• 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 invention relates to a method for stabilizing a track (5) with sleepers (6) mounted on track ballast (7) and rails (4) fastened thereon, by means of a stabilization unit (8) which is connected to a machine frame () which can be moved on the rails (4) ( 2) and comprises a vibration exciter (13) and rollers (9, 10) that can be rolled on the rails (4), the vibration exciter (13) generating in particular horizontal vibrations (15) running transversely to the longitudinal direction of the track. A curve (21) of a force (F, FB, FS) acting on the track (5) from the stabilizing unit (8) over a vibration path (yDGS, yS) is recorded by means of sensors (18, 19, 20) during a vibration cycle, an evaluation device (22) is used to derive at least one parameter from this, by means of which the stabilization process and / or the nature of the track ballast (7) is assessed. The stabilization process becomes a measurement procedure to determine the load-deformation behavior of the track ballast (7) and its changes on site.
    公开号:AT521481A4
    申请号:T331/2018
    申请日:2018-10-24
    公开日:2020-02-15
    发明作者:
    申请人:Plasser & Theurer Export Von Bahnbaumaschinen Gmbh；
    IPC主号:
    专利说明:

    description
    Method and device for stabilizing a track
    TECHNICAL FIELD The invention relates to a method for stabilizing a track which has sleepers mounted on track ballast and rails fastened thereon, by means of a stabilization unit which is connected to a machine frame which can be moved on the rails and to a vibration exciter and rollers which can be rolled off the rails includes, wherein the vibration exciter generates in particular horizontal, transverse to the longitudinal direction of vibrations. In addition, the invention relates to a device for performing the method.
    PRIOR ART [02] The stabilization of a track, also called dynamic track stabilization, serves to produce a sustainable track position after lifting, straightening and stuffing a track in the ballast bed. A horizontal oscillation is generated by means of a stabilization unit and transmitted to the track in order to bring about better durability of the track position by shaking the track. As a result, slump in the ballast bed that occurs after lifting, straightening and stuffing a track is greatly reduced. Furthermore, the transverse resistance of the track in the ballast bed is significantly increased. Stabilization units are usually arranged on track construction machines, which are called dynamic track stabilizers (DGS). A corresponding machine is known for example from EP 0 666 371 A1 or DE 41 02 870 A1.
    [03] WO 2008/009314 A1 discloses a stabilization unit with a controllable dynamic impact force. However, only the vibration acting on the respective rail head of the track can be measured, but not the resulting vibration of the sleepers of the track.
    From AT 518 373 A1 a method for stabilizing a track with a ballast bed is known, in which the vibrations caused by the
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    Tracks can be captured using a camera attached to the machine frame. A resulting oscillation amplitude of the track grating is subsequently derived from the image data obtained.
    SUMMARY OF THE INVENTION The invention is based on the objects of specifying a method and a device of the type mentioned at the outset with improved stabilization behavior, in particular with optimized monitoring of the stabilization process.
    [06] According to the invention, these objects are achieved by the features of claims 1 and 11. Advantageous further developments of the invention result from the dependent claims.
    [07] In this case, a curve of a force acting on the track from the stabilization unit over a vibration path is recorded during a vibration cycle by means of sensors arranged in particular on the stabilization unit, at least one characteristic variable being derived therefrom by means of an evaluation device, by means of which an evaluation of the stabilization process and / or Condition of the track ballast bed. The stabilization process becomes a measurement procedure to determine the load-deformation behavior of the track ballast and its changes on site. Through an analysis of the measured variables in real time and the formation of at least one parameter, the track ballast quality and the track ballast compaction can be assessed online already during the stabilization process. As a result, process parameters of compaction and the stabilized track position can be continuously adjusted.
    [08] In this way there is a method for compaction control by means of work-integrated measurement on the track stabilizer and on the processed track. The dynamically excited stabilization unit transmits vibrations to the track grate and its ballast bed, which leads to compaction. The stabilization unit and ballast track form a dynamic interaction system, the state of which allows information about the properties of the track ballast. By suitable
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    Analysis is the system for compaction control and optimization of the
    Ballast compaction used.
    [09] The advantage of process-related compaction control is ongoing quality control of the compaction work performed and its documentation. It also serves to optimize the overall compression in connection with a tamping process, which is carried out using a tamping unit before stabilization. The track is lifted when the track is stuffed with a predetermined overcorrection to such an extent that after optimized final compaction of the track ballast by means of the stabilization unit, the track setting occurs that leads exactly to the intended target position of the track. This advantage should be emphasized in particular in the case of combined machines which comprise both a tamping unit and a tracking stabilization unit.
