Method for remotely controlling a plurality of simultaneously operating track-borne maintenance machines

Abstract

A method for the remote control of several simultaneously operating track-mounted maintenance machines is described. A central control station (24) communicates in real time with decentralized control and communication systems (22) of the maintenance machines. The control station (24) includes a display unit (23) on which critical status data of the maintenance machines are displayed in separate windows. Each status change in the separate windows of the maintenance machines is displayed in real time along with information required to process the error message. After a plausibility check of the work data and, if necessary, a correction by the control station, the tamping machine operator at the control station (24) releases the maintenance work.

Description

[0001] The invention relates to a method for remotely controlling several simultaneously operating track-mounted maintenance machines, or often referred to simply as machines.

[0002] Most railway tracks are constructed as ballasted. The sleepers are embedded in the ballast. The wheel forces exerted by passing trains cause irregular settlement and displacement of the track's lateral geometry. These settlements result in errors in longitudinal height, superelevation (in curves), and alignment. If certain comfort or safety limits for these geometric parameters are exceeded, maintenance work is planned and carried out. A track tamping machine improves the track geometry, which has deteriorated due to train stress. To do this, the track is lifted into its target position using electro-hydraulically controlled lifting and aligning devices, straightened, and then fixed in this position by compacting (tamping) the ballast beneath the sleepers.

[0003] German patent DE2313055A1 discloses a railway construction machine configuration consisting of several maintenance vehicles. The entire machine configuration forms a track renewal train divided into uncoupled sub-machines. The old track is dismantled and transported away in track panels, the ballast bed in the central trackless section is prepared, and then new track panels are installed.

[0004] From WO2020233934A1, a track construction machine for tamping and establishing the target position of a railway track using a tamping unit and a measuring system, as well as a corresponding procedure, are described. This machine is equipped with an assistance system in which a video system records the track to be worked on and processes the acquired data in real time for track maintenance. For example, the operator is shown the expected penetration positions of the tamping tools on the displayed track superstructure. This enables the operator to control the tamping unit based on the combined image, or to control it remotely from the cab, even if the operator is not directly in the vicinity of the tamping unit.

[0005] Track geometry guidance is provided by track geometry computers mounted on tamping machines (WO2016061602A1). The target geometries of the railway tracks are available as track geometry plans and are used in the tamping machine's track geometry computer to guide the machine. Before work begins, the current track geometry is measured using various methods (mechanically or with hand-operated devices). The current track geometry is compared with the target geometry, and track geometry errors are determined. To correct these errors, lifting and alignment values ​​are defined as correction values ​​and loaded into the tamping machine's track geometry computer. Before tamping begins, the target track geometry and the correction values ​​must be loaded. Additionally, data about the machine type, the machine owner, and infrastructure data (rail type, sleeper type, fastening type, line name, track number, etc.) are recorded and stored.This data will be included on the acceptance certificate.

[0006] Three-point measuring and control systems are typically used to guide the track-correcting tools of the track maintenance machine. The superelevation is often measured absolutely using physical pendulums.

[0007] The automated track measurement system consists of three measuring carriages. The front and rear carriages span a chord, or optionally a laser beam. The middle carriage, located near the lifting and aligning unit, measures the current arrow height (direction), longitudinal height (height), and superelevation. The track geometry computer specifies the target arrow height, longitudinal height, and superelevation at this point. The machine control system then regulates the actuators of the lifting and aligning unit so that the difference between the target and actual values ​​becomes zero. Using the correction values ​​for elevation and direction, the front end of the machine measuring device is guided along the target track geometry, and the rear end along the already corrected track. The position of the tamping machine along the longitudinal track axis is determined using an odometer or satellite measurement data. This method is known as the three-point method.

[0008] To allow track maintenance work to be completed before it can be reopened for train service, railway track maintenance machines are equipped with acceptance measuring systems and an acceptance recorder. This recorder captures any remaining defects. Predefined tolerances must be met for the track to be cleared for service.

[0009] Tamping machines are staffed by at least one tamper and one operator. The tamper sits in the operator's cab near the tamping units and is responsible for positioning, immersing, and adjusting the tamping units, as well as selecting the correct lifting tools and positioning the lifting and aligning unit along the track. Many of these settings are now automated on modern machines. The position of the rails, sleepers, and obstacles is often detected by sensors, which automatically control the corresponding working units to prevent collisions. When tamping track sections, the tamper's role is usually limited to monitoring; the actual work is fully automated on mainline tracks.

