• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The method according to the invention and a device suitable for this purpose serve to control by means of page-copying different device units on a rail vehicle. By additionally using existing information from the track channel (12), for example, wheel links (30) or wing or tongue rails (31, 33), device units for machining and / or analyzing laid rails (10), in particular in the area of rail gaps or level crossings, can more exactly match the rail profile nachgeführtwerden. The page copy of the rail (1 0) and the copy of the remaining track channel (12) is carried out with at least one double-acting, or even multiple single or double-acting sensing or sensor units (20).
    公开号:AT513347A1
    申请号:T994/2012
    申请日:2012-09-12
    公开日:2014-03-15
    发明作者:Erich Ing Hartl；Wolfgang Neuhold
    申请人:Vossloh Mfl Rail Milling Gmbh；
    IPC主号:
    专利说明:

    • · · · «· · · · ····························································
    Method and device for controlled
    Side-copy of a device unit at
    rail vehicles
    The invention relates to a method and a device for the controlled page copy of a device unit for analysis, for material removal or material application on laid rails. In particular, the method and the device for tracking the device unit is used for traversing rail gaps such as rail joints, points and crossover areas, but also railroad crossings and grooved rails.
    The goal is a device unit tracked as exactly as possible on the rail profile.
    Such a method is described in claim 1 and dependent claims 2-12, the apparatus in claim 13 and the further dependent claims 14 to 28.
    Rail processing for laid railway or tram rails is as described e.g. mentioned in patent EP0952255A1. In general, the objectives are defined in all rail machining so that at the same time a maximum removal of flaws or cracks depending on the rail condition at the lowest possible material removal, and the best possible surface quality or dimensional accuracy in relation to the longitudinal or transverse profile can be achieved. Grinding applications here are more in the range of low removal rates, milling more in the range of larger delivery depths represented. Furthermore, planing applications for reprofiling rails are known.
    The requirements in terms of machining accuracy and surface quality are always higher, especially in view of the low noise of the moving train due to the rolling noise to be minimized. This presents advanced and new challenges for the machining methods, especially with regard to the track tracking of the machining tools, in order to meet the above requirements.
    For exact tracking of the processing tools several solutions are known in the prior art, which can be divided into two subgroups in principle. On the one hand, fixed or adjustable guide elements, which deflect or set the machining tools forcibly guided, are used for the tracking, as mentioned, for example, in the patents AT366437 and DE3015230A1. On the other hand, suitable measuring equipment such as 2/24 • · 2 »· · · · · · · · · ··················································································································································· # · «···· ······· ····
    Example scanning elements or non-contact measuring elements determined the rail position and the processing tools accordingly readjusted as shown in the patents DD283850 and EP0552473A1. For driving over rail areas with rail gaps, such as points in the area of the frog point and at intersections in the area of the single and double frog point, also in the prior art, several solutions are known, such as the automatically controlled lifting of the processing tools by referring to the rail internal and external probes, as in patent DD275837A5, or changing to a side copying on the opposite rail of the strand or switching to a side copying on the outside of the rail to be machined as mentioned in patent AT510566B1.
    In order not to lose the exact position of the processing tools relative to the respective rail, an assignment to the rail inner edge of the respective rail to be machined is desirable. In particular, in order not to have to admit any quality losses with respect to the accuracy of the machining result, it is important to refer to a rail track, as varies by the manufacturing tolerances of the rails, the rail head width and leads to errors in a scan of the inside and outside.
    Furthermore, when changing the two rails, the different track width, which is also subject to tolerances, should be considered as a source of error. These deviations can each amount up to a few millimeters and are not acceptable.
    The processing of the rail should be aligned according to the relevant inner edge or the respective track channel of the rail.
    Likewise, no automatic possibility is known from the prior art, which designates the end of a rail break and it is always up to the operator to bring the processing and / or analysis tools back into engagement.
    This causes on the one hand increased attention of the staff, but also a relatively large non-machined area, since for safety reasons only after a safe leaving the track interruption is started again with the processing.
    The aim of the present invention is therefore to solve these disadvantages of the existing systems and the associated problems in rail processing and / or rail analysis and to provide a method and an apparatus which optimizes rail processing and / or rail evaluation by a controlled tracking of respective device 3/24 • 3 ··························································································· · By means of controlled page copying or controlled page copying in particular by a timely detection of the rail gap and safe reconnecting after passing through the inclusion of the Radlenker and wing or tongue rail of each track channel in the control.
