CN117840562A - Insertion welding method based on railway existing line - Google Patents
Insertion welding method based on railway existing line Download PDFInfo
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- CN117840562A CN117840562A CN202410213618.XA CN202410213618A CN117840562A CN 117840562 A CN117840562 A CN 117840562A CN 202410213618 A CN202410213618 A CN 202410213618A CN 117840562 A CN117840562 A CN 117840562A
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- 238000003780 insertion Methods 0.000 title claims abstract description 86
- 230000037431 insertion Effects 0.000 title claims abstract description 86
- 238000003466 welding Methods 0.000 title claims abstract description 74
- 238000000034 method Methods 0.000 title claims abstract description 38
- 229910000831 Steel Inorganic materials 0.000 claims abstract description 54
- 239000010959 steel Substances 0.000 claims abstract description 54
- 238000010276 construction Methods 0.000 claims abstract description 23
- 238000005498 polishing Methods 0.000 claims description 71
- 238000000227 grinding Methods 0.000 claims description 13
- 230000008569 process Effects 0.000 claims description 5
- 230000002159 abnormal effect Effects 0.000 abstract description 4
- 238000012423 maintenance Methods 0.000 abstract description 4
- 230000008859 change Effects 0.000 abstract description 2
- 238000013461 design Methods 0.000 description 16
- 238000005520 cutting process Methods 0.000 description 12
- 238000005259 measurement Methods 0.000 description 10
- 230000035772 mutation Effects 0.000 description 5
- 239000000463 material Substances 0.000 description 4
- 238000007517 polishing process Methods 0.000 description 4
- 238000004364 calculation method Methods 0.000 description 3
- JEIPFZHSYJVQDO-UHFFFAOYSA-N iron(III) oxide Inorganic materials O=[Fe]O[Fe]=O JEIPFZHSYJVQDO-UHFFFAOYSA-N 0.000 description 3
- 238000002360 preparation method Methods 0.000 description 3
- 238000005299 abrasion Methods 0.000 description 2
- 238000013441 quality evaluation Methods 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 238000004140 cleaning Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 238000000605 extraction Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 238000007781 pre-processing Methods 0.000 description 1
- 238000002203 pretreatment Methods 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
- B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
- B23K11/00—Resistance welding; Severing by resistance heating
- B23K11/04—Flash butt welding
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
- B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
- B23K11/00—Resistance welding; Severing by resistance heating
- B23K11/34—Preliminary treatment
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
- B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
- B23K11/00—Resistance welding; Severing by resistance heating
- B23K11/36—Auxiliary equipment
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- Machines For Laying And Maintaining Railways (AREA)
Abstract
The invention provides an insert welding method based on a railway existing line, and belongs to the technical field of railway maintenance. The insert welding method comprises the following steps: measuring the two ends of the inserted rail and the corresponding existing line steel rail respectively to obtain the rail head height of the inserted rail and the rail head height of the existing line steel rail; calculating the rail head height difference between the inserted rail and the existing line steel rail according to the rail head height of the inserted rail and the rail head height of the existing line steel rail; performing flatness pretreatment on the inserted rail according to the rail head height difference; and placing the inserted rail subjected to flatness pretreatment in an inserted welding construction section of the wired steel rail, and performing inserted welding construction. The invention can effectively reduce the height difference between the inserted rail and the existing wire rail, reduce the abrupt change of the straightness of the rail caused by the insertion flash welding, ensure the longitudinal smoothness of the rail line, reduce the abnormal vibration of the motor train unit after the inserted rail, and ensure the running quality of the motor train unit.
Description
Technical Field
The invention relates to the technical field of railway maintenance, in particular to an insert welding method based on existing railway lines.
Background
The rapid development of high-speed railways, the operation mileage of the high-speed railways is increased year by year, and along with the expansion of the scale of the high-speed railway road network, the service time of the steel rail is increased, and the replacement of the aluminothermic welding head and the partially damaged steel rail serving as weak links of the line becomes a problem to be solved urgently by a railway maintenance department.
