EP3841250B1 - Method for automatic correction of the position of a track - Google Patents
Method for automatic correction of the position of a track Download PDFInfo
- Publication number
- EP3841250B1 EP3841250B1 EP19756091.5A EP19756091A EP3841250B1 EP 3841250 B1 EP3841250 B1 EP 3841250B1 EP 19756091 A EP19756091 A EP 19756091A EP 3841250 B1 EP3841250 B1 EP 3841250B1
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- EP
- European Patent Office
- Prior art keywords
- track
- tamping
- individual
- rail
- correction
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- 238000012937 correction Methods 0.000 title claims description 26
- 238000000034 method Methods 0.000 title claims description 26
- 238000005259 measurement Methods 0.000 claims description 15
- 241001669679 Eleotris Species 0.000 claims description 11
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- 238000012360 testing method Methods 0.000 claims description 7
- 238000002292 fluorescence lifetime imaging microscopy Methods 0.000 claims 1
- 235000019589 hardness Nutrition 0.000 description 15
- 238000005056 compaction Methods 0.000 description 10
- 235000013339 cereals Nutrition 0.000 description 6
- 230000006641 stabilisation Effects 0.000 description 5
- 238000011105 stabilization Methods 0.000 description 5
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- 235000013312 flour Nutrition 0.000 description 1
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- 239000011435 rock Substances 0.000 description 1
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Images
Classifications
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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
-
- 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
- E01B29/04—Lifting or levelling of tracks
-
- 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
Definitions
- the invention relates to a method for automatically correcting the position of a track made up of rails and sleepers using a track tamping machine.
- Tamping units of track tamping machines use tamping tools to penetrate the ballast of a track bed in the area between two sleepers (intermediate compartment) in the area where the sleeper rests in the ballast under the rail and compact the ballast through dynamic vibration of the tamping picks between the opposing tamping picks that can be positioned opposite one another.
- rock flour collects (abrasion of the gravel grains under traffic load). This leads to, that there are different ballast conditions and stiffnesses from sleeper to sleeper. Depending on the stiffness of the ballast under the sleeper, there are different depressions under the wheel loads.
- the wheels react to this with wheel force fluctuations which, on the one hand, have a negative effect on the running behavior of the trains and, on the other hand, place high demands on the track and the vehicles. This increases wear on the wheels and undercarriage. It also leads to a rapid deterioration in the quality of the track geometry.
- a single fault is often triggered by a singular track discontinuity, such as an uneven rail joint or a hollow sleeper. Trains driving over this bump exert high dynamic forces. As a result, the ballast under these areas is subjected to high loads, breaks at the edges, rounds out, and the fines fill the cavities between the grains of ballast. The error not only increases, but also extends longitudinally because of the wheel-rail interaction. As a result of the excited car bodies (bending and rebounding stimulated by the track error), subsequent individual errors occur with a typically lower and decreasing error level.
- the left and right rails are only stuffed on the respective error length of the individual rail side. If these errors are significantly offset from one another in the longitudinal direction, a twisting error is introduced.
- the procedure begins with correcting the position by tamping the track at the determined starting point (at the high point) without lifting. It is known from investigations that even with tamping without lifting, a settlement of 5mm occurs under the tensile loads. This results according to the method EP1 028 193 B1 up to four consecutive twisting errors (calculated with the usual twisting basis of 3m) of up to 5mm each.
- the intervention threshold that requires a track correction is close to this value.
- the track geometry left behind would therefore already be borderline in terms of torsion.
- the beginning and the end of the stuffing is placed exactly on the high point.
- the high point of the track is formed by particularly solid sleepers. If these remain in their extremely firm support, then after tamping there is a sudden transition between hard (before the track defect) and soft (along the length of the track defect). This maintains the high dynamic wheel-rail interaction. The corrected error will quickly recur.
- Another disadvantage is that the use of multiple tamping or the choice of tamping parameters is left to the machine operator and he can proceed as he sees fit.
- the current ballast condition is not recorded and is not included in the planning of the design of the track target geometry.
- Tamping units with a fully hydraulic tamping drive are also known, which record the bed hardness by measuring the compaction force and the compaction path. By recording the hardness of the bedding and the compaction (compacting force) of the ballast achieved by the tamping, these provide information about the contamination of the ballast and the condition of the ballast. If, for example, only a low compaction force is measured when tamping (typically 10-30 kN compaction force, bed hardness ⁇ 150 Nm), then the ballast there is crushed and rounded. Sufficient interlocking of the gravel grains cannot be achieved. The stuffing will have no shelf life. The corrected individual error will develop again shortly (typically within 1-2 million Lto). Depending on the extent of the error, multiple stuffing is used according to the state of the art. For a track elevation of more than 40mm, e.g. double tamping or from 60mm three tampings on the same sleeper.
- WO2018082798 From the WO2018082798 (A1) a method for correcting vertical position errors of a track by means of a track tamping machine and a dynamic track stabilizer is known, starting from a detected actual track position a lift value is specified for a processed track section, with which the track is raised and tamped into a provisional lifted track layer and then lowered into a resulting final track layer by means of dynamic stabilization.
- a smoothed actual position is formed from a course of the actual track position and a lift value is specified for the processed track section as a function of the course of the actual track position with regard to the smoothed actual position.
- Another method for correcting the position of a track which consists of track sections arranged next to one another and branch tracks connecting them to one another, consists of EP 0 930 398 (A1 ) is known, with the track position correction being carried out with synchronous elevation and/or lateral displacement on the basis of track correction values determined from the desired and actual position.
- the invention is therefore based on the object of specifying a method for correcting the track geometry of extreme longitudinal height individual errors which significantly increases the durability of the track geometry of the corrected individual errors compared to the previously known methods and offers the possibility of predicting the durability through objective measurement.
- the amplitude and phase-accurate, non-distorted height profile of the left and right rails, the directional error and superelevation are measured using an inertial measurement system or a north-based navigation measurement system.
- the method can be extended by test tamping to determine the bedding hardness with the tamping unit.
- test tamping e.g. after measuring the track geometry, a test tamping without lifting is carried out in the now known error area to determine the hardness of the ballast bed and the compaction force and thus the condition of the ballast.
- the track can then be lifted to achieve better durability.
- the worn ballast can be removed if necessary with the machines carried along and replaced with new ones in order to be able to rule out a recurrence of the fault in the track.