    The method according to the invention and the device according to the invention will be described below with reference to several examples and is characterized by claim 1 and the following claims 2 to 12 and by claim 13 and the following claims 14 to 28.
    In the method according to the invention, at least one side-facing element, as is known in principle in the prior art, is arranged in each case on the inside of the respective rail per rail track. The page-copy elements are assigned to the rail side surfaces or geometry-part regions of the rail inside and control the respective device associated with the rail unit independently. Here, as well known in the prior art, the button or sensor can be fixedly connected to the device unit. In practice, however, a measurement of the travels of the buttons or sensors has been found to be more useful, as programmatically low irregularities are easier to process and tracking the device unit if not desired or useful, can be easily prevented.
    Furthermore, the position detection and tracking via non-contact systems, such as optical detection using a camera, laser or capacitive or inductive pickups is possible. Due to the size of larger device units is also also known that due to cramped space or Störgeometrien, such as when determining the rail position, programmatically both page settings depending on each other on both processing units can simultaneously influence.
    For better understanding, only a rail track and the associated track channel will be discussed in the following explanations. The device of the opposite rail track performs independently of the first rail track depending on the requirements of analog or different processes by, for example, at the time of a derailment to determine the rail position a programmatic coupling of both device units of both rail tracks can be done.
    Since, when driving over a rail gap, an excessively deflected measurement result is forwarded to the control, and when driving on in the 4/24 • «4 ·············································«
    • «· > ····· I ·····················. the frog point or even a rail joint edge, it to damage the
    Mechanics of page-topping as well as distortion of the processing in the cross-section can come at the rail processing, a timely detection of the rail interruption, the switch or the intersection and safe return after passing the rail gap is necessary.
    The method according to the invention extends the page-copy elements described above by incorporating the further information from the track channel into the controller. This information can be used by the Radlenker, a wing or tongue rail, but also at level crossings or grooved rails for more precise positioning of device units. In this case, only the information from the assigned track channel of the rail to be processed and / or analyzed is primarily obtained. Furthermore, the method according to the invention by the information of the track channel also automatically determine the beginning of a switch by the detection of the tongue area, by the tongue rail or rail tongue, the sake of simplicity in sequence as a tongue rail, which is located at a distance from the rail.
    This can be applied in several preferred embodiments, by means of which the invention is described in more detail.
    For a better explanation serve the figures 1 to 4.
    It shows:
    1 shows a schematic arrangement of the copy elements during a passage through the passage according to an embodiment of the invention
    Figure 2 is a schematic arrangement of the copying elements during a passage through the passage in a second embodiment according to the invention
    Figure 3 is a schematic side view of a rail head with a hired copy and representation of the y-axis
    Figure 4 is a schematic side view of a rail head and a Radlenkers, wherein the copying element is employed on the Radlenker. 5/24 • ················································································ ·
    It designates: 10 ... rail 11 ... rail inside 12 ... track channel 13 ... inside of a wheel-link 20 ... copying element 30 ... wheel-link 31 ... wing rail 32 ... center piece 33 ... tongue rail
    For the sake of clarity, page copying elements (20) are used.
    These are, on the one hand, feeler elements, but also non-contact sensors which mechanically link the position information or forward it electronically to a processing tool, a setting device, an analysis device or a controller.
    The employment and the withdrawal of these elements can spring-loaded, but also pneumatically, hydraulically or servo-motor, or even the different variants are combined. It can, for example, the spring-loaded pressing, the withdrawal done by servo motor or in any other combinations.
    For feeler elements, these can be designed as rollers, levers or sliding elements.
    The respective position of the side copy element (20) can be seen relative to the rail (10) in the y direction. A deviation results from a movement in the y-direction during a defined feed of the rail vehicle, which lies outside a certain range of a possible rail curve. If this deviation in the y direction lies above a certain path to be defined, this is referred to as the predefined limit of intervention which can trigger a reaction.
    The page copy serves the device unit for exact positioning to the rail (10).
    This device unit may be an analysis unit for determining the quality of the rail (10), in particular a camera for image acquisition, a sensor for detecting cracks, as well as a sensor for determining the surface roughness and / or ripple.
    Likewise, the device unit may also be a material application device. Under material order are, for example, welding devices, but also to understand other material application devices. 6/24 • & ··· · ··· · · · · ·························
    Furthermore, the device unit may be a material removal device. In particular, processing methods such as grinding, milling and planing for material removal are mentioned here.
