RU2364674C1 - Method for repair of railway track rails without their dismantling off railway bed - Google Patents

Abstract

FIELD: construction, road engineering.

SUBSTANCE: invention is related to welding and may be used for making repair of railway track rails without their dismantling off railway bed. Method for repair of railway track rails without their dismantling off railway bed consists in the fact that rail insert is installed in the area of removed defect section, and the first joint is welded to fixed part of rail arm. Then complete or partial unfixturing of remaining part of rail arm is carried out in horizontal plane at rectilinear sections of track with bend to track axis and at curvilinear sections of track with bend to external side until butts of welded insert and cut end of rail arm match. Then released part of arm is displaced in longitudinal direction to the side of compensating rail by size of technological allowance for melting and setting. At least in three points control marks are applied on rail foot and pads, marking is done for rail cutting, and the second butt joint is welded, technological time delay is maintained, and bent part of rail arm is straightened by application of cross force in process of melting and setting, while monitoring current displacement of rails in process of welding by relative displacement of control marks. Besides connection of rail ends is carried out by continuous electric arc welding at increased force of welding current along the whole length of rails to maximum filling of internal technological gap with exceeding of rail rolling surface. On completion of welding necessary natural cooling is carried out, and rail braces are installed.

EFFECT: expansion of technological resources due to provision of possibility to weld rails of railway track both in rectilinear direction and curvilinear sections of track with increase of mechanical properties of welded seam and reduction of time required for welding of rail track.

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Description

The invention relates to welding and can be used for repair of rails of a railway track without removing them from the canvas.

There is a known method of welding rails with heated pressure, in which the ends are machined, butt-joined, centered, a compressive force is applied and the joint is heated to a temperature equal to 0.8-0.9 melting point, and after heating is turned off, additional heating is performed pulses to the welding temperature (see, for example, the description of the invention to the patent of the Russian Federation No. 2285596, class B23K 20/00, publ. 10/20/2006).

However, this method can be used for welding only rectilinear short-length rails, since under the conditions of various wear of the working surfaces, it is quite difficult to heat the long and curved sections of the rail track.

A known method of aluminothermic welding of rails without removing them from the web, install the ends of the rails with the formation of a welding gap, place a detachable form in the zone of the welding gap, seal the contact of the detachable form with the ends of the rails, establish a reaction crucible with a dose of aluminothermic composition over the form, heat up and fill the welding the gap (see, for example, the description of the invention to the patent of the Russian Federation No. 2163184, CL. 23K 23/00, publ. 02.20.2001).

However, with this method, in conditions of uneven wear of the rails, a complex detachable shape is required with the formation of a different gap along the rail contour.

The closest known from its technical essence and the achieved result is the selected as a prototype method of repairing rails of a railway track without removing them from the track, in which a defective section of the existing track is cut out of the rail and the ends of the rails are welded (see, for example, description inventions to the patent of the Russian Federation No. 21424424, class B23K 23/00, publ. 10.01.1999).

However, this method has a limited scope, since it is applicable only for the repair of straight sections of the railway track.

The technical result from the use of the present invention is the expansion of technological capabilities by providing the possibility of welding rails of a railway track both in a straight line direction and curved sections of the track while increasing the mechanical properties of the weld and reducing the welding time of the rail track.

The specified technical result is achieved by the fact that in the method of repairing rails of a rail track without removing them from the web, in which the defective portion of the existing track is cut from the rail and the ends of the rails are welded, the rail insert is laid in place of the removed defective portion and the first joint is welded with a fixed part of the rail lash, complete or partial unfastening in the horizontal plane of the remaining part of the rail lash on straight lines on the track paths with a bend to the track axis and on curved sections of the track with a bend in the outer side until the ends of the welded-in insert and the trimmed end of the rail lash coincide, move the released part of the lash in the longitudinal direction towards the leveling rail by the size of the technological allowance for flashing and draft, do not in less than three places, control marks on the bottom of the rail and the linings, make markings for trimming the rail, weld the second joint, hold the technology for time and straighten the curve the smallest part of the rail whip by applying a transverse force during reflow and precipitation, monitoring the current movement of the rails during welding according to the relative displacement of the control marks, while connecting the ends of the rail by continuous electric arc welding with increased welding current over the entire width of the rails to the maximum filling of the technological rail clearance with excess of the rolling surface of the rail, and after welding is completed, the necessary natural cooling is carried out and There are rail track fastenings.