    [10] Although the ballast should be as homogeneous as possible after compaction, the achievement of an optimal final compaction has priority, so that the majority of settlement of the track grate is anticipated in a controlled manner and the track position is stable in the future. A sufficient and, above all, even load-bearing capacity of the track ballast is an essential prerequisite for the stability of the track position in railway operations.
    [11] The essence of the invention is therefore to analyze the dynamic interaction system of the track stabilizer and railway track and to identify the dynamic properties of the individual components. The main focus is on tracking changes in those system parameters that describe the track ballast.
    [12] If all process parameters (driving speed, frequency, eccentricity, load, etc.) and the dynamic properties of the track grating (rail profiles, rail fastenings, sleeper mass and geometry, etc.) remain unchanged during compaction of the ballast using the stabilization unit, then a change in the Vibration behavior clearly attributable to the change in the track ballast. On the basis of the measurements according to the invention and their analysis, the effects of changes in
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    Process parameters or track grid properties are taken into account or recognized.
    [13] In a further development of the method, the parameter is specified as a parameter for the control of the stabilization unit. The automated adjustment of the stabilization process thus achieved allows a quick reaction to a changing nature of the ballast bed. For example, from the evaluation of the ballast bed quality, a default value for stabilization with a modified load or with an adapted oscillation frequency can be derived. This automatically results in an optimal selection of the frequency of the dynamic excitation and the static load, which the stabilization unit exerts on the machined track in the vertical direction. It is advantageous if the process parameters are controlled automatically.
    [14] In this way, the measured values from the work-integrated dynamic compaction control are the basis for an automatic control of the process parameters for the automatic optimal adjustment of the compaction tool to the found ballast conditions with regard to the optimal final compaction of the track ballast by the stabilization unit.
    [15] In an advantageous embodiment of the invention, at least two eccentric masses rotate with mutually coordinated phase positions and a predetermined angular frequency when the vibration exciter is active. This makes it possible to adapt the introduction of vibrations into the track in a simple manner by specifying a changed phase position or changed angular frequency. The resulting eccentricity can be continuously adjusted by adjusting the eccentric masses.
    [16] An excitation force is advantageously determined from the rotating mass, the eccentricity and the angular frequency. Since the mass and the eccentricity are known, the continuous detection of the angular frequency is sufficient to derive the excitation force. In the case of eccentric masses with adjustable eccentricity, this quantity also influences the determination of the excitation force.
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    5/15 [17] The inclination of the course for determining the stiffness ratios is derived as a first advantageous characteristic number. This inclination of the working line of the work diagram provides information about the load-bearing capacity of the track ballast as load rigidity. It increases in the course of ballast stabilization and is used as proof of compaction or stabilization. It is advantageous if an overall inclination is determined by linear regression of the recorded course, for example using the method of the least square error.
    [18] A curvature of the curve is advantageously derived as a second key figure in order to determine damping conditions. For example, a damping coefficient of the oscillating mass of the track can be determined. A spring constant, the damping coefficient and the accompanying mass of the track are related to the thrust module of the track ballast, which can be determined by back calculation. The thrust module of the track ballast is an important parameter for assessing the ballast rigidity and thus the state of compaction of the track ballast.
    A further advantageous determination of the indicator provides that for at least one course of a force acting on the track from the stabilizing unit over the associated vibration path, a circumscribed area is determined by means of circular integration over one excitation period as dynamically transmitted work. There is one performance per period for the work transferred from the stabilization unit to the rails and the work transferred from the rails to the ballast bed. These performance quantities correspond to each other as well as to an engine power of the stabilization unit.
    [20] It is also advantageous if a modal mass of the stabilization unit is specified in the evaluation device, a force acting on the rails being determined by taking into account the product of this modal mass times an acceleration of the stabilization unit, and the course of the force acting on the rails is determined via the vibration path of the stabilization unit. Conveniently
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    6/15 is the acceleration of the stabilization unit as the second
    Derivation of the vibration path determined.
    A further improvement of the method provides that a modal mass of the vibrating sleepers, in particular with a vibrating section of the rails, is specified in the evaluation device, that by taking into account the product of this modal mass times an acceleration of the sleepers, a force acting on the track ballast bed is determined and that the course of the force acting on the ballast bed is determined over the vibration path of a threshold. It is advantageous if the vibration path of the threshold is detected by means of a contactless sensor arranged on the machine frame.
