• 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:
    Repair in the work of a defect in a rail comprising removing a piece of rail head from the top surface of the rail head so that the rail web and the rail foot, and optionally the lower part of the rail head, remain unaffected, so that a rail terminating at its top surface a recess is created, preferably at a distance (preferably at least 10 mm) from the sides of the rail head (so that the sides of the rail head remain unaffected), and filling the steel plug with a prefabricated, form-retaining, preferably tight-fitting, steel plug recess, the shape of the recess and of the plug preferably being congruent, so as to restore the original geometry of the rail.
    公开号:NL2019080A
    申请号:NL2019080
    申请日:2017-06-15
    公开日:2017-12-21
    发明作者:Arts Thomas；Van Buuren Henrie
    申请人:Volkerrail Nederland Bv；
    IPC主号:
    专利说明:

    Repair in the work of a defect in a rail.
    This invention relates to a method of repairing a mechanical defect in a rail of an existing train track for passenger or freight transport with two parallel steel rails for train traffic. The invention can optionally be applied to crane track rail.
    It is known from WO2011119238A1 to remove a wedge-shaped part from the rail located in the train track, such that the rail foot and the lower part of the rail web remain unaffected and the rail head and the upper part of the rail web are completely removed over a length and subsequently to be filled by an identical, prefabricated, dimensionally stable and wedge-shaped plug made of steel that is permanently welded to the surrounding rail to restore the rail's original geometry. The steel type and hardness of the plug and the rail to be repaired are the same. US-A-619013 (published 1899) discloses the prevention, in the vicinity of a dilatation joint in the rail and at a fixed distance thereof in the longitudinal direction of the rail, placing a prefabricated, cylindrical, smooth-walled plug of metal harder than the rail itself, to absorb blows from the train wheels in the vicinity of expansion joints in the rail. The distance to the expansion joint is not mentioned in this document and is probably within 25 cm of the expansion joint because the folding of the train wheels also occurs within this distance.
    In the broadest sense, we dare to define our invention as follows: removing from the top surface (i.e. the running surface) the rail head of a rail located in the train track, which is preferably suitable for immediate re-commissioning, rail head so that the rail web and the rail foot, and possibly the lower part of the rail head, remain unaffected, so that a recess opening at its upper surface is created in the rail head, preferably located at a distance (preferably of at least 10 mm) from the sides of the rail head (so that the sides of the rail head remain unaffected), and filling the recess with a prefabricated, form-retaining, preferably tight-fitting, steel plug, the shape of the recess and of the plug being preferably congruent, so that the original geometry of the rail.
    By "train track suitable for immediate re-commissioning" it is meant in particular that the rail to be repaired remains in the train track in operational condition, for example its mounting on the ground necessary for safe train traffic and its connection to the preceding and following in its extension rail, for example through a welded joint such as with welded or jointless track, are maintained during the repair so that, for example, the assembly of the damaged rail before, during and after the repair is substantially identical.
    The hole is preferably vertical or at most 10 degrees different from the vertical.
    Preferably, prior to removing the rail head piece, an inspection is performed on the rail to detect mechanical damage, e.g., squat, and the repair is performed at the location of the determined damage. To detect the damage, for example, a measuring or inspection means is used, for example a scanner (for example equipped with a light source such as laser) or an image camera or with a magnetic field or electric or acoustic field or other field operating on board, for example. a vehicle, such as a measurement train.
    The location of the repair in the longitudinal direction of the track will as a rule be random and, for example, dependent on the result of a damage detection. The distance in rail lengthwise direction will therefore be variable with respect to a dilatation joint. A repair according to the invention can also be found further than 25 cm from the expansion joint, for example further than 50 or 100 or or 150 or 200 cm.
    It should be clear that repairs are preferably carried out until damage occurs, which usually only occurs after the track has been in use for some time, for example at least a month or a year or two years or five years. The damage is mainly caused by train traffic that runs over the rail.