Comparison of the claimed technical solution with the prototype made it possible to establish compliance with its criterion of "novelty", since it is not known from the prior art.

The proposed method is industrially applicable existing technical means and meets the criterion of "inventive step", because it does not explicitly follow from the prior art, while the latter does not reveal any transformations characterized by significant features distinctive from the prototype aimed at achieving the specified technical result.

Thus, the proposed technical solution meets the established conditions of patentability of the invention.

The other known technical solutions for a similar purpose with similar significant features by the applicant was not found.

The drawing shows a diagram of the unfastening of the rail lash during the implementation of the method.

The proposed method for repairing rails of a railway track without removing them from the canvas is as follows.

An example of a specific implementation of the method.

After the haul is closed and until the track rail welding machine arrives at the work site, the temporarily stacked single rail is removed and a long length end with bolt holes is cut from the part of the whip. When recovering in one step, a defective section of at least 6 m in length is cut out from the rail lash.

Rails are cut for welding by mobile rail-cutting machines, including those with abrasive tools. The end surfaces of the rails after trimming should be perpendicular to the longitudinal axis of the rail, vertical and horizontal deviations should not exceed 2 mm.

In places of welding, the ballast is torn off 10-15 cm below the sole and one sleeper is moved to provide access to the welded joint when it is birch.

Upon arrival at the place of work of the rail rail welding machine, the previously prepared rail insert is placed in place of the removed single rail (or cut out defective portion of the lash). Then this insert is welded to the fixed part of the rail lash.

Welding of the second junction of the rail insert is performed after full or partial unfastening of the remaining part of the lash. Full unfastening of the remaining part of the whip is performed in case the defect is located at a distance from its nearest end no more than 120 m. With a greater removal of the defect, the whip is partially unfastened.

Completely unfasten the rest of the lash by unscrewing the nuts of the terminal bolts by 9-10 revolutions. The part of the lash that is freed from fixing is installed on the rollers if its length exceeds 100 m. Rollers with a diameter of 20-22 mm and a length of 100 mm are laid under the sole of the rail for every 15th lining.

The part of the lash that is freed from fixing by means of a device for dispersing gaps is moved in the direction of the leveling rail by the size of the technological allowance for reflow and draft during welding. The end of the lash on the leveling rail side must be set aside.

Partial unfastening of the remaining part of the whip is performed in accordance with the diagram shown in the drawing in the direction indicated by the arrow. The diagram shows a weld-in rail insert AB, an unfastened BD and a bendable CD part of the lash. On a 5 m long section of the aircraft, the terminals of the rail fasteners are loosened to allow the lash to move in the longitudinal direction. On a 40 m long CD section, the rail fasteners must be removed.

After welding the first joint of the insert with a lash, marking is made for cutting the rail and welding the second joint.

To do this, against the end of the welded rail (point B), a control mark (risk) is applied to the scourge along the line, from which the technological allowance for flashing, draft and cut cut equal to 5 mm is measured in the direction of the insert. According to this size, the end of the rail lash must be cut off.

The loose part of the lash in the CD section is removed from under the linings and bent in a horizontal plane on straight sections in the direction of the path axis, and in the curved sections in the direction of the outside, while the lash is bent until the ends of the welded insert and the cut end of the rail lash coincide.

When welding the second junction of the rail insert, the curved part of the lash is straightened during reflow and precipitation.

The movement of the rails during welding is controlled by the relative displacement of the control marks (marks) applied on the sole and lining in at least three places.

At the end of the welding process, the total movement of the end of the rail lash, measured by risk (the largest of the measurements) using a ruler, should be equal to the size of the technological allowance for flashing, draft and cut cut, with a deviation of between -1 and +3 mm and There should not be full straightening of the curved part of the whip.

On straight sections of the track and in curves with a radius of not more than 1000 m, the remaining arrow of the bend of the whip should be in the range of 15 to 30 cm, in curved sections of the track with a radius of 999-600 m - from 10 to 20 cm, and with a radius of less than 600 m - from 5 to 15 cm.