    [22] Additional information about the track status is obtained if a mechanical model of the stabilization unit and the track section set in vibration is stored in the evaluation device and if soil mechanical parameters are calculated using this model. In this way, the measurement data recorded with the sensors enable conclusions to be drawn about dynamic properties of the system components set in vibration.
    [23] Another variant of the method provides that the course of the force is recorded over the vibration path while the stabilization unit is operated on the stand. For calibration and test purposes in particular, it makes sense to stop the track construction machine comprising the stabilization unit during a measurement process.
    The device according to the invention for carrying out one of the methods described has a stabilizing unit which is fastened to a machine frame and comprises a vibration exciter and rollers which can be rolled off rails, sensors on the device for detecting the course of a force acting on the track from the stabilizing unit are arranged above an oscillation path, with measurement signals from the sensors being fed to an evaluation device and with the evaluation device being set up to determine a parameter derived from the course. In this way, the stabilization unit is also used as a measuring apparatus during an operational operation
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    7/15 to record a force-displacement curve (working diagram) of the unit and to derive a meaningful parameter from it.
    [25] At least one displacement sensor is advantageously arranged on the device. The position of the device on the track can thus be detected in a simple manner and assigned to the respective derived parameter. A corresponding recording of the measurement results is then available in relation to the position, so that the condition of the track is documented over the entire section being processed.
    A further improvement of the device provides that the evaluation device is coupled to a device control in order to control the stabilization unit as a function of the parameter. Changed conditions on the track automatically lead to an adjustment of the stabilization process in order to ensure a uniform compaction quality across the processed track section.
    [27] For the determination of the forces generated by the stabilization unit, the evaluation device advantageously includes a storage device in which modal masses of the stabilization unit and the track to be stabilized are stored. The data of the sleepers and rails installed in the work area are usually known to the railway operator. If necessary, a measurement run is carried out in advance in order to record the required data. For this purpose, the device includes, for example, laser scanners for determining the rails and sleepers.
    BRIEF DESCRIPTION OF THE DRAWINGS [28] The invention is explained below by way of example with reference to the accompanying figures. In a schematic representation:
    Fig. 1 track construction machine with stabilizing units Fig. 2 cross section through a track with stabilizing unit Fig. 3 top view of a track with stabilizing units Fig. 4 cross section through a track with dynamic force transmission by means of the stabilizing unit
    Fig. 5 working diagrams
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    Fig. 6 Dynamic model to describe the dynamic interaction of the stabilization unit and ballast track
    DESCRIPTION OF THE EMBODIMENTS [29] The device 1 shown in FIG. 1 is designed as a track construction machine (dynamic track stabilizer DGS) and comprises a machine frame 2, which can be moved on rails 4 of a track 5 supported on rails 4. The rails 4 are fastened to sleepers 6 and form a track grate with them, which is mounted on track ballast 7. Advantageously, two stabilization units 8 are movably connected to the machine frame 2 in order to transmit opposing vibrations to the track 5. In simple designs, only one stabilization unit 8 is provided.
    [30] The stabilization unit 8 comprises flange rollers 9 and pinch rollers 10 for holding the track grate. Specifically, the rails 4 are held by the clamping rollers 10 by means of a clamping mechanism 11. The flanged rollers 9 are advantageously pressed against the rails 4 from the inside by means of locked telescopic axes 12. The stabilization unit 8 sets the track grating in vibration locally, which transmits it to the track ballast 7. The vibrations mean that the grains in the grain structure become mobile, can be moved and move to a denser storage. With new track ballast 7 without a noticeable proportion of fine parts, ballast 7 can flow, which additionally increases the compaction effect. By compressing the track ballast 7, its load-bearing capacity and its rigidity are increased and the settlement associated with the compaction is anticipated in a controlled manner.
    [31] FIG. 2 shows a cross section through a railway embankment with the stabilizing unit 8 acting on the track 5. FIG. 3 shows a corresponding top view. The stabilization unit 8 is excited dynamically horizontally across the track axis 14 by means of a vibration exciter 13 (directional oscillator). These horizontal vibrations 15 are transmitted to the rails 4 via the pinch rollers 10 and flange rollers 9 and to the sleepers 6 via the rail fastening 16. The respective threshold
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    9/15 possibly transmits the vibrations generated in this way via a
    Threshold sole 17 on the track ballast 7, which needs to be compacted.
