Title of Invention	METHOD FOR CORRECTING HEIGHT DEFECTS IN A TRACK
Abstract	For correcting vertical geometry faults (y-), a track is lifted beyond the final target position (X) with a superelevation (y+) correlating to the respective fault value of a vertical geometry fault (y-), and tamped, thus forming a preliminary target position (Xv). Subsequently, in the course of a track stabilization, varying compaction is exerted upon the ballast bed of the track (2) in order to finally achieve the desired target position (X). With this, a return of the track to the previous track geometry faults can be avoided. N/A

Title of Invention

METHOD FOR CORRECTING HEIGHT DEFECTS IN A TRACK

Abstract

For correcting vertical geometry faults (y-), a track is lifted beyond the final target position (X) with a superelevation (y+) correlating to the respective fault value of a vertical geometry fault (y-), and tamped, thus forming a preliminary target position (Xv). Subsequently, in the course of a track stabilization, varying compaction is exerted upon the ballast bed of the track (2) in order to finally achieve the desired target position (X). With this, a return of the track to the previous track geometry faults can be avoided. N/A

Full Text	FORM 2 THE PATENT ACT 1970 (39 of 1970) & The Patents Rules, 2003 COMPLETE SPECIFICATION (See Section 10, and rule 13] 1. TITLE OF INVENTION METHOD FOR CORRECTING HEIGHT DEFECTS IN A TRACK 2. APPLICANT(S) a) Name : FRANZ PLASSER BAHNBAUMASCHINEN- INDUSTRIEGESELLSCHAFT MBH b) Nationality : AUSTRIAN Company c) Address : JOHANNESGASSE 3, A-1010 WIEN, AUSTRIA 3. PREAMBLE TO THE DESCRIPTION The following specification particularly describes the invention and the manner in which it is to be performed : - The invention relates to a method of correcting vertical geometry faults of a track, wherein said track is tamped while being lifted into a preliminary target position and subsequently, within the scope of a track stabilization, is finally lowered in a controlled way into a final target position by application of a static load in connection with transverse vibrations. From US 6 154 973, a method of track geometry correction is known in which, after tamping of the track, the track geometry is surveyed in order to determine long wave geometry faults. Subsequently, by application of a track stabilizer, the track is lowered in a controlled manner into a final target position, during which the long wave faults are eliminated by means of changing the static load or the transverse vibrations. It is the object of the present invention to provide a method of the specified kind with which the durability of the corrected track geometry can be improved. According to the invention, this object is achieved with a method of the type mentioned at the beginning in that the track is lifted beyond the final target position with a superelevation correlating to the respective fault value of the vertical geometry fault, and tamped. As a result of this intentional superelevation of the track, carried out in relation to the vertical geometry faults, sections displaying greater vertical geometry faults arc automatically consolidated to a higher degree in the course of the following track stabilization. With this, it is possible to reliably prevent said track sections from sinking back relatively quickly into their previous, faulty position due to the traffic load. During this, it is of particular advantage that this effect can be achieved with only minimal additional expense. 2 Additional advantages and features of the invention become apparent from the further claims and the drawing. The invention will be described in more detail below with reference to embodiments represented in the drawing in which Fig. 1 shows a side view of a machine for track geometry correction, and Fig. 2 shows a schematic representation of different states of the track geometry. A machine 1, visible in Fig. 1, for correcting the geometry of a track 2 comprises a machine frame 6, composed of two frame parts 3,4, and on-track undercarriages 7. The front frame part 3 - with respect to a working direction 8 comprises a tamping unit 9 for tamping sleepers 10. Associated with the rear frame part 4 are stabilizing units 11 which can be pressed with a vertical load onto the track 2 and, at the same time, set the track in transverse vibrations. The tamping unit 9 positioned on the front frame part 3 is arranged, together with a preceding track lifting unit 12, on a satellite frame 13. The latter has a front end mounted on the frame part 3 for longitudinal displacement by means of a drive 5, while a rear end is supported on a separate on-track undercarriage 7. Located above the latter is a work cabin 14, connected to the front frame part 3, which includes a control device 15. A reference system 17 comprising measuring axles 16 is provided for the track geometry correction. The x-axis of a diagram visible in Fig. 2 represents the track length; the y-axis represents the vertical geometry faults. An actual geometry Xi of the track 2, registered by the reference system 17, is