    According to a preferred embodiment of our invention, a piece of a steel rail located in the train track is removed from the upper part of the rail head so that a hole is formed in the driving surface, while the lower part of the rail head, the rail web and the rail foot remain unaffected. The hole is then filled with a prefabricated, close-fitting and form-retaining steel plug that is permanently fixed to the surrounding material of the rail head in order to restore the original geometry of the rail. The fixing preferably relates to a clamp fit, for example because the plug is in a shrunken state, for example because it is considerably colder, for example at least 50 or 100 or 150 degrees Celsius colder (for example cooled by liquid CO2 or N2 or O2), then the fixable rail is placed in the hole.
    If in a shrunken state, the plug with a diameter equal to or slightly smaller than the hole diameter is placed in the hole after which the plug is allowed to expand, for example because the plug heats up to the temperature of the rail head, so that the plug diameter attempts to increase and thus the plug gets stuck in the hole.
    Alternatively, the plug is placed unshrunk, the plug diameter initially being larger than the hole diameter and being forced to decrease in diameter by driving into the hole through the hole wall.
    An effect which the invention is likely to use is that the bicycles of a passing train locally knead the steel in the upper layer of the top surface of the rail head in the contact area between the tread of the bicycle and the rail head, so that the plug and the material placed of the rail head around it are cold plastically deformed and thus melt together cold. Thus, the plug will increasingly fit into the hole and all cracks will gradually close between the hole and the plug. It is therefore sufficient to place a form-retaining plug in a form-retaining hole without using form-free auxiliary material such as adhesive or molten steel for a durable, corrosion-resistant fixation of the plug in the hole.
    For the plug, one or more of the following applies: cylindrical or parallelepipedic; height greater than 5 or 10 mm and / or less than 30 or 20 or 15 mm; diameter larger than 5 or 10 mm and / or smaller than 40 or 30 or 25 mm; adjacent sides are perpendicular to each other; an axial taper of at most 3, 2 or 1 degree; of an alloy substantially identical to that of the rail head; one or more of tensile strength, yield point, elongation at break and hardness substantially equal to or greater than that of the rail head; flat bottom and / or top; contains one or more of Fe, Cr, Mn, Si.
    For the hole, one or more of the following applies: cylindrical or parallelepipedic; depth greater than 5 or 10 mm and / or less than 30 or 20 or 15 mm; depth less than 50% of the height of the rail head; diameter larger than 5 or 10 mm and / or smaller than 40 or 30 or 25 mm; diameter less than 50% of the width of the rail head; adjacent sides are perpendicular to each other; an axial taper of at most 3, 2 or 1 degree; at least 10 or 15 or 20 mm away from the sides of the rail head; is located in the contact area between the running or running surface of the train's bicycles and the top surface of the rail head; made by spark machining or drilling or milling or another machining operation, preferably milling with a milling tool to create a flat hole bottom and after milling the hole bottom and wall does not have the quality, in particular the accuracy of one or more of roundness, depth and undergoes diameter of the hole improving mechanical operation with a tool and / or with a cutter whose diameter is equal to the hole diameter; made with a milling cutter or not; in depth and / or diameter smaller than that of the plug at the same temperature, preferably at least 0.005 mm at 20 degrees Celsius; flat hole bottom.
    The shape of the hole and the plug are preferably adapted to each other such that with plug placed in the hole, the bottom and / or side walls of hole and plug make large contact with each other.
    It is preferably ensured that after the insertion of the plug is completed, the top surface of the plug protrudes slightly above the top (the top is the running surface) of the rail head, preferably at least 0.05 and / or less than 0.1 mm, and then the top surface of the plug is lowered by a machining operation such as grinding or sanding so that the top surface of the plug becomes flush with the top surface of the rail head.
    In an alternative, it is conceivable that the plug lies recessed into the hole and after the plug has been placed, liquid steel is poured onto the plug into the hole so that the floor above the plug is completely filled with initially form-free steel.