    [32] In an exemplary embodiment, the vibration exciter 13 comprises rotating eccentric masses (unbalances) with coordinated phase positions. The eccentric masses preferably rotate in opposite directions, the eccentric forces canceling each other out in the vertical direction and increasing in the horizontal direction. The effect of the eccentric masses can be adjusted by changing the respective phase position or the eccentricity. In order to determine the size of the effective eccentricity, the frequency and the phase position of the dynamic excitation, the positions of the rotating eccentric masses are continuously measured. In the case of alternative vibration exciters 13, the dynamic excitation is determined in a correspondingly suitable manner.
    According to the invention, a curve 21 of a force F, F Sl F B acting on the track 5 from the stabilization unit 8 over a vibration path y DGS , y s (horizontal displacement) is detected during a vibration cycle by means of sensors 18, 19, 20 arranged on the stabilization unit 8 . In the arrangement according to FIG. 2, a sensor 18 measures the movement of the stabilization unit 8 and a sensor 19 measures the position of the rotating eccentric masses of the vibration exciter 13. For example, using an acceleration sensor 18, first an acceleration y DGS and in each case an oscillation speed y DGS and the vibration path y DGS of the stabilization unit 8 and thus also the rail heads determined.
    [34] The state of motion of the thresholds 6 in the effective direction of the stabilization unit 8 is advantageously determined by means of a contactless sensor 20. This is, for example, a camera with automated image evaluation directed at the threshold 8 set in vibration. In this way, the displacement or the vibration path y s of the respective threshold 8 is detected.
    [35] An evaluation device 22 is preferably arranged for online evaluation in the track-laying machine, to which sensor signals or data acquired by means of sensors 18, 19, 20 are fed. It is about
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    10/15, for example, an industrial computer with a storage device. Structural data of the device 1 and the processed track 4 as well as a dynamic model are stored in the memory device. Software is set up in the evaluation device 22, by means of which work diagrams are created and evaluated. In addition, the evaluation device 22 is supplied with measurement results from a displacement sensor 23 in order to assign the work diagrams of the individual oscillation cycles to a respective position on the track 5. In another form, the evaluation device 22 is arranged in a control center, a data transmission being set up between the track-laying machine and the control center.
    [36] With reference to FIG. 4, the force-displacement relationships (work diagrams) that are established on the basis of the measurements according to the invention are explained. The force F of the excitation of the stabilization unit 8 by the vibration exciter 13 is the product of the effective eccentricity (eccentric mass m times eccentricity e) and the square of the excitation angular frequency ω multiplied by the sine of the excitation angular frequency ω and time t:
    F = m- e ω 2 sin (<D t)
    Both the amplitude and the phase position are known from the measurements. The phase position determined by measurement technology serves as a reference for the other phase positions and is therefore set to zero in the calculation.
    [37] The measurements are generally integrated into the process while the moving stabilization unit 8 is working, but can also be carried out on the stand for calibration and test purposes in order to track the compression process at a fixed point.
    The horizontal displacement y DGS of the stabilization unit 8 and its derivatives with the associated phase positions is known from the measurement. The mass M DGS of the stabilization unit 8 and the modal mass M s of the excited sleepers 6 are known due to the design. The mass of the rail heads can be added modally to the mass M DGS of the stabilization unit 8 and that of the rail feet to the modal mass M s of the excited sleepers 6.
    / 19th
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    11/15 [39] If the respective inertial forces of the components are subtracted from the excitation force F, the excitation force F s on the threshold 8 and the excitation force F B on the track ballast 7 can be determined:
    F B = F - y D GS 'M DG s - y s ' M s
    F $ = F - y B Gs' M DGS [40] The working diagrams shown in FIG. 5 can be created from the relations between these forces F, F B , F s and the associated oscillation paths or displacements y DG5 , y s in the effective direction will. They provide information about the stiffness ratios (inclination of the line) and damping ratios (curvature) as well as the work put into the system per excitation cycle (defined areas A ± and A 2 ).
    Ai = j F b - dy s A 2 = F s dy DGS
    The amplitude ratios F of the forces F, F B , F s and the amplitude ratios y of the oscillation paths y DGS , y s in the system can also be read off.
    [41] In order to determine the dynamic properties of the system components with the amplitudes and phase positions determined from the measurements and their analysis, a mechanical model according to FIG. 6 is used. The relevant system components for mechanical modeling are connected in series.