- the condition of the ballast (bed hardness, compaction force) can be measured and recorded at each sleeper during the track geometry correction. These values can be used to make a prediction about the durability of the track geometry in the area where the individual error has been rectified. This measurement data can then be used to plan the replacement of ballast under sleepers with worn ballast, so that when the individual faults are rectified in the foreseeable short future, this can be done permanently.
- the directional error and the cant can be corrected at the same time.
- the directional error is derived analogously from the IMU measurements and the resulting correction values are specified for the machine control system.
- the superelevation is included in the calculation of the reference heights of the two rails.
- the main advantages of the method according to the invention lie in the precise phase and amplitude-accurate detection of the individual errors, an equalization of the vertical stiffness, an increase in the durability of the track geometry of the individual error that has been corrected and a quality verification using the bedding hardness and the compaction force for the individual sleepers to be processed and based on this Statements about the expected durability of the track error correction.
- a low bedding hardness (W ... soft, N ... normal, H ... hard) is an indication of destroyed ballast and greatly reduced durability of the tamping.
- FIG. 1 shows a single error tamping machine 2.
- the working direction is indicated with W.
- the track is lifted into the desired position and straightened by means of lifting drives 3 and directional drives 4 via a lifting and straightening device 13 .
- With the tamping unit 7 and the tamping tools 8, 15 which dip into the ballast and compact the ballast under the sleepers 9, the track position is corrected.
- the machine 2 is supplied with energy by a drive motor 5 during working and driving.
- Machine 2 is designed in such a way that it can also correct individual errors in points.
- the machine is equipped with swiveling tamping picks 8, 15, split-head tamping units 7 and a rotary device 6 for the tamping units 7.
- the machine 2 can be moved on the track 16 via bogies 12 .
- the rails 16 rest on the sleepers 9 which are in the ballast bed.
- the machine's own control and regulation system consists of the two measurement carriages 10 and the rear IMU measurement carriage 11.
- the machine control and measurement system is usually designed as a chord measurement system.
- a chord runs centrally for the straightening position and two further chords are guided over the rails 16 for the longitudinal vertical position.
- the sensors for recording the longitudinal heights and the direction are located on the middle measuring carriage 10.
- the rear measuring carriage 11 is designed in such a way that an inertial unit built on it or a north-based navigation system can record the longitudinal height of both rails, the alignment and the transverse height depending on the path.
- the distance s is recorded by an odometer during the measurement run.
- the measured values are recorded, displayed and stored equidistantly on an on-board computer with a display 18 .
- the vehicle has two cabs 17.
- F Lim is a limit that an error must fall below in order to be treated as an individual error to be eliminated.
- a simple mathematical way of determining the size of the individual errors and the high points is to look for the maxima (MAX) and minima (MIN).
- MAX maxima
- MIN minima
- the typical length of a pronounced single fault L type is between 12-15 m. If there are other faults in the vicinity of the first detected single fault that fall below the limit value F Lim (MIN 1 , MIN 2 , MIN 3 ), then these are only taken into account if they are within a maximum length s max (e.g. typically 35-40m). This is to avoid having to work through entire sections of the route instead of eliminating the dangerous individual errors.
- the aim of the invention is the automatic computer-aided definition of the faulty stuffing area and the justification parameters.
- Mechanized individual error correction only takes place in the case of dangerous individual errors which, if not corrected, would lead to a track closure or a slow-moving section. Since these are to be fixed as quickly as possible, working through longer sections would be inefficient.
- F Lim is set in such a way that individual errors that are almost of the same order of magnitude as the actual triggering individual error are also corrected. This is efficient because otherwise these errors would develop into a critical error in the near future.
- H(n) gives the lift value at threshold n.
- the dashed line connecting the maxima is the reference height line of the left rail to which the rail is brought by the correction.
- the tamping starts N sleepers (typically 6) before the high point MAX 1 and ends M sleepers (typically 6) after the last high point MAX 3 . Since the track error with the minimum MIN 4 is above the error limit F Lim (i.e. smaller), it is not taken into account for the correction and remains uncorrected on the track.
- S marks the starting point of darning and E marks the end. The machine operator can carry out the precise positioning at the starting point S using the graphic display on the master computer 18 .
- FIG. 3 shows the individual error curve F Li of the left rail as an example at the top and the individual error curve F Re of the right rail at the bottom.
- the right rail shows an increasing superelevation u(x).
- the single error is therefore in a transition curve.
- the individual errors regarding the start and end points are first treated separately for both rails.
- the reference line REF Li results for the left rail and the reference line REF Re which rises according to the bank ramp u(s) for the right banked rail. Since there is a settlement of 5mm after tamping even without lifting, the individual defects on the left and right are lifted separately according to height, but both sides are always tamped at the same time.
- the settlement then takes place evenly on both sides of the rail, so there is no twisting error.
- the longitudinal height error detected first in the longitudinal direction and to be corrected is taken as the starting point S and the last error is taken as the end point E longitudinal height errors detected and to be corrected.
- the difference in elevation over the typical base length B of the twisting of 3m is calculated.
- the reason for this is that the tamping tools 8, 15 take up space and displace part of the ballast simply by the picks plunging into the ballast. This corresponds to a loosening of the ballast in the area of the sleepers, which then begins to settle under the traffic load.
- figure 5 shows the course of a single error g (line with dots) as an example.
- the reference line for the height of the rail is now not a straight line running between the maxima but a curved line (line with rhombuses).
- the track settles under the train load and, after complete stabilization, assumes the reference contour line (line with triangles).
- the lift value H' is built up via a ramp (length typically 3m, for example). Since the lifting values are initially zero or very small, the track settles below the zero reference line. This corresponds to a small residual longitudinal height error at the beginning and end, which cannot be avoided but can be neglected in practice.
- the elevation ü, the settlement s and the track position I after stabilization are shown.
- FIG. 6 shows as an example the course of the individual error e from the previous diagram (line with circles).
- the bedding hardness b which is determined with the fully hydraulic tamping unit during tamping, is entered in the diagram.
- the bedding hardness in the marked area W is low.
- the cause is crushed, rounded gravel that can no longer be sufficiently compacted (interlocked). If there is no ballast exchange before working through, then this area should definitely be lifted so that a longer one can be achieved
- Durability of the track position results.