characterized by differently sized fault values of vertical geometry faults y-. Heretofore, it was customary to lift the track 2 into a target position X and tamp it. Thereafter, said 'preliminary' target position X was lowered evenly and consolidated by the effects of static load and transverse 3 vibrations in the course of a track stabilization. In the method according to the invention, the track 2 is now lifted beyond the final target position X with a superelevation y+ correlating to the respective fault value of the vertical geometry fault y-, and tamped, thus forming a preliminary target position Xv. During this, it is essential that the respective local position xs, detected by an odometer 18, as well as the value, correlating to the vertical geometry fault y-, of the superelevation y+ is registered and stored in the control device 15. Expediently, the superelevation y+ is proportional in each case to the vertical geometry fault y-. The subsequent lowering of the track 2 by the application of the stabilizing units 11 is carried out, as it were, in a manner time-delayed by the distance d between the said stabilization units and the tamping unit 9. To that end - in dependence upon the distance d registered by the odometer 18 - the respectively stored superelevation y+ is recalled from the control unit 15, and the static load as well as the vibration frequency of the transverse vibrations of the stabilizing units 11 is actuated until a final target position X of the track 2 has been achieved. Said target position is registered by means of a reference system 20, associated with the rear frame part 4, in connection with a measuring axle 19. In the case of the more significant vertical geometry faults y-, the static load and/or the vibration frequency are automatically increased. Thus, a variable compaction is possible in spite of a continuous advance of the machine 1. The tendency of the track 2 to return to the 'old' vertical geometry faults present prior to the tamping operation - is reliably counteracted by the superelevation which correlates or is proportional to the vertical geometry faults y-, as those sections showing greater geometry faults are now compacted to a higher degree than sections with lesser faults. 4 The method according to the invention can naturally also be employed in those instances when the stabilizing units 11 are situated on an independently mobile vehicle, a so-called track stabilizer. In this case, the required data (local position and value of the superelevation) are transmitted by radio to a control unit of the track stabilizer. In order to achieve a more pronounced lowering of the track into the target position X in the case of greater geometry faults, it would also be possible to vary the speed of advance of the track stabilizer. 5 WE CLAIM: 1. A method of correcting vertical geometry faults (y-) of a track (2), wherein said track is tamped while being lifted into a preliminary target position (Xv) and subsequently, within the scope of a track stabilization, is finally lowered in a controlled way into a final target position (X) by application of a static load in connection with transverse vibrations, characterized in that the track (2) is lifted beyond the final target position (X) with a superelevation (y+) correlating to the respective fault value of the vertical geometry fault (y-), and tamped. 2. A method according to claim 1, characterized in that the value as well as the local position (xs) of the respective superelevation (y+) is stored and used for controlling the lowering of the track by means of the track stabilization. 3. A method according to claim 2, characterized in that, during the subsequent track stabilization for lowering the track (2) into the target position X, the vertical load is changed in dependence upon the vertical geometry faults (y~). 4. A method according to claim 2 or 3, characterized in that, during the subsequent track stabilization for lowering the track (2) into the target position X, a vibration frequency of the transverse vibrations is changed in dependence upon the vertical geometry faults (y-). 6 5. A method according to claim 1, characterized in that, for lowering the track (2) into the target position X, a speed of advance of a machine carrying out the track stabilization is changed in dependence upon the vertical geometry faults (y-)- Dated this 9th day of March, 2007 HIRAL CHANDRAKANT JOSHI AGENT FOR FRANZ PLASSER BAHNBAUMASCHINEN- INDUSTRIEGESELLSCHAFT M.B.H. 7 ABSTRACT For correcting vertical geometry faults (y-), a track is lifted beyond the final target position (X) with a superelevation (y+) correlating to the respective fault value of a vertical geometry fault (y-), and tamped, thus forming a preliminary target position (Xv). Subsequently, in the course of a track stabilization, varying compaction is exerted upon the ballast bed of the track (2) in order to finally achieve the desired target position (X). With this, a return of the track to the previous track geometry faults can be avoided. To, The Controller of Patents, The Patent Office, Mumbai (Fig. 2) N/A