    [42] The dynamic excitation force F known in terms of measurement technology acts on the modal mass M DGS of the stabilization unit 8, which experiences the displacement y DGS . The stabilization unit 8 is connected via the rails 4 and the rail fastenings 16 to the sleepers 6 (modal mass M s and displacement y s ). The flexibility of the rails 4 and the rail fastenings 16 is modeled by means of the Kelvin-Voigt element (spring k s and damper c s arranged in parallel).
    The sleepers 6 rest on the track ballast 7, which is modeled as a friction element r B , possibly an oscillating mass M B and a Kelvin-Voigt element (spring k B and damper c B arranged in parallel). The
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    The friction element r B describes the dynamic transverse displacement resistance.
    [44] The spring constant k Bl, the damping coefficient c B and the resonating mass M B are related to the thrust module G B of the track ballast 7 via soil mechanics laws, which can be determined by back calculation. The thrust module G B of the track ballast 7 is, in addition to the information from the working diagrams (FIG. 5), one of the most important parameters for assessing the ballast rigidity and thus the state of compaction of the track ballast 7. It is calculated on the basis of the measurements accompanying the process (FIG. 2) determined continuously with the help of the mechanical model (FIG. 6).
    [45] If two or more stabilizing units 8 work in succession in a track tamping machine, the measuring principle described can be applied to each of these stabilizing units 8. The results, which are determined independently of each other, are related to each other, which means that additional information about the track ballast condition, compactibility, load-bearing capacity development, settlement history, etc. is available and applicable. It is therefore advantageous if a plurality of stabilization units 8 are arranged one behind the other and if the measurement signals from the sensors 18, 19, 20 assigned to the stabilization units 8 are fed to a common evaluation device 22.
    权利要求:
    Claims (15)
    [1]
    Claims
    1. A method for stabilizing a track (5) with sleepers (6) mounted on track ballast (7) and rails (4) fastened thereon, by means of a stabilization unit (8) which is movable with a machine frame (2) which can be moved on the rails (4). is connected and comprises a vibration exciter (13) and rollers (9, 10) that can be rolled on the rails (4), the vibration exciter (13) generating in particular horizontal vibrations (15) running transversely to the longitudinal direction of the track, characterized in that by means of sensors ( 18, 19, 20) a course (21) of a force (F, F B , F s ) acting on the track (5) from the stabilizing unit (8) over an oscillation path (y DGS , y s ) is recorded during an oscillation cycle, and that at least one parameter is derived therefrom by means of an evaluation device (22), by means of which an evaluation of the stabilization process and / or a condition of the track ballast (7) takes place.
    [2]
    2. The method according to claim 1, characterized in that the parameter is specified as a parameter for the control of the stabilization unit (8).
    [3]
    3. The method according to claim 1 or 2, characterized in that with active vibration exciter (13) rotate at least two eccentric masses with mutually coordinated phase positions and a predetermined angular frequency.
    [4]
    4. The method according to claim 3, characterized in that an excitation force (F) is determined from the rotating mass, the eccentricity and the angular frequency.
    [5]
    5. The method according to any one of claims 1 to 4, characterized in that an inclination of the course (21) is derived to determine the stiffness ratios as a first key figure.
    [6]
    6. The method according to any one of claims 1 to 5, characterized in that a curvature of the course (21) is derived as a second key figure to determine the damping ratios.
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    [7]
    7. The method according to any one of claims 1 to 6, characterized in that for at least one course (21) of a force (F, F ß , F s ) acting from the stabilizing unit (8) on the track (5) over the associated vibration path ( y DGS , ys) a circumscribed area (A lz A 2 ) is determined by means of circular integration over one excitation period each as dynamically transferred work.
    [8]
    8. The method according to any one of claims 1 to 7, characterized in that in the evaluation device (22) a modal mass (M DGS ) of the stabilization unit (8) is specified that by taking into account the product of this modal mass (M dgs ) times an acceleration of the Stabilizing unit (8) a force (F 5 ) acting on the rails (4) is determined and that the course (21) of the force (F s ) acting on the rails (4) over the vibration path (y DGS ) of the stabilizing unit (8 ) is determined.
    [9]
    9. The method according to any one of claims 1 to 8, characterized in that in the evaluation device (22) a modal mass (M s ) of the vibrating sleepers (6), in particular with a vibrating section of the rails (4), is specified by Taking into account the product of this modal mass (M s ) times an acceleration of the sleepers (6), a force (F ß ) acting on the ballast (7) is determined and that the course (21) of the force acting on the ballast (7) (F ß ) over the vibration path (y 5 ) of a threshold (6) is determined.