- the area N of the track fault on the other hand, there are good, normal bedding hardnesses.
- a durable stuffing can be expected here.
- the infrastructure manager should exchange the ballast in the marked area of the sleepers W for new usable ones.
- the bedding hardness or the achievable compaction force can be measured by means of test tamping (at least one in the areas of the greatest elevation, i.e. in the example at threshold 17 and threshold 32).
- the test sleeper is tamped without lifting and the bedding hardness and the compaction force as well as the auxiliary distance (moved distance of the tamping pick 8.15) are determined. Based on the known conditions, the track can be lifted. If there is a machine with which ballast can be exchanged in advance, this will be carried out before the tamping operation. After the ballast exchange, a new measurement run must be carried out to plan the elimination of individual errors.
- the track position can be artificially stabilized (settlement) by a dynamic track stabilizer. Stabilization with the dynamic track stabilizer reduces and smoothes out some of the values that are raised by the track stabilizer. These settlements would take place without the use of the track stabilizer by the loading trains (the track stabilizer effect corresponds to approx. 150,000 Lto equivalent train traffic).
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- Structural Engineering (AREA)
- Machines For Laying And Maintaining Railways (AREA)
Description
Die Erfindung bezieht sich auf ein Verfahren zur automatischen Lagekorrektur eines aus Schienen und Schwellen gebildeten Gleises mit einer Gleisstopfmaschine.The invention relates to a method for automatically correcting the position of a track made up of rails and sleepers using a track tamping machine.
Aus der
Stopfaggregate von Gleisstopfmaschinen penetrieren mit Stopfwerkzeugen den Schotter eines Gleisbettes im Bereich zwischen zwei Schwellen (Zwischenfach) im Bereich des Auflagers der Schwelle im Schotter unter der Schiene und verdichten den Schotter durch eine dynamische Vibration der Stopfpickel zwischen den zueinander beistellbaren gegenüberliegenden Stopfpickeln. Je gleichmäßiger ein Gleis von Schwelle zu Schwelle verdichtet wird, um so haltbarer ist die erzielte geometrische Gleislage nach der Instandhaltungsarbeit. Bei langer Gebrauchsdauer des Schotters (lange Liegezeiten typischerweise mehr als 10 Jahre) ist der Schotter in der Regel stark verunreinigt und abgenutzt. Zum einen brechen die Schotterkörner an den Kornspitzen ab und die abgebrochenen Teile liegen dann zwischen den Schotterkörnern. Dazwischen sammelt sich Gesteinsmehl (Abrieb der Schotterkörner unter Verkehrslast). Dies führt dazu, dass von Schwelle zu Schwelle unterschiedliche Schotterverhältnisse und Steifigkeiten vorliegen. Unter den Radlasten kommt es je nach Steifigkeit des Schotters unter der Schwelle zu unterschiedlichen Einsenkungen. Die Räder reagieren darauf mit Radkraftschwankungen die einerseits das Laufverhalten der Züge negativ beeinflussen und andererseits das Gleis und die Fahrzeuge hoch beanspruchen. Dies erhöht den Verschleiß der Räder und des Laufwerkes. Es führt auch zu einem schnellen Qualitätsverfall der Gleislage.Tamping units of track tamping machines use tamping tools to penetrate the ballast of a track bed in the area between two sleepers (intermediate compartment) in the area where the sleeper rests in the ballast under the rail and compact the ballast through dynamic vibration of the tamping picks between the opposing tamping picks that can be positioned opposite one another. The more evenly a track is compacted from sleeper to sleeper, the more durable is the achieved geometric track position after the maintenance work. If the ballast has been used for a long time (typically more than 10 years), the ballast is usually heavily contaminated and worn. On the one hand, the ballast grains break off at the grain tips and the broken off parts then lie between the ballast grains. In between, rock flour collects (abrasion of the gravel grains under traffic load). This leads to, that there are different ballast conditions and stiffnesses from sleeper to sleeper. Depending on the stiffness of the ballast under the sleeper, there are different depressions under the wheel loads. The wheels react to this with wheel force fluctuations which, on the one hand, have a negative effect on the running behavior of the trains and, on the other hand, place high demands on the track and the vehicles. This increases wear on the wheels and undercarriage. It also leads to a rapid deterioration in the quality of the track geometry.
Ergebnisse aus der Praxis zeigen, dass mit ca. einem Einzelfehler pro km Gleis auf den betriebenen Eisenbahnstrecken zu rechnen ist. Diese zeigen keine Korrelation zur Gleisgeometrie. Sie treten in Geraden, in Bögen oder in Übergangsbögen in etwa gleich häufig auf. Die nach dem in
Häufig ist der Auslöser eines Einzelfehlers eine singuläre Gleisunstetigkeit wie z.B. ein unebener Schienenstoß oder eine hohl liegende Schwelle. Züge die über diese Unebenheit fahren üben hohe dynamische Kräfte aus. Dadurch wird der Schotter unter diesen Bereichen einer hohen Belastung ausgesetzt, bricht an den Kanten, rundet sich, die Feinanteile verfüllen die Hohlräume zwischen den Schotterkörnern. Der Fehler wird nicht nur größer, sondern dehnt sich wegen der Rad-Schienewechselwirkung auch in Längsrichtung aus. Durch die angeregten Wagenkästen (durch den Gleisfehler angeregtes aus- und wieder einfedern) kommt es zur Entstehung von Folgeeinzelfehlern mit typisch geringerer und abklingender Fehlerhöhe.A single fault is often triggered by a singular track discontinuity, such as an uneven rail joint or a hollow sleeper. Trains driving over this bump exert high dynamic forces. As a result, the ballast under these areas is subjected to high loads, breaks at the edges, rounds out, and the fines fill the cavities between the grains of ballast. The error not only increases, but also extends longitudinally because of the wheel-rail interaction. As a result of the excited car bodies (bending and rebounding stimulated by the track error), subsequent individual errors occur with a typically lower and decreasing error level.