    On a rail vehicle, of course, several different or similar device units can be constructed.
    Under track channel (12) is the space from the rail side contour in the direction of track center to see. This track channel (12) can be seen in particular in Figures 3 and 4.
    In the area of an undisturbed rail track (10), this is only important for tram rails, that is usually for grooved rails. In railway or subway rails, this track channel (12), which extends in a width of up to 150 mm from the rail (10) to the track center at turnouts and crossings, as well as in railway overpasses interesting because here additionally by occurring wing or tongue rails (31, 33), Radlenker (30) and other structural elements information about the track condition can be made.
    In a first variant of the invention, the
    Seitenkopierelement (20) towards the rail inner edge (11) designed so that both the inside of the rail to be machined (10) and the inside of the track channel (12) of the rail (10) associated Radlenkerseite (30) or wing rail side (31), ie in the direction of center of the center, can be scanned. If there is an increased deviation when passing through the rail track (10) (reaching a defined intervention limit), this is due to an irregularity in the rail track (10). Thus, the side (20) at a rail gap lead to an increased measurement deflection and then deflected in the opposite direction to the track center out that it comes on the Radlenkerseite (30) or wing rail side (31) to the plant. Thus, the page overlay (20) is protected from the next impurity such as the frog tip (32).
    If there is no installation of the page copy (20) and the page copy (20) is deflected to a defined end position in the direction of track center, it is in this case when crossing the rail gap to no track channel crossing as the heart (32) of a switch or for example, the single-heart piece (32) or double-heart piece of an intersection, but due to a failure to reach a run-up contour to a driving over a rail joint gap. By recording a feed movement of the rail vehicle from min. 50mm, which is normally already covered by the reaction time and movement time, the page copy (20) can be re-applied to the rail (10). 7/24 ♦ «7 # · · ♦ · · ···························································································.
    Upon reaching a wing rail (31) or a Radlenkers (30), the page copy (20) each remain up to a predefined limit of engagement at the Spurkanalinnenseite (13). When the second limit of engagement is reached, that is, the side coping at the end of the wing rail (31) moves farther to the track center, the rail break has been successfully overrun and thus the side coping (20) can again be securely applied to the inside of the rail (11). If, in the case of a double frog, this position of maximum deflection towards the track center occurs a second time in relation to a defined trajectory resulting from the track and intersection, the double-frog area has just been left behind. The page copy (20) is immersed in the track area of the counter track. A provision can also be made again. This is represented by another switchover. The page copy (20) is now again on the inside of the rail to be processed (11). During this crossing, the device can continue to stand in the engaged position, ie in function, or in a retracted position without engagement with the rail (10).
    Since, for example, in the common rail system in Europe, the track channel (12) is specified at Radlenkern (30) in standard gauge with 34mm, a constructive design of a mechanical Seitenkopierungsgleitelements (20) with the necessary lateral play to a maximum width of about 30mm as appropriate to consider. This sliding element (20) can be used separately or in one piece for abutment with the rail inner edge (11) as well as track channel inner edge of the Radlenkers (13) or the wing rail (31). Furthermore, the copying element (20) can also be designed as a roll.
    In a second variant of the invention, the side copy element (20) is designed so that the employment of the
    Rail head inside (11) and the employment on the inside of the track channel (12) of the Radlenkers (30) and the wing or tongue rail (31, 33) by two separate or combined sensing elements (20) is shown. This results in a modified method to the effect that by the employed Tastelement (20) in the direction of the Radlenkers (30) or the wing rail (31) before reaching the rail interruption in the region of the heart (32) or in the region of the double frog it already on Beginning of a deflection movement of the probe element (20) through the inlet region of the Radlenkers (30) and the
    Wing rail (31) but also when reaching a tongue rail (33) comes. It is the inner button (20), which is in the undisturbed track (10) without function, deflected in the direction of the associated rail inner edge (11). 8/24 • • ο ··················································································. * I ··· ······· · ···
    This is to be expected with the passage, for example, a Radlenkers (30) or a wing or tongue rail (31,33).
    The measurement results between the strut (30) or wing or tongue rail (31, 33) and inner rail side (11) can be observed and assessed accurately dimensionally. Already now, or at the latest at a drift of the rail inside (11) can be reacted immediately with a Abrückbewegung the page copy (20) of the rail inside (11). If there is no interruption to the rail when the wing or tongue bar scan (30, 31, 33) is engaged, i. the fact that the inside of the rail of the rail (10) does not change its position, it is a pure Radlenkeranordnung (30) or tongue rail area (33) or a railroad crossing with continuous rail (10). If a tongue rail (33) is recognized due to the dimensional change of the contour and the remaining rail track side remaining free, then the delivery or return of the machining tools or device can be influenced. If this is not the case no further reaction is necessary.