Full Text

FORM 2
THE PATENT ACT 1970 (39 of 1970)
&
The Patents Rules, 2003
COMPLETE SPECIFICATION
(See Section 10, and rule 13]
1. TITLE OF INVENTION
METHOD FOR CORRECTING HEIGHT DEFECTS IN A TRACK
2. APPLICANT(S)
a) Name : FRANZ PLASSER BAHNBAUMASCHINEN-
INDUSTRIEGESELLSCHAFT MBH
b) Nationality : AUSTRIAN Company
c) Address : JOHANNESGASSE 3,
A-1010 WIEN, AUSTRIA
3. PREAMBLE TO THE DESCRIPTION
The following specification particularly describes the invention and the manner in which it is to be performed : -

The invention relates to a method of correcting vertical geometry faults of a track, wherein said track is tamped while being lifted into a preliminary target position and subsequently, within the scope of a track stabilization, is finally lowered in a controlled way into a final target position by application of a static load in connection with transverse vibrations.
From US 6 154 973, a method of track geometry correction is known in which, after tamping of the track, the track geometry is surveyed in order to determine long wave geometry faults. Subsequently, by application of a track stabilizer, the track is lowered in a controlled manner into a final target position, during which the long wave faults are eliminated by means of changing the static load or the transverse vibrations.
It is the object of the present invention to provide a method of the specified kind with which the durability of the corrected track geometry can be improved.
According to the invention, this object is achieved with a method of the type mentioned at the beginning in that the track is lifted beyond the final target position with a superelevation correlating to the respective fault value of the vertical geometry fault, and tamped.
As a result of this intentional superelevation of the track, carried out in relation to the vertical geometry faults, sections displaying greater vertical geometry faults arc automatically consolidated to a higher degree in the course of the following track stabilization. With this, it is possible to reliably prevent said track sections from sinking back relatively quickly into their previous, faulty position due to the traffic load. During this, it is of particular advantage that this effect can be achieved with only minimal additional expense.
2

Additional advantages and features of the invention become apparent from the further claims and the drawing.
The invention will be described in more detail below with reference to embodiments represented in the drawing in which
Fig. 1 shows a side view of a machine for track geometry correction, and
Fig. 2 shows a schematic representation of different states of the track geometry.
A machine 1, visible in Fig. 1, for correcting the geometry of a track 2 comprises a machine frame 6, composed of two frame parts 3,4, and on-track undercarriages 7. The front frame part 3 - with respect to a working direction 8 comprises a tamping unit 9 for tamping sleepers 10. Associated with the rear frame part 4 are stabilizing units 11 which can be pressed with a vertical load onto the track 2 and, at the same time, set the track in transverse vibrations.
The tamping unit 9 positioned on the front frame part 3 is arranged, together with a
preceding track lifting unit 12, on a satellite frame 13. The latter has a front end mounted on the frame part 3 for longitudinal displacement by means of a drive 5, while a rear end is supported on a separate on-track undercarriage 7. Located above the latter is a work cabin 14, connected to the front frame part 3, which includes a control device 15. A reference system 17 comprising measuring axles 16 is provided for the track geometry correction.
The x-axis of a diagram visible in Fig. 2 represents the track length; the y-axis represents the vertical geometry faults. An actual geometry Xi of the track 2, registered by the reference system 17, is characterized by differently sized fault values of vertical geometry faults y-. Heretofore, it was customary to lift the track 2 into a target position X and tamp it. Thereafter, said 'preliminary' target position X was lowered evenly and consolidated by the effects of static load and transverse
3

