping force F K can also be specified.
  • the specification of the resulting first load force F B1L , F B1R can also be useful in an equivalent manner. For example, the spreading force Fs and/or clamping force F K are changed in a control loop until the specified first load force F B1L , F B1R is established.
  • first loading force F B1L , F B1R acts outwards because the first spreading force F S1 is greater than the clamping force F K .
  • a left first loading force F B1L is directed against a right first loading force F B1R .
  • forces directed to the left are shown as positive and forces directed to the right are shown as negative.
  • the forces F B1L , Y 1L , acting on the left rail 6 are shown with dash-dotted lines and the forces F B1R , Y 1R , acting on the right rail 6 are shown with dashed lines.
  • the control device 24 specifies a second spreading force F S2 which is higher than the first spreading force F S1 .
  • the respective clamping force F K remains unchanged, so that the second loading force F B2L , F B2R acting on the respective rail 6 is also directed outwards.
  • the changed loading force F B2L , F B2R can also be specified by changing the associated clamping force F K.
  • the change in the track width s as a result of two different loading conditions can be detected using the different loading forces F B1L , F B1R , F B2L , F B2R .
  • the transverse force Y 1L , Y 2L acting on the left rail 6 is the total force of half the impact force Fv and the left loading force F B1L , F B2L .
  • the total force of half the impact force Fv and the opposing right loading force F B1R , F B2R acts on the right rail 6 as the transverse force Y 1R , Y 2R .
  • the two transverse forces Y 1L , Y 1R and Y 2L , Y 2R add up to the total impact force Fv, with the loading forces F B1L , F B1R and F B2L , F B2R canceling each other out in the track grid 5 and leading to a change in the track width s.
  • Fig.8 shows the dependence of the track width s on the spreading force Fs or on the resulting load force F B .
  • the measured track width s 0 remains unchanged because the spreading force Fs and the clamping force F K cancel each other out.
  • a first increased spreading force F S1 is specified, which results in the first load force F B1L , F B1R acting on the respective rail 6.
  • the resulting new track width s 1 or a first track width difference ⁇ s 1 is measured using the measuring device 20.
  • an increasingly increased second spreading force F S2 is specified. Due to the resulting increased load forces F B2L , F B2R, the track width s increases to a higher value s 2 and a second track width difference ⁇ s 2 results.
  • the machine 1 sensibly includes a position determination unit 28.
  • a GNSS module is arranged on the roof of the machine 1.
  • the position determination unit 28 can also be arranged directly on the stabilization unit 10 or on a rail chassis 3.
  • the measurement results of the measuring device 20 are displayed to an operator in the cabin 14 in real time.
  • the operator can react immediately and document a faulty rail fastening 7.
  • measurement data or evaluation data can be stored position-related. In this way, the states the rail fastenings 7 on the entire section of the track 4 traveled by the machine 1 are automatically documented. If necessary, the results are transmitted to a control center via a radio module 27 in order to organize the repair of faulty rail fastenings 7.
  • the machine 1 comprises two stabilization units 10 arranged one behind the other, as shown in Fig.1 and Fig.9
  • the respective stabilization unit 10 is operated with a predetermined spreading force Fs and has its own measuring device 20.
  • the spreading drives 19 of the respective front axle 17 are controlled by means of the associated control device 24.
  • a first spreading force F S1 is predetermined for the front stabilization unit 10, which causes a constant first loading force F B1L , F B1R .
  • a predetermined second spreading force F S2 of the rear stabilization unit 10 causes a constant second loading force F B2L , F B2R .
  • the two measuring devices 20 are used to carry out position-related measurements of the respective track width s 1 , s 2 .
  • the recorded track width values s 1 , s 2 are fed to the evaluation device 26 in order to determine a position-related characteristic value.
  • a meaningful indicator of the condition of the rail fastenings is the difference in the track widths s 1 , s 2 as a result of the different loading forces F B1L , F B1R , F B2L , F B2R .
  • Fig.8 the result of a measurement with intact rail fastenings 7 is shown with a dashed line.
  • the measured track widths s 1 , s 2 and track width differences ⁇ s 1 , ⁇ s 2 result from the normal elastic behavior of the track grid 5. If a rail fastening 7 is in a faulty state, the measured values for the track width s 1 ', s 2 ' and the track width differences ⁇ s 1 ', ⁇ s 2 ' (dash-dotted line in Fig.8 ).
  • the relationship between the measured values s 1 ', s 2 ', ⁇ s 1 ', ⁇ s 2 ' also differs from the result with intact rail fastenings 7. For example, with loose fastenings 7 the track width s increases even with a small increase in the spreading force Fs.
  • the measurement results thus provide a valid data basis for deriving parameters that are used to assess the condition of the respective rail fastening 7.
  • the track width difference ⁇ s 1 is evaluated compared to the normal track width s 0. If the rail fastening 7 is faulty, a higher track width difference ⁇ s 1 can be determined.
  • any appropriately adapted dynamic track stabilizer can be used to check the condition of the rail fastenings 7 directly on site.
  • the method is so precise that individual loose fastenings 7 are detected.
  • the additional information about the condition of the fastening means of the rails 6 increases safety when releasing the track 4 after repairs.
  • the present invention is therefore particularly advantageous when working on new track layers.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)
EP21732234.6A 2020-07-09 2021-06-09 Maschine und verfahren zum verdichten eines schotterbettes eines gleises Active EP4179146B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50591/2020A AT523949B1 (de) 2020-07-09 2020-07-09 Maschine und Verfahren zum Verdichten eines Schotterbettes eines Gleises
PCT/EP2021/065378 WO2022008151A1 (de) 2020-07-09 2021-06-09 Maschine und verfahren zum verdichten eines schotterbettes eines gleises

Publications (2)

Publication Number Publication Date
EP4179146A1 EP4179146A1 (de) 2023-05-17
EP4179146B1 true EP4179146B1 (de) 2024-05-29

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Application Number Title Priority Date Filing Date
EP21732234.6A Active EP4179146B1 (de) 2020-07-09 2021-06-09 Maschine und verfahren zum verdichten eines schotterbettes eines gleises

Country Status (9)

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EP (1) EP4179146B1 (ja)
JP (1) JP2023532795A (ja)
KR (1) KR20230037033A (ja)
CN (1) CN115812117A (ja)
AT (1) AT523949B1 (ja)
AU (1) AU2021305364A1 (ja)
BR (1) BR112023000410A2 (ja)
CA (1) CA3186164A1 (ja)
WO (1) WO2022008151A1 (ja)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE59403690D1 (de) 1993-03-17 1997-09-18 Plasser Bahnbaumasch Franz Maschine zum Verdichten der Schotterbettung eines Gleises
ATE184935T1 (de) * 1994-06-17 1999-10-15 Plasser Bahnbaumasch Franz Verfahren zur kontinuierlichen messung des querverschiebewiderstandes eines gleises
AT518373B1 (de) * 2016-02-24 2018-05-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Maschine mit Stabilisierungsaggregat und Messverfahren

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CA3186164A1 (en) 2022-01-13
KR20230037033A (ko) 2023-03-15
AU2021305364A1 (en) 2023-01-19
WO2022008151A1 (de) 2022-01-13
EP4179146A1 (de) 2023-05-17
AT523949A1 (de) 2022-01-15
AT523949B1 (de) 2022-03-15
CN115812117A (zh) 2023-03-17
JP2023532795A (ja) 2023-07-31
BR112023000410A2 (pt) 2023-01-31

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