EP4623155A1 - Ensemble de stabilisation et procédé de stabilisation d'une voie - Google Patents

Ensemble de stabilisation et procédé de stabilisation d'une voie

Info

Publication number
EP4623155A1
EP4623155A1 EP23805914.1A EP23805914A EP4623155A1 EP 4623155 A1 EP4623155 A1 EP 4623155A1 EP 23805914 A EP23805914 A EP 23805914A EP 4623155 A1 EP4623155 A1 EP 4623155A1
Authority
EP
European Patent Office
Prior art keywords
stabilization unit
track
impact force
masses
unbalanced
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP23805914.1A
Other languages
German (de)
English (en)
Inventor
Florian Auer
Bernhard ANTONY
Dietmar Adam
Johannes Pistrol
Manuel DAFERT
Fritz Kopf
Wolfgang ANDROSCH
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
Original Assignee
Plasser und Theurer Export Von Bahnbaumaschinen GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Plasser und Theurer Export Von Bahnbaumaschinen GmbH filed Critical Plasser und Theurer Export Von Bahnbaumaschinen GmbH
Publication of EP4623155A1 publication Critical patent/EP4623155A1/fr
Pending legal-status Critical Current

Links

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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B06—GENERATING OR TRANSMITTING MECHANICAL VIBRATIONS IN GENERAL
    • B06B—METHODS OR APPARATUS FOR GENERATING OR TRANSMITTING MECHANICAL VIBRATIONS OF INFRASONIC, SONIC, OR ULTRASONIC FREQUENCY, e.g. FOR PERFORMING MECHANICAL WORK IN GENERAL
    • B06B1/00—Methods or apparatus for generating mechanical vibrations of infrasonic, sonic, or ultrasonic frequency
    • B06B1/10—Methods or apparatus for generating mechanical vibrations of infrasonic, sonic, or ultrasonic frequency making use of mechanical energy
    • B06B1/16—Methods or apparatus for generating mechanical vibrations of infrasonic, sonic, or ultrasonic frequency making use of mechanical energy operating with systems involving rotary unbalanced masses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B06—GENERATING OR TRANSMITTING MECHANICAL VIBRATIONS IN GENERAL
    • B06B—METHODS OR APPARATUS FOR GENERATING OR TRANSMITTING MECHANICAL VIBRATIONS OF INFRASONIC, SONIC, OR ULTRASONIC FREQUENCY, e.g. FOR PERFORMING MECHANICAL WORK IN GENERAL
    • B06B1/00—Methods or apparatus for generating mechanical vibrations of infrasonic, sonic, or ultrasonic frequency
    • B06B1/10—Methods or apparatus for generating mechanical vibrations of infrasonic, sonic, or ultrasonic frequency making use of mechanical energy
    • B06B1/16—Methods or apparatus for generating mechanical vibrations of infrasonic, sonic, or ultrasonic frequency making use of mechanical energy operating with systems involving rotary unbalanced masses
    • B06B1/161—Adjustable systems, i.e. where amplitude or direction of frequency of vibration can be varied
    • B06B1/166—Where the phase-angle of masses mounted on counter-rotating shafts can be varied, e.g. variation of the vibration phase
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B06—GENERATING OR TRANSMITTING MECHANICAL VIBRATIONS IN GENERAL
    • B06B—METHODS OR APPARATUS FOR GENERATING OR TRANSMITTING MECHANICAL VIBRATIONS OF INFRASONIC, SONIC, OR ULTRASONIC FREQUENCY, e.g. FOR PERFORMING MECHANICAL WORK IN GENERAL
    • B06B1/00—Methods or apparatus for generating mechanical vibrations of infrasonic, sonic, or ultrasonic frequency
    • B06B1/18—Methods or apparatus for generating mechanical vibrations of infrasonic, sonic, or ultrasonic frequency wherein the vibrator is actuated by pressure fluid
    • B06B1/186—Methods or apparatus for generating mechanical vibrations of infrasonic, sonic, or ultrasonic frequency wherein the vibrator is actuated by pressure fluid operating with rotary unbalanced masses
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2203/00—Devices for working the railway-superstructure
    • E01B2203/12—Tamping devices
    • E01B2203/127—Tamping devices vibrating the track surface