vibrations in the course of a track stabilization.
In the method according to the invention, the track 2 is now lifted beyond the final target position X with a superelevation y+ correlating to the respective fault value of the vertical geometry fault y-, and tamped, thus forming a preliminary target position Xv. During this, it is essential that the respective local position xs, detected by an odometer 18, as well as the value, correlating to the vertical geometry fault y-, of the superelevation y+ is registered and stored in the control device 15. Expediently, the superelevation y+ is proportional in each case to the vertical geometry fault y-.
The subsequent lowering of the track 2 by the application of the stabilizing units 11 is carried out, as it were, in a manner time-delayed by the distance d between the said stabilization units and the tamping unit 9. To that end - in dependence upon the distance d registered by the odometer 18 - the respectively stored superelevation y+ is recalled from the control unit 15, and the static load as well as the vibration frequency of the transverse vibrations of the stabilizing units 11 is actuated until a final target position X of the track 2 has been achieved. Said target position is registered by means of a reference system 20, associated with the rear frame part 4, in connection with a measuring axle 19. In the case of the more significant vertical geometry faults y-, the static load and/or the vibration frequency are automatically increased. Thus, a variable compaction is possible in spite of a continuous advance of the machine 1.
The tendency of the track 2 to return to the 'old' vertical geometry faults present prior to the tamping operation - is reliably counteracted by the superelevation which correlates or is proportional to the vertical geometry faults y-, as those sections showing greater geometry faults are now compacted to a higher degree than sections with lesser faults.
4

The method according to the invention can naturally also be employed in those instances when the stabilizing units 11 are situated on an independently mobile vehicle, a so-called track stabilizer. In this case, the required data (local position and value of the superelevation) are transmitted by radio to a control unit of the track stabilizer. In order to achieve a more pronounced lowering of the track into the target position X in the case of greater geometry faults, it would also be possible to vary the speed of advance of the track stabilizer.
5

WE CLAIM:
1. A method of correcting vertical geometry faults (y-) of a track (2), wherein said track is tamped while being lifted into a preliminary target position (Xv) and subsequently, within the scope of a track stabilization, is finally lowered in a controlled way into a final target position (X) by application of a static load in connection with transverse vibrations, characterized in that the track (2) is lifted beyond the final target position (X) with a superelevation (y+) correlating to the respective fault value of the vertical geometry fault (y-), and tamped.
2. A method according to claim 1, characterized in that the value as well as the local position (xs) of the respective superelevation (y+) is stored and used for controlling the lowering of the track by means of the track stabilization.
3. A method according to claim 2, characterized in that, during the subsequent track stabilization for lowering the track (2) into the target position X, the vertical load is changed in dependence upon the vertical geometry faults (y~).
4. A method according to claim 2 or 3, characterized in that, during the subsequent track stabilization for lowering the track (2) into the target position X, a vibration frequency of the transverse vibrations is changed in dependence upon the vertical geometry faults (y-).
6

5. A method according to claim 1, characterized in that, for lowering the track (2) into the target position X, a speed of advance of a machine carrying out the track stabilization is changed in dependence upon the vertical geometry faults
(y-)-
Dated this 9th day of March, 2007
HIRAL CHANDRAKANT JOSHI
AGENT FOR
FRANZ PLASSER BAHNBAUMASCHINEN- INDUSTRIEGESELLSCHAFT M.B.H.
7

ABSTRACT
For correcting vertical geometry faults (y-), a track is lifted beyond the final target position (X) with a superelevation (y+) correlating to the respective fault value of a vertical geometry fault (y-), and tamped, thus forming a preliminary target position (Xv). Subsequently, in the course of a track stabilization, varying compaction is exerted upon the ballast bed of the track (2) in order to finally achieve the desired target position (X). With this, a return of the track to the previous track geometry faults can be avoided.
To,
The Controller of Patents, The Patent Office, Mumbai
(Fig. 2)

N/A

Documents:

355-mumnp-2007-abstract(09-03-2007).doc

355-mumnp-2007-abstract(09-03-2007).pdf

355-MUMNP-2007-ABSTRACT(GRANTED)-(11-11-2008).pdf

355-mumnp-2007-abstract.doc

355-mumnp-2007-abstract.pdf

355-mumnp-2007-cancelled pages(09-03-2007).pdf

355-MUMNP-2007-CANCELLED PAGES(23-5-2008).pdf

355-mumnp-2007-claims(granted)-(09-03-2007).doc

355-mumnp-2007-claims(granted)-(09-03-2007).pdf

355-MUMNP-2007-CLAIMS(GRANTED)-(11-11-2008).pdf

355-mumnp-2007-claims.doc

355-mumnp-2007-claims.pdf

355-MUMNP-2007-CORRESPONDENCE 4-8-2007.pdf

355-mumnp-2007-correspondence(23-05-2008).pdf

355-MUMNP-2007-CORRESPONDENCE(23-5-2008).pdf

355-mumnp-2007-correspondence(ipo)-(11-11-2008).pdf

355-MUMNP-2007-CORRESPONDENCE(IPO)-(17-12-2008).pdf

355-mumnp-2007-correspondence-others.pdf

355-mumnp-2007-correspondence-received.pdf

355-mumnp-2007-description (complete).pdf

355-MUMNP-2007-DESCRIPTION(GRANTED)-(11-11-2008).pdf

355-mumnp-2007-drawing(09-03-2007).pdf

355-MUMNP-2007-DRAWING(GRANTED)-(11-11-2008).pdf

355-mumnp-2007-form 1(09-03-2007).pdf

355-MUMNP-2007-FORM 1(30-3-2007).pdf

355-mumnp-2007-form 18(09-03-2007).pdf

355-mumnp-2007-form 2(granted)-(09-03-2007).doc

355-mumnp-2007-form 2(granted)-(09-03-2007).pdf

355-MUMNP-2007-FORM 2(GRANTED)-(11-11-2008).pdf

355-MUMNP-2007-FORM 2(TITLE PAGE)-(9-3-2007).pdf

355-MUMNP-2007-FORM 2(TITLE PAGE)-(GRANTED)-(11-11-2008).pdf

355-mumnp-2007-form 26(23-05-2008).pdf

355-mumnp-2007-form 3(23-05-2008).pdf

355-MUMNP-2007-FORM 5(23-5-2008).pdf

355-mumnp-2007-form-1.pdf

355-mumnp-2007-form-18.pdf

355-mumnp-2007-form-2.doc

355-mumnp-2007-form-2.pdf

355-mumnp-2007-form-3.pdf

355-mumnp-2007-form-5.pdf

355-mumnp-2007-form-pct-isa-210(09-03-2007).pdf

355-MUMNP-2007-GENERAL POWER OF ATTORNEY(4-8-2008).pdf

355-mumnp-2007-pct-search report.pdf

355-MUMNP-2007-WO INTERNATIONAL PUBLICATION REPORT(9-3-2007).pdf

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Patent Number

225376

Indian Patent Application Number

355/MUMNP/2007

PG Journal Number

07/2009

Publication Date

13-Feb-2009

Grant Date

11-Nov-2008

Date of Filing

09-Mar-2007

Name of Patentee

FRANZ PLASSER BAHNBAUMASCHINEN - INDUSTRIEGESELLSCHAFT MBH

Applicant Address

JOHANNESGASSE 3, A-1010 WIEN , AUSTRIA

Inventors:

#	Inventor's Name	Inventor's Address
1	THEURER JOSEF	JOHANNESGASSE 3, A-1010 WIEN , AUSTRIA
2	LILCHTBERGER BERNHARD	LANDSTRASSE 15, A-4020 LIZE, AUSTRIA

PCT International Classification Number

EO1B27/17

PCT International Application Number

PCT/EP04/013218

PCT International Filing date

2004-11-22

PCT Conventions:

#	PCT Application Number	Date of Convention	Priority Country
1			NA