[0010] Working in turnouts is more complex because, in addition to turnout drives, there are frogs, wing rails, tongues, track guides and numerous other obstacles that require selective adjustment of the working units.

[0011] But here too, there is at least partial automation of the setting and control processes.

[0012] The front operator is located in the cab at the front of the train (front cab) so that he has a clear view of the track. The front operator has the following duties: Before starting work, the target geometry and correction values ​​must be loaded, and general infrastructure data entered. At the beginning of the work, the operator must slowly build up the lift and direction in the form of a ramp until the correction values ​​can be applied. Immediate lifting with the current correction values ​​is not possible at the start of work, as this would introduce a step in the elevation and track alignment. During the work, the operator must ensure sufficient lift. In addition to sufficient lift (minimum approx. 10 mm), the superelevation must also be raised to the target value. If the lift value is very low and the superelevation on the reference track is higher than the lift value at this point, then the superelevated track cannot be brought to the target value. The tamper usually informs the front operator via the intercom that the lift is becoming too small.In this case, the front operator cannot suddenly increase the lift value, but must do so gradually (for example, by 15 mm, but in the form of a ramp with a gradient of, say, 1 mm / m). An input device is usually provided for this purpose, allowing the operator to slowly increase the lift value. Once the lift is sufficient again (or the camber error has decreased), the operator must reduce the manually set additional lift value again in the form of a ramp. Synchronizing the machine for kilometer marking is another task of the front operator. With conventional tamping machines, the distance is measured using a measuring wheel. This wheel has a slippage (on the order of 0.1%). Precise control of the target geometry is essential, especially at the beginning and end of transition curves or at other changes in curvature.If the accumulated distance difference caused by slippage is too large, the tamping machine starts the transition curve too early and shifts the track to one side (this appears as if the entire transition curve is shifted backward). Conversely, if the transition curve and subsequent curve are started too late, they are shifted forward. In practice, a synchronization accuracy of approximately ±10 cm at points of curvature change is necessary. As a synchronization point approaches, the front operator is alerted 5 m in advance by an acoustic signal; simultaneously, a video image appears on the screen showing the front wheel of the measuring car and the reference rail. When the wheel is centered over the synchronization point marked on the rail, the front operator presses the synchronization button. This sets the distance measured by the measuring wheel to the target kilometer according to the target geometry. The acceptance record is then checked.The individual track geometry parameters, such as longitudinal height, direction, superelevation, and twist, are subject to tolerances. If these tolerances are exceeded, the front operator is alerted audibly. It is then the front operator's responsibility to instruct the tamping operator to reverse the section to tamp again and comply with the tolerance values. In this case, the correction values ​​no longer apply, as the section has already been tamped. The front operator must now manually specify lifting and / or straightening corrections based on their practical experience to rectify the situation. Marking obstacles: It often happens that track obstacles such as axle bearing detectors, track occupancy contacts, signaling devices, balises, inductive magnets, etc., have not been removed. In these cases, equipment such as sweeping brushes, roller plows, end plows, etc., must be lifted to prevent damage to the equipment. Additionally, there are often signal or grounding cables running across the track in the intermediate track section.Here, the tamper must be careful not to damage the cables while tamping. The bow operator usually alerts him via radio that cables are approaching, so the tamper pays closer attention. Correcting the machine's drift is another task of the bow operator. Since the machine typically only has relative measuring systems, it can drift to one side over time. The drift is determined by measuring at fixed points. If the drift is known, the bow operator can easily counteract it. To do this, he enters a small correction value at the forward chord point in the opposite direction of the drift. Often, a so-called "water error" remains. A water error means that the altitude was not corrected exactly to zero, but is generally too low or too high on one side, for example, by 1-2 mm.The front operator can also correct this error by specifying a corresponding additional lift value on the relevant page. The water error can be caused by an offset of the measuring system (WO2019140467A1). The front operator can determine this error from the amount shown on the acceptance slip. Towards the end of the work, the front operator must perform the final ramp, meaning they must reduce the current correction values ​​to zero. After completing the work, they must finish the tamping job, save and check the results of the acceptance slip, and, if necessary, send them digitally signed (EP3907119A1).