Definitions

  • a ballasted track is constantly subjected to wear and tear by rail traffic and environmental influences. For example, the position of a track grid in the ballast bed changes. The ballast bed itself becomes dirty over time due to abrasion and the introduction of foreign matter.
  • the machine can be moved on the track and includes a stabilization unit that is clamped to the rails of the track by means of unit rollers.
  • a vibration generator arranged on the stabilization unit generates vibrations that are transmitted to the track grid.
  • the design and dimensions of the vibration generator determine an impact force that acts on the track at the vibration frequency.
  • the stabilization unit is supported against a machine frame.
  • the transmitted vibrations cause the grains in the grain structure of the ballast bed to become mobile, to be able to move and to be stored more densely. This optimized ballast compaction results in an increase in the load-bearing capacity and the transverse displacement resistance of the track.
  • AT 16604 U1 discloses an exemplary stabilization unit with variable impact force.
  • the vibration generator comprises several rotating unbalanced masses arranged on parallel shafts.
  • the unbalanced masses are driven with a variably adjustable phase shift relative to one another.
  • a changed phase shift changes both the direction and the strength of the impact force.
  • the invention is based on the object of improving a stabilization unit of the type mentioned at the outset so that the impact force acts on the track in an optimized manner. Furthermore, it is an object of the invention to specify a rail vehicle which uses the expanded application possibilities of the improved stabilization unit. In addition, an advantageous method for operating such a rail vehicle is to be specified.
  • the rotation shafts are arranged in a horizontal plane of action to generate the impact force, such that the horizontal plane of action of the impact force is at most 300 millimeters, in particular at most 260 millimeters, above a rolling plane of the
  • the low horizontal plane of action prevents disruptive tipping moments during a stabilization process.
  • the rolling plane of the flanged wheels corresponds to a plane of the track to be stabilized spanned by the top edges of the rails. If the horizontal impact force is at most 260 millimeters above this rolling plane or top edge of the rail, the saddle bearing of the sleepers can be safely ruled out. This also applies to a maximum value of 300 millimeters, whereby there is more free space below the stabilization unit for the arrangement of a tendon measuring system or an optical measuring system.
  • the horizontal plane of action is advantageously less than half a wheel diameter above a horizontal plane laid through the respective wheel axle.
  • the vibration generator is arranged at a correspondingly low level, with the wheel diameters being sufficiently large so that no harmful pressure peaks occur on the rail surfaces.
  • the flanged wheels are spaced far enough apart from one another that there is space between them for the vibration generator. This also applies to the elements of a spreading axle, which press the flanged wheels against the rails during operation.
  • the vibration generator is always arranged in an area above the flanged wheels, which results in a high horizontal plane of action of the impact force. The tilting moments caused by this can, if severe, lead to the sleepers being saddled on a ballast layer in the middle of the track.
  • At least two rotary shafts and/or unbalanced masses are coupled to gear elements and driven by a common drive.
  • the common drive can be used with an optimized control to drive all rotary shafts or unbalanced masses.
  • the type of coupling determines how the resulting impact force is produced from the centrifugal forces caused by the unbalanced masses.
  • the centrifugal forces in a desired plane of action reinforce each other, whereas the centrifugal forces in other planes of action cancel each other out.
  • at least one unbalanced mass is mounted on each rotating shaft in a rotatable manner. This unbalanced mass can be driven with a different angular position, rotational speed and direction of rotation relative to an unbalanced mass fixed on the rotating shaft. This allows the direction and magnitude of a resulting centrifugal force to be adjusted.
  • At least one unbalanced mass is coupled to the associated rotary shaft by means of a coupling element dependent on the direction of rotation in such a way that when the direction of rotation changes, the unbalanced mass is rotated relative to the rotary shaft, in particular by 180°.