Das aus der
Es wird eine elektronische Glättung durchgeführt, wodurch der tatsächliche im Gleis liegende Fehler nur näherungsweise erfasst wirdThat from the
Electronic smoothing is carried out, whereby the actual error in the track is only approximately recorded
Die linke und rechte Schiene wird nur auf der jeweiligen Fehlerlänge der einzelnen Schienenseite unterstopft. Wenn diese Fehler zueinander in Längsrichtung deutlich versetzt sind, wird ein Verwindungsfehler eingebaut. Das Verfahren beginnt mit der Lagekorrektur durch Unterstopfen des Gleises beim jeweils ermittelten Startpunkt (am Hochpunkt) ohne Hebung. Aus Untersuchungen ist bekannt, dass bereits bei einer Stopfung ohne Hebung sich unter den Zugsbelastungen eine Setzung von 5mm einstellt. Dies ergibt nach dem Verfahren nach
Der Beginn und das Ende der Stopfung wird exakt auf den Hochpunkt gelegt. Der Hochpunkt des Gleises bildet sich durch besonders fest aufliegende Schwellen aus. Bleiben diese in ihrer extrem festen Auflage erhalten, dann bleibt nach dem Stopfen ein sprunghafter Übergang zwischen hart (vor dem Gleisfehler) und weich (auf der Länge des Gleisfehlers) zurück. Dies hält die hohe dynamische Rad-Schiene-Wechselwirkung aufrecht. Der berichtigte Fehler wird schnell wiederkehren.The beginning and the end of the stuffing is placed exactly on the high point. The high point of the track is formed by particularly solid sleepers. If these remain in their extremely firm support, then after tamping there is a sudden transition between hard (before the track defect) and soft (along the length of the track defect). This maintains the high dynamic wheel-rail interaction. The corrected error will quickly recur.
Nachteilig am Verfahren nach
Nachteilig ist auch, dass der Einsatz des Mehrfachstopfens oder die Wahl der Stopfparameter dem Maschinenbediener überlassen wird und dieser nach Gutdünken verfahren kann. Der aktuelle Schotterzustand wird nicht erfasst und geht in die Planung des Entwurfes der Gleissollgeometrie nicht ein.Another disadvantage is that the use of multiple tamping or the choice of tamping parameters is left to the machine operator and he can proceed as he sees fit. The current ballast condition is not recorded and is not included in the planning of the design of the track target geometry.
Als Überprüfung der Qualität der durchgeführten Arbeit wird nach
Es ist bekannt Leitcomputer für Stopfmaschinen vorzusehen, mit denen Gleisgeometrien aufgezeichnet und abgespeichert werden können. Mit Inertialsystemen oder nordbasierten Navigationssystemen können neben den Höhelagefehlern auch die Richtungsfehler und die Gleisüberhöhung aufgezeichnet werden.It is known to provide control computers for tamping machines with which track geometries can be recorded and stored. With inertial systems or north-based navigation systems, the directional errors and the track superelevation can be recorded in addition to the altitude errors.
Bekannt sind auch Stopfaggregate mit vollhydraulischem Stopfantrieb die die Bettungshärte über Messung der Verdichtkraft und des Verdichtweges erfassen. Diese liefern über die Erfassung der Bettungshärte und der erreichten Verdichtung (Verdichtkraft) des Schotters durch die Stopfung eine Aussage über die Verunreinigung des Schotters und den Schotterzustand. Wird zum Beispiel beim Stopfen nur eine geringe Verdichtkraft gemessen (typisch 10-30 kN Verdichtkraft, Bettungshärte < 150 Nm) dann ist dort der Schotter zerkleinert und abgerundet. Es kann keine ausreichende Verzahnung der Schotterkörner erreicht werden. Die Stopfung wird keine Haltbarkeit aufweisen. Der korrigierte Einzelfehler wird sich in Kürze (typisch innerhalb 1-2 Mio Lto) wieder ausbilden. Je nach Höhe des Fehlers wird nach dem Stand der Technik Mehrfachstopfung eingesetzt. Für eine Gleishebung von mehr als 40mm z.B. zweimal Stopfung oder ab 60mm dreimal Stopfung an derselben Schwelle.Tamping units with a fully hydraulic tamping drive are also known, which record the bed hardness by measuring the compaction force and the compaction path. By recording the hardness of the bedding and the compaction (compacting force) of the ballast achieved by the tamping, these provide information about the contamination of the ballast and the condition of the ballast. If, for example, only a low compaction force is measured when tamping (typically 10-30 kN compaction force, bed hardness < 150 Nm), then the ballast there is crushed and rounded. Sufficient interlocking of the gravel grains cannot be achieved. The stuffing will have no shelf life. The corrected individual error will develop again shortly (typically within 1-2 million Lto). Depending on the extent of the error, multiple stuffing is used according to the state of the art. For a track elevation of more than 40mm, e.g. double tamping or from 60mm three tampings on the same sleeper.
Aus der
Der Erfindung liegt somit die Aufgabe zugrunde, ein Verfahren zur Gleislagekorrektur von extremen Längshöheneinzelfehlern anzugeben welches die Haltbarkeit der Gleislage der behobenen Einzelfehler im Vergleich zu den bisher bekannten Verfahren wesentlich erhöht, sowie die Möglichkeit der Vorhersage der Haltbarkeit durch objektive Messung bietet.The invention is therefore based on the object of specifying a method for correcting the track geometry of extreme longitudinal height individual errors which significantly increases the durability of the track geometry of the corrected individual errors compared to the previously known methods and offers the possibility of predicting the durability through objective measurement.
Erfindungsgemäß wird diese Aufgabe mit einem durch folgende Schritte gekennzeichneten Verfahren gelöst:
- Voneinander unabhängiges Aufmessen der linken und rechten Schiene eines Gleisabschnittes zur Ermittlung und Aufzeichnung der Höhen-Ist-Lage, der Gleisrichtung und der Gleisüberhöhung mittels einer inertialen Messeinheit und einer Rechen- und Steuereinheit,
- Bestimmung eines Start- und Endpunktes einer Stopfung eines zu behebenden Einzelfehlers jeweils der linken und rechten Schiene unter Berücksichtigung eines Grenzwertes der Einzelfehler und einer maximalen Ausdehnung in Längsrichtung des Gleises,
- Wahl des Startpunktes abhängig vom Verlauf des Einzelfehlers jener Schiene der näher liegt und Wahl des Endpunktes abhängig vom Verlauf des Einzelfehlers jener Schiene der in Längsrichtung am fernsten liegt,
- Festlegen einer Höhenreferenzlinie jeweils für die linke und rechte Schiene (REFRE) unter Berücksichtigung der Überhöhung,
- Positionieren der Stopfaggregate einer Stopfmaschine genau am Startpunkt der Stopfung des Einzelfehlers des ermittelten Gleiskorrekturabschnittes, wobei beide Schienenstränge gleichzeitig berichtigt werden und neben den Längshöheneinzelfehlern auch die Gleisrichtung korrigiert wird und wobei die Stopfung am Endpunkt beendet wird.