[0013] Known systems include absolute satellite measurement systems (RTKGNSS Real Time Kinematic Global Navigation Satellite System) capable of absolutely determining the current track position (AT523717B1). Systems that can automatically detect obstacles on the track using scanners or image recognition are also known. Digitally signed and encrypted transmission of acceptance certificates is another established practice. Some tamping machines now use WLAN and secure wireless communication (VPN) for remote analysis and maintenance as standard.

[0014] The bandwidth for transmitting screen content or video streams is state of the art today.

[0015] Fully hydraulic tamping units measure the ballast bed properties and adjust the tamping parameters accordingly to achieve an optimal tamping result (AT520117B1).

[0016] The residual errors are recorded on the acceptance test report. If this is done with an inertially supported navigation measurement system (for example, EP3358079A1), then the errors are known with submillimeter accuracy down to the wavelength range of more than 100 m.

[0017] Modern tamping machines are characterized by extensive data collection. The data collected is transmitted via mobile network to a database and stored there.

[0018] Modern tamping machines can perform test runs before work using installed measuring systems such as inertial navigation measuring cars or chord-measuring systems (EP3584366A1). The track geometry optimization programs (EP3358079A1) of some tamping machines are available on their track geometry computers, which calculate not only an optimized track geometry but also the corresponding correction values ​​to be applied.

[0019] Tamping machines are primarily used on weekends and at night to minimize disruption to train services. This is demanding work and places high demands on the operators' lifestyles. Operators are often away from home for days or even weeks at a time. Night work places additional strain on the staff. On the other hand, shift wages are low, making it impossible to overpay employees. At the same time, there is a severe shortage of skilled workers. This results in too few front-line operators and tampers, sometimes leading to the cancellation of shifts due to staffing shortages. Personnel is expensive and increases lifetime costs, especially in high-wage countries like those in Europe.Furthermore, the demands placed on machine operators are high, requiring an understanding of track geometry, the factors influencing the durability of the tamping, the settlement behavior of the ballast bed, the correct tamping parameters, an understanding of the measurement and automation systems used, and knowledge of railway safety regulations. Extensive and costly staff training is necessary to acquire this knowledge.

[0020] The invention is based on the objective of providing a method that avoids the aforementioned disadvantages and offers possibilities to avoid shift cancellations even in the event of a shortage of personnel, especially front-line machine operators with their high qualification requirements.

[0021] The invention solves the stated problem with the features of claim 1. Advantageous further developments of the invention are presented in the dependent claims.

[0022] Essential to the system's operation is the control and communication system, which utilizes real-time data connections. This system allows the status of multiple machines to be displayed simultaneously at a remote central control station, and informs a designated tamping machine controller of any status changes to the maintenance machines. Data processed by a preprocessing program enables rapid problem detection and resolution. The control station receives data from and sends data to the machine in real time. This includes digital data acquired by sensors, data calculated by the track geometry computer on the machine, control data from the automation computers necessary for machine control and regulation, video images recorded by cameras on the machine, and touchscreen displays with controls.

[0023] The invention relates to a method that allows the remote takeover of the front-line operator's function for several machines simultaneously. The specialist at the control station is referred to as a tamping machine pilot.

[0024] The task is best performed by a well-trained tamping machine operator. This ensures well-operated tamping machines with high-quality track alignment after tamping. Errors caused by less experienced or less skilled front-line operators are avoided. If a front-line operator is unavailable at short notice, a replacement can be hired quickly through the remote control center.

[0025] It is crucial for the tamping machine operator to maintain an overview and be able to intervene quickly. Therefore, the human-machine interface requires special attention. To ensure efficient operation, the machine's control data and function values ​​must be processed and displayed clearly. The tamping machine operator cannot simultaneously monitor multiple screen images, such as those displayed on the machine's screens. This would be overwhelming. Therefore, preprocessing must display the status of individual functions and alert the operator to any changes requiring intervention. This necessitates further automation steps, simplified data presentation, and automation-supported interactions. The preprocessing program handles the actual monitoring of the tamping machine's operation.