    If the feeler element (20) on the wheel guide (30) or on the wing rail (31) is deflected again to a predefined dimension in the direction of the track center, the frog area (32) is left safely again and the side lining (20) can be returned to the Inside (11) to be processed rail (10) are applied.
    In addition, this may also be a Doppelherzstückbereich. For safety, therefore, the page copy (20) on the Radlenker (30) and the wing rail (31) is brought into a distant retreat position and only after a traverse of the rail vehicle of about 500 mm employed again. In order to increase the size of the side cover (20) as already mentioned above, the sensing elements (20) on both the rail (10) and the Radlenker (30) or wing or tongue rail (31, 33) are arranged obliquely and also to scan or record a transition region between the side surface and the radius of the rail head profile. The sensing elements (20) have in this embodiment only a sliding area and can back in rail gaps in a secured retreat position. In the withdrawn state, the respective adjacent button (20) takes control of the determined measurement results.
    Furthermore, the side scan both the inside of the rail (11) and the inside of the track channel (12) on the wing or tongue rail side (31, 33) and Radlenkerseite (30) are supplemented to the effect that via a seen in the direction of travel sensor or button , which is arranged vertically and can determine from above a rail interruption, the control of the Abrückbewegungen is adopted. 9/24 • βφ φ φ ······················································································· «
    It is mutatis mutandis in a similar embodiment of the invention possible that both areas, so the rail inner edge (11), as well as the inner edge of additional internals in the track channel (12) (wing or tongue rails (31, 33), Radlenker (30) / level crossings / ..) by a double-acting and width-variable side-copy element (20). Such an element (20) can scan both sides simultaneously or optically detect and is variable in width. The variable width causes, for example in a Radlenker (30), the first engagement takes place in the conical inlet zone, then the width decreases according to the track channel width and the width increases again at the conical outlet.
    These first two methods or devices are particularly suitable in the current state of the art in terms of turnout or crossing processing because the frog areas (32), for example, according to the DB Directive RIL 824.4016 are excluded from processing by mobile rail processing machines and a timely recognition These areas can be used automatically to initiate suitable movements of the processing tools. Furthermore, however, with the two methods already described, the crossing of the frog areas (32) with a rail vehicle with devices for rail processing and / or analysis can be realized in that both the rail position to the slightly retracted devices is still known and an immediate reuse after the critical area can also be recognized and initiated automatically. A renewed Aufgleisen the device units with a new rail search is not necessary. Furthermore, the method according to the invention does not require any change to a track channel foreign, e.g. Outside of the rail (10) or opposite rail (10) take place. Furthermore, however, a tongue region (33) of a switch can also be detected automatically and corresponding measures can be initiated on the device.
    In a further variant of the invention, the method already described is extended to the effect that an approximate position relative to the rail (10) can also be represented in the region of rail interruptions, in particular in the case of frogs (32). This is inventively achieved so that at least two side-copy elements (20) based on the same rail (10) are executed one behind the other. When entering a switch or intersection, the elements of two side coverings rest on the same rail inner edge (11). 10/24 * · 10 · · · · · · · · ···················································································
    The copy elements (20) can be designed again as described above. The positions of the scanning elements (20) in the y-direction are due to the
    Actual positions determined and compared continuously. About a predefined
    Engaging window, the immersion can be found in a rail gap. This intervention window results from a corresponding deviation of the y-position at a defined right of way. Furthermore, the previously described vertically arranged sensors or buttons for detecting the rail gaps can also be used here. The successively arranged side coverings are arranged at a distance from each other so that a maximum gap without loss of the rail inner edge (11) can be easily passed over. If a pushbutton (20) is in the position of a rail gap, the control of the device is switched over to the further pushbutton (20) remaining on the inner rail edge (11). Only when the first copy element (20) has been reset to the inner rail edge (11), the measurement signal is used again by this for the control. By detecting the frog tip (32) by the described additional vertical button or sensors can be done early recovery of the first page copy (20). As a result, the distance between the successively arranged side coverings (20) slightly above the max. occurring gap spacing can be selected. This gap is usually at max. 1600 mm.