- Independent measurement of the left and right rails of a track section to determine and record the actual height, the track direction and the track superelevation using an inertial measuring unit and a computing and control unit,
- Determination of a start and end point of a tamping of an individual error to be repaired on the left and right rail, taking into account a limit value of the individual error and a maximum extent in the longitudinal direction of the track,
- Selection of the starting point depending on the course of the individual error of the rail that is closer and selection of the end point depending on the course of the individual error of the rail that is furthest in the longitudinal direction,
- Defining a height reference line for the left and right rail (REFRE) taking into account the superelevation,
- Positioning the tamping units of a tamping machine exactly at the starting point of the tamping of the individual error of the determined track correction section, whereby both rail tracks are corrected simultaneously and the track direction is corrected in addition to the individual longitudinal height errors and the tamping is ended at the end point.
Vorteilhafte Weiterbildungen der Erfindung sind in den Unterasprüchen dargestellt.Advantageous developments of the invention are presented in the dependent claims.
Es erfolgt ein Aufmessen des amplituden- und phasentreuen nichtverzerrten Höhenverlaufes der linken und rechten Schiene, des Richtungsfehlers und der Überhöhung mittels eines Inertialmesssystems oder eines nordbasierten Navigationsmesssystems.The amplitude and phase-accurate, non-distorted height profile of the left and right rails, the directional error and superelevation are measured using an inertial measurement system or a north-based navigation measurement system.
Festlegen der zu berichtigenden Höhenfehlerlänge der linken und rechten Schiene.Set the left and right rail height error length to be corrected.
Festlegen der Referenzhöhenlinie für die linke und die rechte Schiene mit Berechnung der durchzuführenden Hebungen der linken und rechten Schiene.Defining the reference contour line for the left and right rails with calculation of the elevations to be carried out on the left and right rails.
Wahl des Startpunktes N Schwellen (typisch 6) vor dem Hochpunkt vor dem Einzelfehler und Wahl des Endpunktes M Schwellen (typisch 6) nach dem Hochpunkt nach dem Einzelfehler.Selection of the starting point N thresholds (typically 6) before the peak before the single fault and selection of the end point M thresholds (typically 6) after the peak after the single fault.
Prüfen der Einhaltung zulässiger Verwindung der ermittelten und geplanten Sollgeometrie beider Höhenlagen.Checking compliance with permissible twisting of the determined and planned target geometry at both altitudes.
Positionierung des Stopfaggregates genau am ermittelten Startpunkt und Beendigung der Stopfung genau am ermittelten Endpunkt.Positioning of the tamping unit exactly at the determined starting point and completion of the tamping exactly at the determined end point.
Durchführung der Gleislagekorrektur unter gleichzeitiger unabhängiger Regelung und Korrektur der Höhenlagen des linken und rechten Schienenstranges.Implementation of the track position correction with simultaneous independent control and correction of the heights of the left and right rail track.
Erfindungsgemäß kann das Verfahren durch Probestopfungen zur Ermittlung der Bettungshärte mit dem Stopfaggregat erweitert werden. Dazu wird z.B. nach der Gleisgeometrieaufmessung im nunmehr bekannten Fehlerbereich eine Probestopfung ohne Hebung zur Ermittlung der Schotterbetthärte und der Verdichtkraft und damit zum Schotterzustand durchgeführt. Abhängig vom Schotterzustand kann dann das Gleis Überhoben werden, um eine bessere Haltbarkeit zu erzielen.According to the invention, the method can be extended by test tamping to determine the bedding hardness with the tamping unit. For this purpose, e.g. after measuring the track geometry, a test tamping without lifting is carried out in the now known error area to determine the hardness of the ballast bed and the compaction force and thus the condition of the ballast. Depending on the condition of the ballast, the track can then be lifted to achieve better durability.
Erfindungsgemäß kann nach dieser probeweisen Ermittlung des Schotterzustandes im Bereich des Einzelfehlers falls notwendig mit mitgeführten Maschinen der abgenutzte Schotter ausgebaut und durch neuen ersetzt werden um eine Wiederkehr des Gleisfehlers ausschließen zu können.According to the invention, after this tentative determination of the condition of the ballast in the area of the individual fault, the worn ballast can be removed if necessary with the machines carried along and replaced with new ones in order to be able to rule out a recurrence of the fault in the track.
Erfindungsgemäß kann während der Gleislagekorrektur an jeder Schwelle der Schotterzustand (Bettungshärte, Verdichtkraft) gemessen und aufgezeichnet werden. Über diese Werte kann eine Vorhersage über die Haltbarkeit der Gleisgeometrie im Bereich des behobenen Einzelfehlers gemacht werden. Diese Messdaten können dann zur Planung des Schottertausches unter Schwellen mit abgenutztem Schotter genutzt werden, damit bei der Behebung des in erwartbarer Kürze der neuerlichen Einzelfehlerbehebung diese dauerhaft erfolgen kann.According to the invention, the condition of the ballast (bed hardness, compaction force) can be measured and recorded at each sleeper during the track geometry correction. These values can be used to make a prediction about the durability of the track geometry in the area where the individual error has been rectified. This measurement data can then be used to plan the replacement of ballast under sleepers with worn ballast, so that when the individual faults are rectified in the foreseeable short future, this can be done permanently.
Erfindungsgemäß können neben den dominanten Längshöhenfehlern gleichzeitig der Richtungsfehler und die Überhöhung berichtigt werden. Der Richtungsfehler wird analog aus dem IMU-Messungen abgeleitet und die sich daraus ergebenden Korrekturwerte werden dem Maschinensteuersystem vorgegeben. Die Überhöhung geht in die Berechnung der Referenzhöhen der beiden Schienen ein.According to the invention, in addition to the dominant longitudinal height errors, the directional error and the cant can be corrected at the same time. The directional error is derived analogously from the IMU measurements and the resulting correction values are specified for the machine control system. The superelevation is included in the calculation of the reference heights of the two rails.