[0026] The drawing provides a schematic example of the invention. Fig. 1 Schematic representation of two tamping machines communicating directly with a remote control station via the cloud. Fig. 2 Schematic representation of the screen for the tamping machine pilot in the control room, Fig. 3 The lift profile and the superelevation error difference of a track to be corrected, Fig. 4 The necessary corrections to the lifting values ​​are shown schematically in order to correct the excessively high elevation in the reference line. Fig. 5 Diagram for the automated execution of a launch ramp, Fig. 6 Diagram for the automated execution of an end ramp, Fig. 7 Diagram of a large exaggeration error, Fig. 8 Diagram of a large elevation error with an overshoot to compensate for the resulting settlement, Fig. 9 Diagram of a constant offset error of exaggeration, Fig. 10 Diagram of the exaggeration after compensation of the offset error of the exaggeration, Fig. 11 Schematic representation of an acceptance report showing tolerance exceedances.

[0027] Fig. 1 Figure 1 schematically shows two track-mounted tamping machines, M1 and M2, which communicate and are linked to a central control station 24 via real-time data connections C. They move on the railway tracks 16. For this purpose, the maintenance machines, or often referred to simply as machines for the sake of simplicity, are equipped with wireless radio systems and antennas 18, 19. Laser scanners or radar systems 21 are used to check the area in front of and behind the machines for obstacles on the track or persons located there. Each of the maintenance machines is equipped with at least one decentralized control and communication system 22 and, if necessary, an integrated track geometry computer. Each of the maintenance machines also has a dead man's switch 20. This monitors, for example, the tamper's actions at specific intervals. The tamping machines run on bogies 12 and have a three-point measuring system 10, 11.The lifting and aligning unit 13 raises the track using lifting cylinders 3 and aligns it using aligning cylinders 4. The tamping unit 1, 6, 7, 8, 15 fixes the position of the raised sleepers by tamping. Two operator cabins 17 are provided. The drive is provided, for example, by a diesel engine 5. In the central control room 24, the data sent by the maintenance machines is pre-processed and prepared using a computer 25. Operator interaction is simplified and supported by a clear display, digital assistance, and partial automation. A display unit 23 in the central control room 24 shows the status of the controlled machines, in this example M1 and M2. The live function of the tamping machine pilot 20 is also monitored at the control room. Naturally, the uninterrupted operation of the data connection to the individual machines and the control room is also monitored.In the event of a malfunction, both the tamper on the respective machine and the tamping machine operator at the central control station 24 are notified. The same applies to the live function of both the tamper and the tamping machine operator.

[0028] Fig. 2 Figure 23 schematically shows the display unit 23 of the tamping machine controller on the central control station 24. Using this display unit, the controller can operate four machines, M1, M2, M3, and M4, simultaneously. The figure shows the status of machines M1, M2, M3, and M4. As long as no status change occurs, no interaction from the tamping machine controller is necessary. The system monitors, for example, ramp formation, the MS measuring system, the track position computer functions CEO++, the lifting profile H, the alignment profile R, and the superelevation u. Furthermore, compliance with track parameter tolerances is monitored via Tol. If path synchronization is required, this is signaled via the Sync status. The tamping machine controller receives communication requests from one of the tampers or can send them to the tamper via Com.

[0029] If two status changes occur simultaneously, they are prioritized according to their arrival time and relevance. The example shows a simultaneous status change of machine M2 (28) and a communication request from the tamper operator of M4 (27). Machine M2 arrived earlier, and a lifting status change is more relevant than a communication request. Therefore, the tamping machine operator processes M2 before M4. The automatically generated sequence is displayed in status bar 26. Status changes are indicated, for example, by a color change in the corresponding fields and by an audible signal. The reason for the status change of machine M2 for lifting (28) could be, for example, that the lifting value is too low for the pending over-height error.

[0030] For machines in the subsequent lineup, the tamper operator is automatically notified that the tamping machine controller will contact them shortly or accept the problem. Depending on the type and number of pending events, the program can provide an estimate of when the problem is likely to be addressed. This notification also includes instructions on whether the machine should be stopped or whether the tamper operator can continue working. For a communication request, for example, a certain waiting time is not problematic; the urgency of whether or not to stop is at the discretion of the requesting tamper operator. If synchronization is required, the tamper operator can continue tamping for a maximum of approximately 4 meters before stopping and waiting for the controller to perform the synchronization.