  • a coupling element dependent on the direction of rotation in such a way that when the direction of rotation changes, the unbalanced mass is rotated relative to the rotary shaft, in particular by 180°.
  • two different resulting centrifugal forces arise depending on the direction of rotation. This means that the stabilization unit can be operated with different impact forces at the same vibration frequency.
  • the at least one unbalanced mass is coupled to the associated rotary shaft by means of a centrifugal lock.
  • This centrifugal lock locks the unbalanced mass on the associated rotary shaft as soon as a predetermined speed is exceeded. This ensures that there is no undesirable turning of the unbalanced mass during operation.
  • An advantageous design with a low center of gravity includes a central rotary shaft parallel to the longitudinal direction of the unit and a lateral rotary shaft to the left and right of it. This results in a symmetrical design with different drive variants, whereby disruptive tilting moments during operation are largely avoided.
  • the unbalanced masses assigned to the central rotary shaft have an unbalance that is twice as large as the unbalanced masses assigned to the respective lateral rotary shaft. In this way, a continuous adjustment of the impact force from zero is possible.
  • a further improvement provides that directly driven unbalance masses are coupled to a common drive, whereby indirectly driven unbalance masses are coupled to the directly driven unbalance masses via a planetary gear.
  • the resulting joint centrifugal force effect of all unbalance masses can be adjusted via the planetary gear.
  • a cage of the epicyclic gear is advantageously mounted so that it can rotate and is coupled to a rotary drive.
  • the cage can be set in rotation by means of the rotary drive, which changes the relative angular velocity of the directly driven unbalanced masses to the indirectly driven unbalanced masses.
  • a further preferred development of the stabilization unit comprises an acceleration sensor for detecting an acceleration caused by the vibration generator. In this case, either the movements of the stabilization unit or of the vibrating track grid are detected in order to determine the reaction force of the track grid.
  • the rail vehicle according to the invention comprises a machine frame which can be moved on rail bogies on a track, and at least two of the stabilization units described above, wherein a front stabilization unit is attached to the machine frame with first height adjustment drives and wherein a rear stabilization unit is attached to the machine frame with second height adjustment drives.
  • the stabilization units can be operated independently of one another with different loads and different impact forces.
  • the vibration generators and the height actuators are controlled by a common control device, whereby the control device is set up to separately control the respective vibration generator and the respective height actuator.
  • the two stabilization units can be operated in a coordinated manner using the common control device.
  • the track grid is subjected to synchronized vibrations.
  • a further development of the method uses an acceleration sensor of the front stabilization unit, by means of which vertical accelerations are recorded in order to derive a reaction force curve of the track grid. Specifically, the corresponding reaction force is determined using the measured force-proportional acceleration and the known forces from the dynamic excitation.
  • Fig. 2 Track cross-section with stabilization unit
  • FIG. 4 Top view and cross section of a stabilization unit with three mechanically coupled rotation shafts
  • Fig. 5 Change of direction of rotation of the rotation shafts of the stabilization unit according to Fig. 4
  • Fig. 8 Stabilization unit according to Fig. 4 during rotation of the planetary gear
  • a rail vehicle 1 shown in Fig. 1 is a so-called dynamic track stabilizer for stabilizing a ballasted track 2 following a tamping process.
  • the track 2 comprises a ballast bed 3 in which a track grid 4, consisting of sleepers 5 and rails 6 fastened to them, is mounted.
  • the track grid 4 is set in vibration and pressed into the ballast bed 3.
  • This targeted settlement of the track grid 4 is recorded by means of a tendon measuring system 8 or by means of optical measuring devices.
  • the exemplary rail vehicle 1 comprises a machine frame 9, which can be moved on the track 2 to be stabilized, supported on rail bogies 10.
  • Two stabilization units 11 are movably connected to the machine frame 9. In other machines, only a single stabilization unit 11 is arranged.