Die wesentlichen Vorteile des erfindungsgemäßen Verfahrens liegen in der präzisen phasen- und amplitudengetreuen Erfassung der Einzelfehler, einer Vergleichmäßigung der vertikalen Steifigkeit, einer Verlängerung der Haltbarkeit der Gleisgeometrie des behobenen Einzelfehlers und einem Qualitätsnachweis mittels der Bettungshärte und der Verdichtkraft bei den einzelnen bearbeitenden Schwellen und darauf fundierten Aussagen über die erwartbare Haltbarkeit der Gleisfehlerkorrektur. Eine geringe Bettungshärte (W ... weich, N ... normal, H ... hart) ist dabei ein Hinweis auf zerstörten Schotter und stark reduzierte Haltbarkeit der Stopfung.The main advantages of the method according to the invention lie in the precise phase and amplitude-accurate detection of the individual errors, an equalization of the vertical stiffness, an increase in the durability of the track geometry of the individual error that has been corrected and a quality verification using the bedding hardness and the compaction force for the individual sleepers to be processed and based on this Statements about the expected durability of the track error correction. A low bedding hardness (W ... soft, N ... normal, H ... hard) is an indication of destroyed ballast and greatly reduced durability of the tamping.
In den Zeichnungen ist das erfindungsgemäße Verfahren beschrieben. Es zeigen
-
Fig. 1 schematisch eine Einzelfehlerstopfmaschine -
Fig. 2 schematisch einen gemessenen Einzelfehler eines Schienenstranges -
Fig. 3 schematisch dargestellte gemessene Einzelfehlerverläufe der linken und rechten Schiene -
Fig. 4 ein Diagramm welches den Verlauf der Setzung abhängig von der Hebung zeigt, sowie den Verlauf der verbleibenden Hebung im Gleis -
Fig. 5 schematisch einen Einzelfehler, den Verlauf einer Überhebung des Gleises und die sich einstellende Gleislage nach der Stabilisierung des Gleises (nach vollständiger Setzung) -
Fig. 6 schematisch einen Einzelfehler und den Verlauf der Bettungshärte über die Länge des Einzelfehlers
-
1 schematic of a single error tamping machine -
2 Schematically a measured single fault of a rail track -
3 Schematic representation of measured individual error curves of the left and right rail -
4 a diagram showing the course of the settlement depending on the heave, as well as the course of the remaining heave in the track -
figure 5 Schematic of a single fault, the course of a track overhang and the resulting track position after the track has been stabilized (after complete settlement) -
6 schematically shows a single fault and the course of the bedding hardness over the length of the single fault
Die Maschine 2 wird während des Arbeitens und des Fahrens mit einem Antriebsmotor 5 mit Energie versorgt. Die Maschine 2 ist so ausgeführt, dass sie auch Einzelfehler in Weichen beheben kann. Dazu ist die Maschine mit schwenkbaren Stopfpickeln 8, 15, Splithead-Stopfaggregaten 7 und einer Drehvorrichtung 6 für die Stopfaggregate 7 ausgestattet. Die Maschine 2 ist über Drehgestelle 12 auf dem Gleis 16 verfahrbar. Die Schienen 16 ruhen auf den Querschwellen 9 die im Schotterbett liegen. Das maschineneigene Steuer- und Regelsystem besteht aus den beiden Messwagen 10 und dem hinteren IMU-Messwagen 11. Das Maschinensteuer- und Messsystem wird in der Regel als Sehnenmesssystem ausgeführt. Dabei verläuft eine Sehne mittig für die Richtlage und zwei weitere Sehnen werden für die Längshöhenlage über den Schienen 16 geführt. Die Sensoren zur Erfassung der Längshöhen und der Richtung befinden sich auf dem mittleren Messwagen 10. Der hintere Messwagen 11 ist so ausgeführt, dass eine darauf aufgebaute Inertialeinheit bzw. ein nordgestütztes Navigationssystem die Längshöhe beider Schienen, die Richtlage und die Querhöhe wegabhängig aufzeichnen kann. Über ein Odometer wird der Weg s während der Messfahrt aufgezeichnet. Die Messwerte werden äquidistant auf einem Bordrechner mit Display 18 aufgezeichnet, dargestellt und abgespeichert. Das Fahrzeug besitzt zwei Fahrkabinen 17.The
Die Verwindung V errechnet sich zu: V=[u(n) + h(n)] - [u(n + B) + h(n + B)] wobei n die betrachtete Schwelle bezeichnet. Die Verwindung wird für alle Positionen beginnend am Startpunkt (bzw. B=3m vorher) bis zum Endpunkt (bzw. bis B=3m nachher) berechnet und die Einhaltung des Abnahmegrenzwertes für die Verwindung geprüft. Sollte dieser nicht eingehalten werden, dann sind die Referenzhöhenlinien entsprechend zu modifizieren. Dies ist wie in den nächsten Abbildungen gezeigt wird vor allem dann nötig, wenn aus Gründen höheren Haltbarkeit der Gleislage das Gleis überhoben wird, damit es sich nach der erwartbaren Setzung während der Stabilisierungsphase des Gleises der optimalen geraden Referenzlinie anpasst.The torsion V is calculated as follows: V=[ u ( n ) + h ( n )] - [ u ( n + B ) + h ( n + B )] where n denotes the threshold under consideration. The torsion is calculated for all positions starting at the starting point (or B=3m before) to the end point (or to B=3m after) and compliance with the acceptance limit value for the torsion is checked. If this is not adhered to, then the reference contour lines must be modified accordingly. As shown in the following figures, this is necessary above all if the track is lifted for reasons of greater durability of the track position, so that it adapts to the optimal straight reference line after the expected settlement during the stabilization phase of the track.