[0031] Fig. 3 The diagram shows a typical case of a status change H (H for elevation). The line SREF indicates the target reference height 2. This is the elevation of the reference track. The reference track is always the inner rail of the curve, which lies at reference level zero. The superelevation is always applied to the opposite rail. The solid line 1 is the correction line for the elevation error. The track is raised by H up to reference line 2. At the highest points of the elevation, a certain minimum elevation H min should be applied. The correction values ​​for elevation, superelevation, and direction are determined beforehand by an independent surveying team or a test run with the tamping machine. A test run with the tamping machine can be carried out by the tamper operator. The track alignment optimization is performed by the tamping machine operator and then loaded for execution.

[0032] The dashed line in the diagram below shows the course of the deviation of the exaggeration Δ. u from the target position of the superelevation of the reference track. If the values ​​are below zero, the reference track must be raised by this amount to reach zero. If the values ​​are above zero, the track would have to be lowered S, namely if the existing superelevation in this area is insufficient to raise the track to zero. In the diagram above, the error of the superelevation difference Δ u The lifting values ​​are included. It is clearly visible that the small lifting action is insufficient to eliminate the excess elevation error. The data preprocessing recognizes that the lifting action is insufficient given the existing excess elevation error and displays a status change (in H) in a timely manner. Fig. 4 The diagram above shows the lift value curve determined by preprocessing – the computer has added the superelevation error to the lift values. A status change occurs when the lift value moves towards the minimum lift. When the tamping machine operator selects status field H on the screen, the processed lift curve is displayed. They then enter, for example, the value 10 mm A+10. The computer then automatically builds up an additional lift with a ramp. The tamping machine operator has thus successfully fulfilled the status request. The computer automatically tracks the lift until the combined lift with superelevation correction falls below the minimum lift of 10 mm E-10 and then reduces the previously entered 10 mm via a ramp. The lower diagram shows the superelevation difference 4. In this case, H min indicates how much of the superelevation error could be compensated for without additional lift.S denotes the residual value by which the superelevation would have to be reduced to reach the target reference line SREF. A polygon added for correction, as shown by the dashed line in the diagram, poses no problem for safety or subsequent train traffic after clearance due to the usually small additional lifts required and the ramp-like setup and removal process.

[0033] Fig. 5 The diagram indicates the start of the tamping operation ST with chord sections a and b. The leading end of the chord (SE) S4 x+b is guided at the target reference height SREF. The trailing end S1 is guided on the corrected track at xa. At work point S2 at x, the track is lifted to the target reference. To prevent an abrupt jump in the track height, the correction value profile must follow an initial ramp with a typical length of approximately 20 m, allowing the lifts H to build up gradually. At the start, as shown in the diagram, the correction value profile from xa to position x must be known so that the chord can be guided correctly. In the depicted position, the leading end of the chord is virtually guided with the adjustment value vi so that the chord SE passes through point S2 and no lift is specified at the first sleeper to be tamped.To ensure a continuous lift, the tamping machine operator inputs the initial reference path using a polygon before starting work. This is exemplified in the diagram by points S3, S5, and S6. The lift correction values ​​27, H, determined before the tamping machine operation, are only fully implemented from point S6 onwards. The chord position 26 is shown as an example when the work is already further advanced. The chord is located at point S7. To lift the track to the target reference SREF (dark solid line), the leading end of the chord must be virtually adjusted upwards by vk at S9. It is clearly visible that at S8 the track is then lifted to the target reference line. If the chord is located after point S6 following the ramp with a, the correction values ​​are fully implemented, and no further virtual adjustments are necessary.In the early stages of the tamping machine, adjustments were not made virtually, but rather via mechanical adjustment devices with adjustment motors and distance sensors. Nowadays, the adjustment values ​​are calculated virtually electronically and entered into the control system.

[0034] The virtual adjustment values ​​vi are calculated as follows (where f(x) represents the reference line SREF): v i = f x − f x − a a ⋅ a + b − f x + b + f x − a

[0035] The tamping machine operator's tasks include loading both the correction values ​​and the target track geometry before work begins, thus preparing the tamping job. The correction values ​​were determined by a surveying team some time before the work started, and the track geometry comes from the railway administration. Both datasets are available digitally. The tamping machine operator is supported in this process by preprocessing. Loading files over long distances via radio systems (such as GSM, etc.) is state of the art.