  • Fig. 2 shows a cross-section of the track 2 with the stabilization unit 11 during a stabilization process.
  • the stabilization unit 11 comprises two independent main components, namely a vibration generator 12 and a pair of height adjustment drives 13 (load hydraulic cylinders).
  • the vibration generator 12 generates an impact force F in an effective plane 14 alternately in two opposite directions, which causes vibrations of the stabilization unit 11.
  • the impact force F preferably acts in a horizontal plane.
  • this horizontal effective plane 14 is of essential importance.
  • the effect of the impact force F in the vertical direction also plays a role in the stabilization unit 11.
  • the effective plane 14 is then a vertical plane.
  • Flanged wheels 15 and pressure rollers 16 transmit the vibrations to the track grid 4.
  • Each flanged wheel 15 is mounted so that it can rotate about a wheel axle 17 and is guided along an inner edge of the rail.
  • the wheel axles 17 lie in a common horizontal plane 18.
  • the pressure rollers 16 are pressed against the rails 6 from the outside.
  • a continuously adjustable load A is applied by means of the height adjustment drives 13.
  • the stabilization unit 11 advantageously comprises a self-supporting central section with the vibration generator 12.
  • the vibration generator 12 comprises unbalanced masses 19 which are mounted on rotating shafts 20.
  • a side frame is connected to the central section on each side.
  • the connection of the central section to the respective side frame is made, for example, by means of screw connections on a circumferential flange.
  • the flanged wheels 15 and the pressure rollers 16 are mounted exclusively on the associated side frame.
  • the flanged wheels 15 assigned to one of the side frames are each coupled to a hydraulic drive in order to cause a displacement along the associated wheel axis 17. There is no common continuous shaft for the front or rear flanged wheels 15.
  • the lack of a continuous shaft creates space for the deep arrangement of the central section.
  • the result is a low center of gravity 22 of the entire stabilization unit 11 and the low effective plane 14 of the vibration generator 12.
  • the center of gravity 22 is located in the horizontal effective plane 14.
  • Each flanged wheel 15 has a wheel diameter d, which is measured on a running surface 23.
  • the running surfaces 23 of the flanged wheels 15 are in contact with the top edges 24 of the rails 6.
  • the top edge 24 of the rail is the highest line on a rail head.
  • a lower and an upper tangential plane lie on all running surfaces 23 of the flanged wheels 15.
  • the lower tangential plane forms a rolling plane. 25, in which the contact points between the running surfaces 23 of the flanged rollers 15 and the upper edge of the rail 24 are located during use.
  • the horizontal effective plane 14 is less than half the wheel diameter d/2 of the respective flanged wheel 15 above the horizontal plane 18 laid through the respective wheel axle 17.
  • the upper tangential plane of the running surfaces 23 forms a boundary plane below which the horizontal effective plane 14 lies. If the horizontal effective plane 14 is above the wheel axles 17, a further vertical distance b between this effective plane 14 and the horizontal plane 18 is less than half the wheel diameter d/2 of the respective flanged wheel 15. The feature is met in any case if the horizontal effective plane 14 is below the wheel axles 17. This results in two advantages. On the one hand, the horizontal effective plane 14 is deep enough and on the other hand, the wheel diameters d of the flanged wheels 15 are large enough so that no harmful pressure peaks arise on the rail surfaces.
  • the unbalanced masses 19a, 19b, 19c which are mounted on the drive shaft 20a, have a coupling element 26 which is dependent on the direction of rotation and by which they are connected to a respective drive mechanism.
  • a drive mechanism is, for example, a cylindrical wheel which is firmly mounted on the drive shaft 20a and has a corresponding recess for a turning pin.
  • the unbalanced masses 19a-19g are in a starting position for a horizontal force excitation, whereby only one unbalanced mass 19b of the middle group is shown. All unbalanced masses 19a-19g point to the right.
  • the second phase 28 shows the reversal process and the third phase 29 shows the unbalance position for a vertical force excitation.
  • an unbalanced mass 19a, 19b, 19c of the drive shaft 20a has twice the unbalance as an unbalanced mass 19a, 19c,