    For example, the plug is driven into the hole by hammering or pressing.
    This repair is particularly suitable for so-called squats. A squat or other damage to the road surface is traced at the rail of the railway put into operation, removed by making the hole with a diameter and depth so that the damaged area is completely removed, then the hole is filled with the plug.
    This repair is primarily intended for one or more of: welded-on or joint-free track; rail arch; switch, for example, a point or stop rail or tongue.
    This repair is primarily intended for a rail with one of the following steel alloys: manganese steel; Hadfield steel; rail in accordance with NEN-EN 13674-1 and / or ProRail RLN00127-1; steel with, in addition to one or more optional other elements, components and / or impurities, Fe (iron) and one or more of: C (carbon); Si (silicon; Mn (manganese); Cr (chromium).
    The hardness (Brinell) of the rail head and / or the running surface is preferably at least 200 or 220 or 250 or 260 or 300 or 320 or 350 or 370 or 375 or 400. The rail may be heat-treated.
    Preferred amounts (in% by weight) present in the steel are as follows: Fe is the main component, for example at least 50% or 80%. C: a minimum of 0.3 or 0.4 or 0.5 or 0.6 or 0.7 or 0.9 and / or a maximum of 0.6 or 0.8 or 1 or 1.1 or 1.2 or 1, 3 or 1.5. Si: a minimum of 0.1 or 0.15 or 0.2 or 0.4 or 0.5 and / or a maximum of 0.6 or 0.8 or 1 or 1.1 or 1.2 or 1.5. Mn: a minimum of 0.1 or 0.5 or 0.7 or 0.8 or 1 or 1.3 and / or a maximum of 1.1 or 1.2 or 1.3 or 1.7 or 2. Cr: a minimum of 0 , 1 or 0.2 or 0.4 or 0.8 and / or a maximum of 0.15 or 0.3 or 0.6 or 1.2 or 1.5 or 2.
    The rail to be repaired is, for example, of Vignole type or Groove rail type, for example UIC54 or UIC60 or S33 or EB63 or MRS73 or PRI85 and / or has a weight of at least 40 or 45 or 50 kilos per linear meter. The repair is carried out, for example, on joint-free rail and / or rail for which the neutral temperature is between 20 and 27, for example 23, 24, 25 or 26 degrees Celsius.
    This table gives examples of preferred ranges for the elements C, Si, Mn and Cr in% by weight, all combinations and permutations are possible. For example,%: CO, 62-0.30 combined with% S10, 20-0.60:, no Mn and Cr.
    The invention is explained below with reference to an example shown in the drawing. Other embodiments also belong to the invention. Shown is:
    FIG. 1 in side view a rail with defect
    FIG. 2 the section II-II of fig. 1
    FIG. 3 shows the hole in the rail in side view;
    Fig. 4 shows the rail with defect in perspective; F g. 5 the rail of FIG. 4 with the hole;
    FIG. 6 has repaired the rail of fig. 1.
    The rail 10 has a foot 12, body 1: 3 and head 14. The head 14 contains a squat 15 caused by the train wheels. A vertical hole 20 is milled from the tread 50 at the location of the squat 15 (Fig. 3).
    The defect: 15 is located, removed so that a cylindrical hole 20 is created, a pre-fitting, slightly upwardly extending plug 21 is placed in the hole, the top of the plug is machined with a tool 12Q (Fig. 6) so that a smooth riding surface is created »
    FIG. 3 shows, in broken lines, the wedge-shaped repair described in WO2011119238A1, which extends through the entire rail head and extends into the rail web. This clearly shows the difference with our invention.
    FIG. 3 also shows a cross-sectional side view of a detail of the rail head to show the purely cylindrical shape of the hole.