    [10]
    10. The method according to any one of claims 1 to 9, characterized in that a mechanical model of the stabilizing unit (8) and the track section set in vibration is stored in the evaluation device (22) and that soil mechanical parameters are calculated by means of this model.
    [11]
    11. The method according to any one of claims 1 to 10, characterized in that the detection of the course (21) of the force (F, F ß , F s ) over the vibration path (y DGS , y s ) takes place while the stabilization unit (8 ) is operated at the stand.
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    15/15
    [12]
    12. The device (1) for performing a method according to any one of claims 1 to 11, with a stabilizing unit (8) which is fixed to a machine frame (2) and a vibration exciter (13) and rollers (9) which can be unrolled on rails (4) , 10), characterized in that sensors (18, 19, 20) on the device (1) for detecting the course (21) of a force (F, F B , F s ) acting on the track from the stabilizing unit (8) Arranged over an oscillation path (y DGS , y s ) are that measurement signals from the sensors (18, 19, 20) are fed to an evaluation device (22) and that the evaluation device (22) is set up to determine a parameter derived from the course (21) is.
    [13]
    13. The apparatus according to claim 12, characterized in that at least one displacement sensor (23) is arranged.
    [14]
    14. The device according to claim 12 or 13, characterized in that the evaluation device (22) is coupled to a device control in order to control the stabilization unit (8) as a function of the parameter.
    [15]
    15. Device according to one of claims 12 to 14, characterized in that the evaluation device (22) comprises a storage device in which modal masses (M DGS , M s ) of the stabilization unit (8) and the track (5) to be stabilized are stored.
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    同族专利:
    公开号 | 公开日
    EA202100114A1|2021-08-05|
    KR20210081336A|2021-07-01|
    JP2022505727A|2022-01-14|
    WO2020083599A1|2020-04-30|
    BR112021007776A2|2021-07-27|
    AT521481B1|2020-02-15|
    AU2019364598A1|2021-04-29|
    US20210395954A1|2021-12-23|
    CN112888821A|2021-06-01|
    EP3870760A1|2021-09-01|
    CA3115137A1|2020-04-30|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    GB2250765B|1990-02-06|1994-04-20|Plasser Bahnbaumasch Franz|Process for consolidating railway track ballast|
    AT402519B|1990-02-06|1997-06-25|Plasser Bahnbaumasch Franz|CONTINUOUSLY RIDABLE RAILWAY MACHINE FOR COMPRESSING THE GRAVEL BED OF A TRACK|
    US5887527A|1994-02-04|1999-03-30|Franz Plasser Bahnbaumaschinen-Industriegesellschaft M.B.H.|Track lining machine|
    WO2008009314A1|2006-07-20|2008-01-24|Franz Plasser Bahnbaumaschinen-Industriegesellschaft Mbh|Method and machine for stabilizing track|
    AT518373B1|2016-02-24|2018-05-15|Plasser & Theurer Export Von Bahnbaumaschinen Gmbh|Machine with stabilization unit and measuring method|CN112100771A|2020-09-10|2020-12-18|燕山大学|Method for optimizing support distance in three-point reverse-bending transverse straightening process of steel rail|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA331/2018A|AT521481B1|2018-10-24|2018-10-24|Method and device for stabilizing a track|ATA331/2018A| AT521481B1|2018-10-24|2018-10-24|Method and device for stabilizing a track|
    AU2019364598A| AU2019364598A1|2018-10-24|2019-09-26|Method and device for stabilizing a track|
    EA202100114A| EA202100114A1|2018-10-24|2019-09-26|METHOD AND DEVICE FOR STABILIZING THE RAILWAY|
    US17/288,639| US20210395954A1|2018-10-24|2019-09-26|Method and device for stabilizing a track|
    EP19779824.2A| EP3870760A1|2018-10-24|2019-09-26|Method and device for stabilizing a track|
    PCT/EP2019/075961| WO2020083599A1|2018-10-24|2019-09-26|Method and device for stabilizing a track|
    CA3115137A| CA3115137A1|2018-10-24|2019-09-26|Method and device for stabilizing a track|
    BR112021007776-6A| BR112021007776A2|2018-10-24|2019-09-26|method and device for stabilizing a railway|
    CN201980069488.4A| CN112888821A|2018-10-24|2019-09-26|Method and apparatus for stabilizing a track|
    KR1020217010319A| KR20210081336A|2018-10-24|2019-09-26|Method and apparatus for stabilizing the track|
    JP2021522377A| JP2022505727A|2018-10-24|2019-09-26|Methods and equipment for stabilizing the orbit|
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