[0036] Ideally, the correction values ​​are recorded 30m before and after the planned work location so that the optimal start and end points on the track can be selected. Ideally, the initial ramp is started and finished at a high point of the track (point of low lift). In this case, the lift values ​​build up without large virtual adjustment values ​​at the start ramp and decrease at the end ramp. Fig. 5 In the example shown, this is not the case. Therefore, this is not an optimal choice. It would have been better to start the launch ramp at S8.

[0037] The preprocessing program searches the measured area for the next high point at the beginning and end, thereby determining the ideal start and end points. To prepare for a tamping job, the program presents the tamping machine operator with a diagram suggesting the optimal ramp profile, which the operator can then confirm or adjust. At the start of the job, the tamper is shown the position to which they should move to begin work. The tamper is also automatically notified when the specified starting point of an end ramp is reached.

[0038] Fig. 6 This shows the path of an end ramp. Since the end ramp does not run to a high point, large virtual adjustment values ​​vi occur. The beginning of the end ramp is marked E. The measuring chord is located at points S10 and S13. For the correction of track 27 to the target reference line SREF (thick solid line in the diagram) to be correct, the leading end of the chord must be adjusted upwards by the virtual adjustment value vi. It is important that the correction values ​​are known further away from the end of the work by the distance b. The dashed line shows the chord SE at the last tamping point S15. The virtual negative adjustment value vi is necessary to ensure that the remaining lift at this point is zero.

[0039] The adjustment values ​​for the end ramp are subject to the same relationship as those for the start ramp: v i = f x − f x − a a ⋅ a + b − f x + b + f x − a

[0040] Fig. 7 This illustrates the problem that arises when a local single defect occurs in the superelevation 4 (or in the longitudinal height L h). The lifting is particularly pronounced at a local single defect. The track settlement depends on this lifting. Therefore, with a single defect, an expected settlement S of the sleepers, observable by the tamper, occurs during operation. The target reference line is not reached. This is avoided by tamping the affected sleepers multiple times and lifting the affected area. The tamping machine pilot is notified by a status change during preprocessing that such an area has occurred. This is detected (see Fig. 8 For example, if the error gradient kakt is greater than a limiting gradient klim and the error exceeds a maximum value, the preprocessing suggests a lift profile z, Sü, which the tamping machine pilot confirms or modifies. This avoids setting the local error range.

[0041] Fig. 9 Another problem requiring correction by the tamping machine operator is illustrated: a so-called "water error." A water error occurs in the superelevation u. This refers to a continuous offset of the superelevation. The diagram shows the superelevation curve along a straight line. The superelevation should be zero along this straight line. The diagram shows a one-sided deviation of the average u korr. If the average superelevation value over a predefined base length, for example, 20 m, exceeds a predefined limit ±u tol, a status change occurs. The tamping machine operator is notified. The preprocessing displays the corresponding curve and suggests a calculated correction value u korr, which the operator can confirm or modify. Fig. 10 shows the conditions after the correction - the water error has been eliminated.

[0042] Fig. 11 shows an acceptance certificate. Are the release tolerances R tol eingehalten, The track may then be released. Acceptance tolerances, which are significantly lower than the release tolerances, are also checked – these represent the desired quality of work. The preprocessing program checks whether the tolerances are being met. If a tolerance is exceeded, the controller is informed. The controller then reviews the history of the affected track parameter. In the event of a release tolerance being exceeded (safety-relevant), the controller instructs the tamper to reverse to prevent the excess from being exceeded again during tamping. The following track geometry parameters are recorded and monitored in the track acceptance report, depending on the track kilometer (km): the direction R, the superelevation u, the left and right height Hli, Hre. Xz denotes the current position of the machine.