    In a further preferred embodiment variant of the method according to the invention, three or more side-copying elements (20) are arranged one behind the other per rail track (10) and relative to the same rail inner edge (11). The execution and the sequence is carried out as in the variants described above, wherein the page copy (20), which performs the actual position control of the device unit, at least one page copy (20) before and at least one further page copy (20) is connected downstream. By this arrangement, the Nachführbewegung and accuracies can be improved to the effect that the rail gap can be run over even in the engaged position of the device unit. In this case, the required information can always be supplied by a copying element (20) lying on the inside of the rail (10).
    It is of course also possible to combine the described embodiments in a rail vehicle, which of course may also have a plurality of device units, with different variants of the rail copying. 11/24 ·· ·· ♦ · ··
    Furthermore, only one or more device units can be equipped with the side cover (20) according to the invention and other device units built on the vehicle can be controlled via known systems.
    It is also possible in the direction of travel in front of the side coverings and / or the device units to use so-called track channel scavengers which eliminate or at least detect unforeseen foreign bodies that do not belong to the track system.
    Thus, it is possible with the present invention an optimal
    Rail tracking of device units, and therefore to ensure optimal track control and repair even over areas with rail gaps.
    The method according to the invention and the device according to the invention are described in the independent claims 1 and 13, as well as the dependent claims 2 to 12 and 14 to 28. 12/24
    权利要求:
    Claims (28)
    [1]
    •······················································································································································································································· for side copying on a laid rail (10) for at least one device unit which is mounted on a rail vehicle and to which at least one copying element (20) for determining information of the rail head inner side (11) is assigned, characterized in that this copying element (20 ) Further information, determined from the track channel (12).
    [2]
    2. The method according to claim 1, characterized in that the information for hiring and / or targeted return of a device unit is used.
    [3]
    3. The method according to at least one of claims 1 and 2, characterized in that the additional information relate to rail joints, switches, crossings, railroad crossings or grooved rails.
    [4]
    4. The method according to at least one of claims 1 to 3, characterized in that at least one copying element (20) is used, which can provide geometry information from both sides of the track channel (12).
    [5]
    5. The method according to at least one of claims 1 to 4, characterized in that at least two pairs of copying elements (20) both the inner edge of the rail head (11), as well as the inner edge of a occurring Radlenker (13) or a wing or tongue rail ( 31, 33).
    [6]
    6. The method according to at least one of claims 1 to 5, characterized in that at least one copying element (20) is used, which can simultaneously provide geometry information from both sides of the track channel (12).
    [7]
    7. The method according to at least one of claims 1 to 6, characterized in that at least two successively arranged copy elements (20) each scan the rail inner edge (11). 13/24 ······
    [8]
    8. The method according to at least one of claims 1 to 7, characterized in that in each case at least one copying element (20) seen in the feed direction before and arranged at least one further after the device unit.
    [9]
    9. The method according to at least one of claims 1 to 8, characterized in that further information is determined with additional vertical sensors.
    [10]
    10. The method according to at least one of claims 1 to 9, characterized in that the device unit is designed as a material-removing unit.
    [11]
    11. The method according to at least one of claims 1 to 10, characterized in that the device unit is designed as a material-applying unit.
    [12]
    12. The method according to at least one of claims 1 to 11, characterized in that the device unit is designed as an analysis unit.
    [13]
    13. Device for page-copying on a laid rail (10) with at least one device unit, which is mounted on a rail vehicle, and the at least one copying element (20) for determining information of the rail head inside (11) is associated, characterized in that this copying element (20) determines further information from the track channel (12).
    [14]
    14. The apparatus according to claim 13, characterized in that the additional information in rail joints, switches, crossings, level crossings or grooved rails are detected.
    [15]
    15. The device according to at least one of claims 13 and 14, characterized in that it comprises at least one copying element (20) which can provide geometry information on both sides of the track channel (12). 14/24 ···································································
    [16]
    16. The device according to at least one of claims 13 to 15, characterized in that it comprises at least two paired copying elements (20), both the inner edge of the rail head (11), as well as the inner edge of a occurring Radlenkers (13) or a wing - or tongue rail (31, 33) scan.
    [17]
    17. The device according to at least one of claims 13 to 16, characterized in that this uses at least one copying element (20). which can simultaneously provide geometry information from both sides of the track channel (12).
    [18]
    18. The device according to at least one of claims 13 to 17, characterized in that it comprises at least two successively arranged copy elements (20) which respectively scan the rail inner edge (11).