The arrow of the bend of the whip is measured at the greatest distance from the inner (relative to the bend of the whip) edge of the sole to the lining that is farthest from the rail of the flange. The actual value of the residual arrow of the bend of the whip at the end of welding is measured and recorded in a replaceable report, which is signed by the welder and a representative of the distance.

In cases where the deviation of the total movement of the end of the rail lash during welding of the second joint or the residual arrow of the bend of the lash is absent, the welded joint is rejected and cut out of the rail lash.

In the process of natural cooling (2-3 minutes after the end of the welding process), the remaining curved part of the rail lash is straightened by the application of transverse force.

After the final straightening of the lash, the rail fasteners are installed and the nuts are wrapped, while the lash is fixed in the direction from the farthest part (point D) of the unfastened section in the direction to the welded joints (points B and A).

The scourge is moved in the transverse direction when bending, welding and straightening the rails along the metal clamps in an amount of at least three, evenly distributed over the bending section.

Moving along the welded joint of a track rail welding machine is allowed no earlier than 15 minutes after the end of the welding process.

The opening of the stage for the movement of trains with a set speed (80 km / h and above) is allowed only after:

- checks of welded joints with an ultrasonic flaw detector;

- final fastening of terminal bolt nuts on all sleepers;

- straightenings of a rail track in places of welding;

- straightening the track along the entire site.

It is allowed to open the movement of trains in accordance with the Instructions for ensuring the safety of train traffic in the performance of track work at a speed of:

- 60 km / h - when fixing terminal bolts on every second sleeper;

- no more than 40 km / h - when fixing terminal bolts on every third sleeper in curves and on every fourth in straight lines;

- no more than 25 km / h - when fixing terminal bolts on every fifth sleeper. The lashes are restored by welding along the way in accordance with the Technical Instructions for laying and maintaining the jointless path in the design interval at temperatures not lower than the fixing temperature of the rail lashes.

If the lash is fixed in the upper half of the calculated temperature range, then it is allowed to weld the lashes at a temperature below the fixing temperature, but no more than 5 ° C.

When welding performed at other temperatures, with the onset of design temperatures, the lash is re-fastened with a discharge of stresses in it.

When recovering with complete unfastening of the transformed rail lash, if it was fixed after welding not in the calculated temperature range, then, when the calculated temperature interval is reached, the stresses are discharged along the length of the lashing of the lash plus 50 m in accordance with the Technical conditions for laying and maintaining the jointless path.

When recovering with partial unfastening of the rail lash, local re-fastening of the lash is carried out at a length of 300 m (150 m each side of the second welded joint) with the discharge of stresses of the loose part, if welding is performed in the design interval at a temperature exceeding the fixing temperature by no more than 15 ° C.

The application of the proposed method provides the expansion of technological capabilities by providing the possibility of welding the rails of the railway track both in a straight line direction and curved sections of the track while increasing the mechanical properties of the weld and reducing the welding time of the rail track.

Claims (1)

A method of repairing rails of a rail track without removing them from the web, in which the defective portion of the existing track is cut from the rail and the ends of the rails are welded, characterized in that the rail insert is laid in place of the removed defective portion and the first joint is welded to the fixed portion of the rail lashes, perform full or partial unfastening in the horizontal plane of the remaining part of the rail lash on straight sections of the track with a bend to the track axis and the curvilinear sections of the path with a bend to the outside until the ends of the welded insert and the trimmed end of the rail lash coincide, the liberated part of the lash is moved in the longitudinal direction towards the leveling rail by the size of the technological allowance for flashing and draft, control marks are applied at least in three places on the sole the rail and the lining, marking out for trimming the rail, weld the second joint, hold the technology for time and straighten the curved part of the rail lash by applying transverse forces during reflow and precipitation, monitoring the current movement of the rails during welding by the relative displacement of the reference marks, while connecting the ends of the rail by continuous electric arc welding with increased welding current over the entire width of the rails to the maximum filling of the technological rail gap with excess surface rolling of the rail, and after welding is completed, the necessary natural cooling is carried out and rail fastenings are installed.