Die Setzung S kann abhängig von der Hebung H vereinfachend wie folgt angegeben werden:
f ür
f ür
for
for
Für die verbleibende Hebung H' abhängig vom Gleisfehler F gilt:
Wie den Formeln und dem Diagramm zu entnehmen ist setzt sich das Gleis bei Hebung null H=0 um S=5mm. Der Grund dafür ist, dass die Stopfwerkzeuge 8, 15 Raum einnehmen und einen Teil des Schotters schon nur durch das Eintauchen der Pickel in den Schotter verdrängen. Dies entspricht einem Auflockern des Schotters im Bereich der Schwellen die sich daraufhin unter der Verkehrslast zu setzen beginnen.As can be seen from the formulas and the diagram, the track settles by S=5mm when the lift is zero H=0. The reason for this is that the
Haltbarkeit der Gleislage ergibt. Im Bereich N des Gleisfehlers hingegen liegen gute normale Bettungshärten vor. Hier ist mit einer haltbaren Stopfung zu rechnen. Mit Hilfe der während der Stopfung ermittelten Bettungshärten kann somit die erwartbare Haltbarkeit der Einzelfehlerbehebung angegeben werden. Im gezeigten Beispiel sollte der Infrastrukturbetreiber im gekennzeichneten Bereich der Schwellen W den Schotter gegen neuen gebrauchsfähigen tauschen. Nach der Messfahrt kann durch Probestopfungen (mindestens eine in den Bereichen der größten Hebungen also im Beispiel bei Schwelle 17 und bei Schwelle 32) die Bettungshärte bzw. die erreichbare Verdichtkraft gemessen werden. Dazu wird ohne Hebung die Testschwelle gestopft und die Bettungshärte und die Verdichtkraft sowie der Beistellweg (bewegte Distanz der Stopfpickel 8,15) ermittelt. Ausgehend von den damit bekannten Verhältnissen kann das Gleis überhoben werden. Befindet sich eine Maschine mit welcher vorab Schottertausch durchgeführt werden kann vor Ort, dann wird dieser vor dem Stopfgang durchgeführt. Nach dem Schottertausch muss eine neuerliche Messfahrt zur Planung der Einzelfehlerbehebung durchgeführt werden. Nach der Durcharbeit kann die Gleislage durch einen dynamischen Gleisstabilisator künstlich stabilisiert (Setzung) werden. Durch die Stabilisierung mit dem dynamischen Gleisstabilisator wird ein Teil der überhobenen Werte durch den Gleisstabilisator reduziert und geglättet. Diese Setzungen würden ohne Einsatz des Gleisstabilisators durch die belastenden Züge stattfinden (die Gleisstabilisatorwirkung entspricht ca. 150.000 Lto äquivalenten Zugsverkehrs).Durability of the track position results. In the area N of the track fault, on the other hand, there are good, normal bedding hardnesses. A durable stuffing can be expected here. With the help of the bedding hardnesses determined during tamping, the expected durability of the individual error correction can be specified. In the example shown, the infrastructure manager should exchange the ballast in the marked area of the sleepers W for new usable ones. After the measurement run, the bedding hardness or the achievable compaction force can be measured by means of test tamping (at least one in the areas of the greatest elevation, i.e. in the example at
- 11
- Stopfaggregattamping unit
- 22
- Stopfmaschinetamping machine
- 33
- Hebezylinderlifting cylinder
- 44
- Richtzylinderstraightening cylinder
- 55
- Dieselmotordiesel engine
- 66
- Drehvorrichtung StopfaggregatTurning device tamping unit
- 77
- Stopfwerkzeugdarning tool
- 88th
- Stopfpickeltamping tool
- 99
- Schwellethreshold
- 1010
- Mittlerer MesswagenMedium trolley
- 1111
- IMU-MesswagenIMU measuring car
- 1212
- Drehgestellbogie
- 1313
- Hebe-Richt-Aggregatlifting and straightening unit
- 1414
- Arbeitskabinework cabin
- 1515
- Stopfpickeltamping tool
- 1616
- Schienerail
- 1717
- Fahrkabinedriving cabin
- 1818
- Leitcomputerlead computer
- WW
- Weiche Bettung, Arbeitsrichtung der MaschineSoft bedding, working direction of the machine
- NN
- Normale BettungNormal bedding
- RR
- Anfangs- Endrampestart- end ramp
- BB
- Basislänge Verwindungbase length twist
- SS
- Startpunktstarting point
- EE
- Endpunktend point
- MINMIN
- Minima in der HöhenlageMinimum in altitude
- MAXMAX
- Maxima in der Höhenlagemaximum at altitude
- ss
- Bogenlängearc length
- MM
- Nachstopflängepost-tamping length
- NN
- Vorstopflängepre-plug length
- H(n)H(n)
- Hebungenlifts
- u(n)U.N)
- Überhöhungsuperelevation
- Flimmovie
- Grenzwert kritischer FehlerCritical error threshold
- TAMPTAMP
- Stopfbereichdarning area
- REFREF
- Referenzlinie für HebungReference line for elevation
- SmaxSmax
- Grenzbereich maximal EinzelfehlerlängeLimit range maximum single error length
Claims (10)
- Method for automatically correcting the position of a track, formed from rails (16) and sleepers (9), with a track tamping machine (2), characterised by the following steps:• measuring the left and right rails (16) of a track section independently of one another so as to determine and record the actual height position (FLI, FRE), the track direction and the track superelevation (u(n)) by means of an inertial measuring unit (11) and a computing and control unit (18),• determining a starting point (S) and an end point (E) of a tamping of an individual fault - to be corrected - in each case of the left rail and of the right rail (H(n)) taking into account a limit value of the individual faults (FLIM) and a maximum extension in a longitudinal direction of the track (smax),• selecting the starting point (S) depending upon the progression of the individual fault of the rail which is closer and selecting the end point (E) depending upon the progression of the individual fault of the rail which is furthest away in the longitudinal direction,• defining a height reference line in each case for the left rail (REFLI) and right rail (REFRE) taking into account the superelevation;• positioning the tamping units (7) of a tamping machine (2) exactly at the starting point (S) of the tamping of the individual fault (H(n)) of the determined track correction section (TAMP), wherein both rail sections (FLI, FRE) are corrected simultaneously and, in addition to the individual longitudinal height faults, the track direction is also corrected, and wherein the tamping is terminated at the end point (E).
- Method as claimed in claim 1, characterised in that after the measurement run for measuring the left and right rails (16) of a track section independently of one another, test tampings are performed in the region of the maximum occurring faults to determine the track bed hardness and, on the basis of the track bed hardness (H, W, N), the track is over-lifted (H') for improved durability of the track position correction taking into account the expected settlement (S).
- Method as claimed in claim 2, characterised in that, depending upon the track bed hardness (H, W, N) determined by test tampings and the lifting correction height (H(n)), the track is activated by the tamping machine (2) in the operating modes of single tamping, multiple tamping, automatic optimised tamping or high-pressure tamping.