    [19]
    19. The device according to at least one of claims 13 to 18, characterized in that in each case at least one copying element (20) is arranged in the feed direction before and at least one further arranged after the device unit.
    [20]
    20. The device according to at least one of claims 13 to 19, characterized in that the device unit is designed as a material-removing unit.
    [21]
    21. The device according to at least one of claims 13 to 20, characterized in that the device unit is designed as a material-applying unit.
    [22]
    22. Device according to at least one of claims 13 to 21, characterized in that the device unit is designed as an analysis unit.
    [23]
    23. The device according to at least one of claims 13 to 22, characterized in that the copying elements (20) have at least one scanning and at least one rest position.
    [24]
    24. The device according to at least one of claims 13 to 23, characterized in that the copying elements (20) have a distance from one another depending on the maximum rail gap distance and dependence of the total number. 15/24 ························
    [25]
    25. The device according to at least one of claims 13 to 24, characterized in that the copying elements (20) are designed scanning as rollers and / or levers and / or sliding elements.
    [26]
    26. The device according to at least one of claims 13 to 25, characterized in that the copying elements (20) are designed as non-contact sensors.
    [27]
    27. The device according to at least one of claims 13 to 26, characterized in that the copying elements (20) are formed with additional vertical sensors.
    [28]
    28. The device according to at least one of claims 13 to 27, characterized in that the copying elements (20) are formed with additional upstream in the feed direction Spurkanalräumern. 16/24
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    同族专利:
    公开号 | 公开日
    WO2014040094A1|2014-03-20|
    US20150233064A1|2015-08-20|
    CN104603361B|2017-06-20|
    EP2895655A1|2015-07-22|
    AT513347B1|2015-05-15|
    EP2895655B1|2019-07-10|
    US9822492B2|2017-11-21|
    CN104603361A|2015-05-06|
    引用文献:
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    AT5911U2|2002-10-29|2003-01-27|Plasser Bahnbaumasch Franz|METHOD FOR CONTACT-FREE MEASUREMENT OF A CROSS-PROFILE OR DISTANCE FROM RAILS OF A TRACK|
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    AT368220B|1979-08-14|1982-09-27|Plasser Bahnbaumasch Franz|MACHINE FOR MACHINING THE RAIL HEAD SURFACE OF AN INSTALLED TRACK|
    AT66030T|1987-11-07|1991-08-15|Scheuchzer Fils Auguste|GRINDING MACHINE FOR REPROFILING RAIL HEADS.|
    EP0344390B1|1988-05-30|1992-02-26|Les Fils D'auguste Scheuchzer S.A.|Rail grinding machine|
    DE4200945A1|1992-01-16|1993-07-22|Benkler Ag|METHOD FOR MEASURING A RAIL AND TRACK PROFILE AND CHASSIS FOR MACHINING|
    DE4438720A1|1994-10-29|1996-05-02|Abb Patent Gmbh|Arrangement for detecting discontinuities in electrical power rail for railway vehicles|
    EP0952255B1|1998-04-20|2004-09-15|Schweerbau GmbH & Co. KG|Railway vehicle with a rail-milling device|
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    CN102535279B|2012-01-13|2014-04-02|西南交通大学|Numerical control fine-grinding quality control method of rail welding joint|CN107138607A|2017-06-01|2017-09-08|徐涌涛|Cradle detection means|
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    CZ2020603A3|2020-11-09|2021-11-10|Technická univerzita v Liberci|Method of determining the track gauge and device for measuring the profile and / or track gauge|
    法律状态:
    2020-12-15| PC| Change of the owner|Owner name: MASCHINENFABRIK LIEZEN GES.M.B.H., AT Effective date: 20201019 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA994/2012A|AT513347B1|2012-09-12|2012-09-12|Method and device for the controlled page-copying of a device unit in rail vehicles|ATA994/2012A| AT513347B1|2012-09-12|2012-09-12|Method and device for the controlled page-copying of a device unit in rail vehicles|
    EP13770620.6A| EP2895655B1|2012-09-12|2013-08-30|Method and device for lateral copying at a rail|
    US14/426,505| US9822492B2|2012-09-12|2013-08-30|Method and device for lateral copying of a rail|
    PCT/AT2013/000140| WO2014040094A1|2012-09-12|2013-08-30|Method and device for lateral copying at a rail|
    CN201380045880.8A| CN104603361B|2012-09-12|2013-08-30|Method and apparatus for carrying out side profiling on rail|
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