  • the unbalanced masses 19a, 19b, 19c have twice the unbalance of the unbalanced masses 19d, 19e, 19f, 19g, whereby the unbalanced mass 19d has the same unbalance as the unbalanced mass 19e and the unbalanced mass 19f has the same unbalance as the unbalanced mass 19g.
  • This arrangement enables a vibration generator 12 with continuously adjustable impact force amplitude of the entire system, whereby the centrifugal forces cancel each other out in one direction.
  • the unbalanced masses 19a-19g are driven by the drive shaft 20a and a planetary gear 30.
  • a rotary movement 31 of the Drive shaft 20a for horizontal excitation and a rotary movement 32 of the drive shaft 20a for vertical excitation are shown.
  • the rotary movement 31, 32 of the drive shaft 20a is transferred directly to the unbalanced masses 19a, 19c on the drive shaft 20a.
  • the rotary movement is then transferred from the unbalanced mass 19c via cylindrical gears to the neighboring unbalanced masses 19f, whereby the unbalanced masses 19g rigidly connected to the respective auxiliary shaft 20b are also rubbed.
  • the rotary movement is passed on to a gear drive shaft 33 of the epicyclic gear 30 via a cylindrical gear on the unbalanced masses 19c of the drive shaft 20a.
  • a differential cage 34 of the epicyclic gear 30 is at rest, whereby an opposing rotary motion with the same rotational speed is transmitted to the unbalanced mass 19e of the auxiliary shaft 20b via a gear output shaft 35.
  • the other unbalanced masses 19b, 19d of the middle group are driven via a coupling with this unbalanced mass 19e.
  • Fig. 4 shows in the top picture the differential cage 34 with differential bolts 36, differential bevel gears 37 and axle bevel gears 38.
  • the middle picture shows the top view of the unit 11, whereby a section line through the middle group of unbalanced masses 19b, 19d, 19e results in the cross section of the unit 11 in the bottom picture.
  • Fig. 7 shows the functioning of the system of unbalanced masses 19a-19g for a maximum possible vertical force excitation.
  • a left unbalanced position S3 shows the system with the resulting excitation force F equal to zero.
  • Fig. 8 shows two unbalance positions S5, S6 for the system of unbalance masses 19a-19g during rotation of the epicyclic gear 30.
  • the reduction factor cos(ß/2) is shown in Fig. 11, where the maximum impact force Fmax (maximum excitation amplitude) occurs at a difference angle ß of 0°. Specifically, Fig. 11 shows the course of the reduction factor cos(ß/2) over the difference angle ß between 0° and 180°.
  • Fig. 13 shows an improved version of the drive shaft 20a with the unbalanced masses 19a, 19b and 19c.
  • the two outer unbalanced masses 19a and 19c are fixedly connected to the drive shaft 20a.
  • the middle unbalanced mass 19a is rotatably mounted on the drive shaft 20a and is coupled to a gear 49 via the coupling element 26 which is dependent on the direction of rotation.
  • the position of the middle unbalanced mass 19b relative to the gear 49 depends on the direction of rotation.
  • the coupling element 26, which is designed as a reversing bolt lies in an upper driver recess 50 of the unbalanced mass 19b.
  • the gear 49 rotates by 180° relative to the unbalanced mass 19b until the turning pin rests in a lower driving recess 51 of the unbalanced mass 19b.
  • One of the levers 53 engages in a groove 55 of the coupling element 26, whereby the position of the unbalanced mass 19b is locked relative to the gear 49. It makes sense to arrange a sensor which monitors the respective position of the unbalanced mass 19b.
  • the unbalanced mass 19b is coupled via the gear 49 to the two unbalanced masses 19d, 19e of the middle group and to the transmission output shaft 35 of the epicyclic gear 30.
  • a further gear 56 is arranged on the drive shaft 20a with a further coupling element 26 that is dependent on the direction of rotation. This further gear 56 rotates by 180° relative to the drive shaft 20a when the direction of rotation changes and couples the drive shaft 20a to the two auxiliary shafts 20b and to the transmission drive shaft 33 of the epicyclic gear 30.
  • These transmission elements 30, 49, 56 thus couple all rotating shafts 20a, 20b and unbalanced masses 19a-19g, with the drive shaft 20a being connected to a common drive 57.
  • the stabilization units 11 arranged on the rail vehicle 1 are controlled by means of a common control device 58.
  • the control device 58 is set up to separately control the vibration generator 12 and the height adjustment drives 13 of the respective stabilization unit 11.
  • an acceleration sensor 59 arranged on the front stabilization unit 11 transmits an acceleration signal to the control device 58 in order to subsequently evaluate the reaction force curve of the track grid 4.