    权利要求:
    Claims (5)
    [1]
    Repair in the work of a defect in a rail comprising removing a piece of rail head from the top surface of the rail head so that the rail web and the rail foot, and optionally the lower part of the rail head, remain unaffected, so that in the rail head an on recess leading to the top surface, preferably at a distance (preferably at least 10 mm) from the sides of the rail head (so that the sides of the rail head remain unaffected), and filling with a prefabricated, form-retaining, preferably tight-fitting, steel plug of the recess, the shape of the recess and of the plug preferably being congruent, so as to restore the original geometry of the rail.
    [2]
    Repair according to claim 1, wherein the piece of rail head that is removed contains a damage.
    [3]
    Repair according to claim 1 or 2, wherein the piece of rail head is located at a location determined by an inspection of the rail head prior to repair, preferably by a measuring or inspection means moving along the track.
    [4]
    Repair according to claim 1, 2 or 3, applied to welded-on or joint-free track; and / or the recess is made in the running surface of the train wheels.
    [5]
    5. Plug intended for the repair according to any of claims 1-4.
    类似技术:
    公开号 | 公开日 | 专利标题
    Mutton et al.2004|Failure modes in aluminothermic rail welds under high axle load conditions
    Jun et al.2016|Fracture and fatigue crack growth analyses on a weld-repaired railway rail
    TWI391204B|2013-04-01|Fatigue characteristics of the welded joint improved blow treatment method, the fatigue property improving the blow treatment device and the fusible structure having excellent fatigue resistance
    US8651393B2|2014-02-18|Repair insert for repairing metallic structure
    Simon et al.2013|Tribological characterization of rail squat defects
    US7520415B2|2009-04-21|Method of repairing a rail
    RU2507045C2|2014-02-20|Method of flush-butt welding of rail steel
    Dexter et al.2013|Manual for repair and retrofit of fatigue cracks in steel bridges
    CN102107338B|2012-12-12|Vehicle body draft, bolster and buffer assembling and welding process
    CN101547768A|2009-09-30|Composite made of two steel sheets
    Mutton et al.2016|Microstructural characterisation of rolling contact fatigue damage in flashbutt welds
    Godefroid et al.2015|Failure analysis of recurrent cases of fatigue fracture in flash butt welded rails
    JP4641235B2|2011-03-02|Steel slab and repair method of steel slab
    NL2019080A|2017-12-21|Repair in the work of a defect in a rail.
    Shtayger et al.2019|Investigation of macro and micro structures of compounds of high-strength rails implemented by contact butt welding using burning-off
    EP3258011B1|2021-03-03|In situ repairing of a defect in a railway rail
    Selvamani et al.2020|Effects of heat distribution during cold metal transfer arc welding on galvanized steel using volumetric heat source model
    Clarke et al.2005|Evaluation of a leaf spring failure
    Rajanna et al.2009|Improvement in mechanical behavior of expulsion with heat treated thermite welded rail steel
    WO2015133736A1|2015-09-11|Welding member for recycling railway wheels and method for recycling railway wheels using same
    JP2013091912A|2013-05-16|Method and device for repairing weld zone of steel plate deck
    Tawfik et al.2006|Verification of residual stresses in flash-butt-weld rails using neutron diffraction
    WO2004014708A2|2004-02-19|Method of repairing a rail
    CN104749200A|2015-07-01|Method for estimating service life of bogie based on weld defects of bogie
    JP5766512B2|2015-08-19|Rail and rail replacement method
    同族专利:
    公开号 | 公开日
    NL2019080B1|2018-09-28|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    2020-03-25| PD| Change of ownership|Owner name: VOLKERWESSELS INTELLECTUELE EIGENDOM B.V.; NL Free format text: DETAILS ASSIGNMENT: CHANGE OF OWNER(S), ASSIGNMENT; FORMER OWNER NAME: VOLKERRAIL NEDERLAND B.V. Effective date: 20200317 |
    优先权:
    申请号 | 申请日 | 专利标题
    NL2016983|2016-06-16|EP17176510.0A| EP3258011B1|2016-06-16|2017-06-16|In situ repairing of a defect in a railway rail|
    [返回顶部]