- Method as claimed in claim 2 or 3, characterised in that, depending upon the track bed hardness (H, W, N) determined by test tampings, worn and worn-out ballast is replaced by means of a ballast replacement machine and then a new measurement run is performed with subsequent individual fault correction.
- Method as claimed in any one of claims 1 to 4, characterised in that the starting point (S) of the tamping is located in a region (N) before the actual individual fault (H(n)) and the end point is located in a region (M) after the actual end of the individual fault (H(n)).
- Method as claimed in any one of claims 1 to 5, characterised in that lifting is increased away from the starting point (S) via a ramp (R) and is reduced towards the end (E) via a ramp (R).
- Method as claimed in any one of claims 1 to 6, characterised in that, after the height reference lines (REFLI, REFRE) for the two rails (16) have been defined, the expected torsion with the selected base length (B) of the two rails (16) with respect to one another is calculated according to the formula V=[u(n) + h(n)] - [u(n + B) + h(n + B)] and checked for compliance with the maximum permissible torsion and, if the limit value is exceeded, the height reference lines (REFLI, REFRE) are modified such that the maximum permissible torsion is not exceeded.
- Method as claimed in any one of claims 1 to 7, characterised in that, immediately after the individual fault correction by terminating the tamping at the end point (E), the track is processed with a dynamic track stabiliser.
- Method as claimed in any one of claims 1 to 8, characterised in that the track bed hardness (H, W, N) is determined during each tamping at each sleeper (9) and is recorded and stored as proof of quality and for predicting the durability of the individual fault correction.
- Method as claimed in any one of claims 1 to 9, characterised in that the respective position of the tamping unit (7, n) relative to the track (16) is displayed on a monitor (18).
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ATA50701/2018A AT521263B1 (en) | 2018-08-20 | 2018-08-20 | Individual troubleshooting procedure |
PCT/AT2019/060256 WO2020037343A1 (en) | 2018-08-20 | 2019-08-12 | Method for automatic correction of the position of a track |
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EP3841250B1 true EP3841250B1 (en) | 2022-07-13 |
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US (1) | US11982056B2 (en) |
EP (1) | EP3841250B1 (en) |
JP (1) | JP7348178B2 (en) |
CN (1) | CN111511990B (en) |
AT (1) | AT521263B1 (en) |
AU (1) | AU2019326255B2 (en) |
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AT523900A1 (en) * | 2020-06-08 | 2021-12-15 | Hp3 Real Gmbh | Method for the automatic autonomous control of a tamping machine |
AT524435B1 (en) * | 2020-11-25 | 2022-06-15 | Plasser & Theurer Export Von Bahnbaumaschinen Gmbh | Method and system for determining correction values for a position correction of a track |
CN113847899A (en) * | 2021-08-04 | 2021-12-28 | 丽水学院 | Two-dimensional straightness detecting and straightening device of rolling linear guide rail |
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ANONYMOUS: "Einzelfehler mit Einzelfehlerstopfmaschinen 824.3020 (ESM) bearbeiten - 824.3020", DB RICHTLINIE; BAUTECHNIK, LEIT-, SIGNAL- U. TELEKOMMUNIKATIONSTECHNIK, 15 January 2022 (2022-01-15), XP093149929 |
ANONYMOUS: "Railway applications - Track - Track geometry quality - Part 5: Geometric quality levels - Plain line, switches and crossings; English version EN 13848-5:2017, English translation of DIN EN 13848-5:2017-10", DIN EN 13848-5, BERLIN BEUTH VERLAG GMBH, 1 October 2017 (2017-10-01), Berlin Beuth Verlag GmbH, pages 1 - 25, XP055972452, [retrieved on 20221018] |
AUER FLORIAN, MICHAEL ZUZIC, RUDOLF SCHILDER, HELFRIED BREYMANN: "13 Jahre Erfahrung mit gleisgebundener Untergrundsanierung im Netz der ÖBB", "EISENBAHNTECHNISCHE RUNDSCHAU" ETR AUSTRIA, vol. 12, 1 December 2007 (2007-12-01), XP093130375 |
FABIAN HANSMANN, WOLFGANG NEMETZ: "Der Gleislage auf der Spur : Grundlagen - Fehlerermittlung - Korrektur - Qualität : ein vergleichender Überblick über die DACH-Staaten; 1. Auflage", 1 January 2019, EURAIL PRESS, ISBN: 978-3-96245-164-6, article FABIAN HANSMANN; WOLFGANG NEMETZ: "Inhaltsverzeichnis; Der Gleislage auf der Spur", pages: 1 - 8, XP009555151 |
HAUKE ROMAN, MICHAEL SAUTNER: "Oberbau-Stopfmaschinen für spezellie Aufgaben", "EISENBAHNTECHNISCHE RUNDSCHAU" ETR, vol. 5, 1 May 2011 (2011-05-01), XP093130378 |
OBERLECHNER GÜNTHER, JAN ZYWIEL: "POS/TG - Innovation auf dem Gebiet der Gleisgeometriemessungen", EI – EISENBAHNINGENIEUR, vol. 52, no. 9, 1 September 2001 (2001-09-01), pages 6 - 9, XP093149925 |
PECH FRIEDRICH, BERNHARD LICHTBERGER: "Automatische Einzelfehlerbehebung", ETR, vol. 49, 1 December 2000 (2000-12-01), pages 809 - 815, XP093149917 |
SCHÖPP AGNES: "Gleisstopfung mit Designheben", ÖVG-KONGRESS, SALZBURG, 17 September 2019 (2019-09-17), XP093130383 |
Also Published As
Publication number | Publication date |
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AU2019326255A1 (en) | 2021-03-18 |
US20210222373A1 (en) | 2021-07-22 |
AT521263A4 (en) | 2019-12-15 |
EP3841250A1 (en) | 2021-06-30 |
PL3841250T3 (en) | 2022-10-03 |
CN111511990A (en) | 2020-08-07 |
US11982056B2 (en) | 2024-05-14 |
AT521263B1 (en) | 2019-12-15 |
RU2757104C1 (en) | 2021-10-11 |
CN111511990B (en) | 2022-01-04 |
AU2019326255B2 (en) | 2021-12-02 |
JP2021535294A (en) | 2021-12-16 |
JP7348178B2 (en) | 2023-09-20 |
WO2020037343A1 (en) | 2020-02-27 |
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