Landscapes

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

Abstract

L'invention concerne un ensemble de stabilisation (11) pour stabiliser une voie (2), comprenant un générateur de vibrations (12) ayant des arbres rotatifs (20, 20a, 20b) qui sont orientés parallèlement les uns aux autres et ont des masses non équilibrées (19, 19a-19g) pour générer une force d'impact (F, Fmax, Fred) avec une direction réglable, et comprenant des roues à bride (15) et des rouleaux de pression (16) pour transmettre la force d'impact (F, Fmax, Fred) sur un panneau de voie (4), constitué de traverses (6) et de rails (6) fixés sur celui-ci, de la voie (2) à stabiliser, chaque roue à bride (15) étant montée rotative autour d'un essieu de roue (17) et possédant une surface de roulement (23) ayant un diamètre de roue (d). Les arbres rotatifs (20, 20a, 20b) sont agencés pour générer la force d'impact (F, Fmax, Fred) dans un plan efficace horizontal (14) de telle sorte que le plan efficace horizontal (14) de la force d'impact (F, Fmax, Fred) se situe au maximum 300 mm, en particulier au maximum 260 mm, au-dessus d'un plan de roulement (25) des roues à bride (15). Le plan efficace horizontal enfoncé (14) empêche les moments d'inclinaison d'interférence pendant un processus de stabilisation.
EP23805914.1A 2022-11-22 2023-11-09 Ensemble de stabilisation et procédé de stabilisation d'une voie Pending EP4623155A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT508802022 2022-11-22
PCT/EP2023/081260 WO2024110201A1 (fr) 2022-11-22 2023-11-09 Ensemble de stabilisation et procédé de stabilisation d'une voie

Publications (1)

Publication Number Publication Date
EP4623155A1 true EP4623155A1 (fr) 2025-10-01

Family

ID=88833953

Family Applications (1)

Application Number Title Priority Date Filing Date
EP23805914.1A Pending EP4623155A1 (fr) 2022-11-22 2023-11-09 Ensemble de stabilisation et procédé de stabilisation d'une voie

Country Status (6)

Country Link
EP (1) EP4623155A1 (fr)
JP (1) JP2025538303A (fr)
CN (1) CN120225756A (fr)
AT (1) AT18204U1 (fr)
AU (1) AU2023384717A1 (fr)
WO (1) WO2024110201A1 (fr)

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT380280B (de) 1983-09-09 1986-05-12 Plasser Bahnbaumasch Franz Kontinuierlich (non-stop) verfahrbare gleisstopf-, nivellier- und richtmaschine

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT336663B (de) * 1972-10-13 1977-05-25 Plasser Bahnbaumasch Franz Verfahren und maschine zur niveaukorrektur eines gleises mit schotterbettung
AT16604U1 (de) * 2018-02-13 2020-02-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Maschine zum Stabilisieren eines Gleises
AT521481B1 (de) 2018-10-24 2020-02-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Verfahren und Vorrichtung zum Stabilisieren eines Gleises
AT523034A3 (de) * 2019-09-18 2024-02-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Maschine und Verfahren zum Stabilisieren eines Gleises
CN113073500A (zh) * 2020-11-06 2021-07-06 常州市瑞泰工程机械有限公司 一种激振器、稳定装置、稳定设备及轨道养护车

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT380280B (de) 1983-09-09 1986-05-12 Plasser Bahnbaumasch Franz Kontinuierlich (non-stop) verfahrbare gleisstopf-, nivellier- und richtmaschine

Also Published As

Publication number Publication date
AU2023384717A1 (en) 2025-05-08
WO2024110201A1 (fr) 2024-05-30
AT18204U1 (de) 2024-05-15
CN120225756A (zh) 2025-06-27
JP2025538303A (ja) 2025-11-27

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