Claims

1. Method for remotely controlling several simultaneously operating track maintenance machines, comprising: • a central control station (24) having a central control and communication system (25) that communicates in real time with decentralized control and communication systems (22) of the maintenance machines via real-time data links (C); • a display device (23) at the central control station (24) on which status data of the several simultaneously operating track maintenance machines are displayed in separate windows; • radio communication links for communication between a tamping machine operator at the central control station (24) and a tamper on the respective maintenance machine; • target track position data and / or track position correction data that are remotely uploaded from the central control station (24) to the decentralized control and communication system (22) of the respective maintenance machines before the maintenance work;• Work data calculated from the track position target data and / or track position correction data on the decentralized control and communication systems (22), which are transmitted to the central control station (24) for pre- and further processing, • an automatic plausibility check of the work data with regard to the feasibility of processing the work data on the respective maintenance machine, • visualization of any malfunctions with regard to the feasibility of processing the work data of the tamping machine on the display device (23) by a status change (27, 28), • release of the maintenance work by the tamping machine operator at the control station (24), who releases the tamper after checking the work data and the proper functioning of the maintenance machine systems, and • acceptance recorders, which save the work results after the end of the maintenance work (Fig. 11),where the tamping machine operator is shown every status change in the separate windows of the maintenance machines in real time, along with information required to process the error message.

2. Method according to claim 1, characterized by the fact that In the event of several status changes (27, 28) occurring simultaneously from different maintenance machines, these are ranked according to the time of receipt and priority.

3. Method according to claim 2, characterized by the fact that Events indicated by status changes (27, 28) are processed as a result of the sequence and, if these are time-critical and must be processed simultaneously due to high priority, the maintenance machine in the sequence is instructed to stop via the radio communication and / or the real-time connection until it has received new instructions.

4. Method according to claims 1 to 3, characterized by the fact thatStarting and ending ramps to or from a target reference line (SREF) are determined from the central control station (24) via the real-time connection, specifying the starting position to which the maintenance machine must move.

5. Method according to claims 1 to 4, characterized by the fact that The tamping machine pilot observes the video image of the approaching front car up to the synchrome mark on the track when the status change is "Synchropunkt" (SYNC) and then synchronizes it.

6. Method according to claims 1 to 5, characterized by the fact that The tamping machine pilot, in the event of a status change regarding "deviating lifting values", requires a corresponding additional lift (HΔ). u ) remotely controlled at the maintenance machine 7. Method according to claims 1 to 6, characterized by the fact thatThe tamping machine pilot communicates with the tamper (COM) on the maintenance machine when it makes a communication request and provides assistance or makes appropriate control instructions by viewing the corresponding screen images that it obtains from the maintenance machine on its display device (23).

8. Method according to claims 1 to 7, characterized by the fact that The tamping machine operator checks the work results after the maintenance work is completed and sends them digitally signed to the infrastructure manager (Fig.11).

9. Method according to claims 1 to 8, characterized by the fact that When the status changes with regard to priority, selected data is displayed to the stuffing machine pilot (Fig.4, 5, 6, 8, 9), which enables faster detection and solution of the problem.

10. Method according to claims 1 to 9, characterized by the fact that The real-time data connections (C) are encrypted.

11. Method according to claims 1 to 10, characterized by the fact that The real-time data connections (C) are assigned a functional test, which immediately informs the control room and maintenance machine about malfunctions and that measures are initiated depending on the malfunction.

12. Method according to claims 1 to 11, characterized by the fact that The tamper and the tamping machine pilot are monitored with regard to their "live function" by means of a dead man's switch (20).

13. Method according to claims 1 to 12, characterized by the fact that the maintenance machines are equipped at least at the front and rear with a monitoring device (21) which automatically signals obstacles in the track to the tamper.

14. Method according to claims 1 to 13, characterized by the fact that The control station (23) initiates a lifting of the affected track area when the status change is "Setting" (Fig. 8).

15. Method according to claims 1 to 14, characterized by the fact thatthe control station (24) during the status change "Tolerance exceedance of the track position parameters" (Fig. 11, Tol, R tol , H li_tolü , H re_tolü ) instructs the respective maintenance machine to reset and tamp the faulty track section again.

16. Method according to claims 1 to 15, characterized by the fact that The control station (24) acts correctively upon the status change "water fault" (Fig. 9, 10) by specifying an additional lifting value on the corresponding track side.

17. Method according to claims 1 to 16, characterized by the fact that A work stoppage is automatically reported to the control center.

18. Method according to claims 1 to 17, characterized by the fact that The data from a measurement run carried out with the maintenance machine is used by the control room (23) to optimize the track position and is subsequently activated by it to carry out the work.

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