Currently, methods of handling welded joints and heavy rail damage typically use flash welding for insertion short rail welding. However, it should be noted that when flash welding is used for welding the inserted short rail, a new rail is often adopted, the inserted rail and the existing line rail have the problems of abrasion (mainly vertical abrasion) and inconsistent profile, and for a high-speed railway, the unreasonable line smoothness mutation and wheel rail matching relationship are main reasons for causing abnormal vibration of the motor train unit. The flatness of the welded joint and the profile of the steel rail are taken as an important ring in the wheel-rail relationship, and the running quality of the motor train unit is greatly influenced.
In view of this, the present inventors have devised and designed an insert welding method based on existing railway lines through trial and error based on production design experience conducted in the art and related fields for many years, so as to solve the problems existing in the prior art.
Disclosure of Invention
The invention aims to provide an insertion welding method based on a railway existing line, which can effectively avoid profile mutation of an insertion rail and a peripheral existing rail.
In order to achieve the above object, the present invention provides an insert welding method based on existing railway lines, wherein the insert welding method comprises:
measuring the two ends of the inserted rail and the corresponding existing line steel rail respectively to obtain the rail head height of the inserted rail and the rail head height of the existing line steel rail;
calculating the rail head height difference of the inserted rail and the existing line steel rail according to the rail head height of the inserted rail and the rail head height of the existing line steel rail;
carrying out flatness pretreatment on the insertion rail according to the rail head height difference;
and placing the inserted rail subjected to flatness pretreatment in an inserted welding construction section of the wired steel rail, and performing inserted welding construction.
Compared with the prior art, the invention has the following characteristics and advantages:
according to the railway existing line-based insert welding method, the rail head of the existing line steel rail and the rail head of the insert rail are measured to obtain the rail head height difference of the insert rail and the existing line steel rail, and then the insert rail is polished according to the rail head height difference, so that the height difference of the insert rail and the rail head of the existing steel rail is matched with the rail head height of the existing steel rail, the height difference of the insert rail and the existing line steel rail is effectively reduced, the track flatness mutation caused by insert flash welding is reduced, the longitudinal smoothness of a track line is ensured, the abnormal vibration of a motor train unit after the insert rail is reduced, and the running quality of the motor train unit is ensured.
Drawings
The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way. In addition, the shapes, proportional sizes, and the like of the respective components in the drawings are merely illustrative for aiding in understanding the present invention, and are not particularly limited. Those skilled in the art with access to the teachings of the present invention can select a variety of possible shapes and scale sizes to practice the present invention as the case may be.
FIG. 1 is a schematic illustration of the rail end flatness pre-process of the present invention;
FIG. 2 is a schematic illustration of an insertion rail target profile determination of the present invention;
FIG. 3 is a schematic view of an insertion rail target profile determination of the present invention (II);
FIG. 4 is a schematic flow chart of the insert welding method of the present invention;
fig. 5 is a schematic diagram of an insertion track pre-matching process according to the present invention.
Detailed Description
The details of the invention will be more clearly understood in conjunction with the accompanying drawings and description of specific embodiments of the invention. However, the specific embodiments of the invention described herein are for the purpose of illustration only and are not to be construed as limiting the invention in any way. Given the teachings of the present invention, one of ordinary skill in the related art will contemplate any possible modification based on the present invention, and such should be considered to be within the scope of the present invention.
As shown in fig. 4, the present invention proposes an insert welding method based on existing railway lines, wherein the insert welding method comprises:
measuring the two ends of the inserted rail and the corresponding existing line steel rail respectively to obtain the rail head height of the inserted rail and the rail head height of the existing line steel rail;
calculating the rail head height difference between the inserted rail and the existing line steel rail according to the rail head height of the inserted rail and the rail head height of the existing line steel rail;
performing flatness pretreatment on the inserted rail according to the rail head height difference;
and placing the inserted rail subjected to flatness pretreatment in an inserted welding construction section of the wired steel rail, and performing inserted welding construction.
According to the railway existing line-based insert welding method, the rail head of the existing line steel rail and the rail head of the insert rail are measured to obtain the rail head height difference of the insert rail and the existing line steel rail, and then the insert rail is polished according to the rail head height difference, so that the height of the insert rail and the rail head of the existing steel rail is more similar to the rail head height of the existing steel rail, the occurrence of a flatness mutation at a welding head is avoided, abnormal vibration of a motor train unit after the insert rail is further avoided, the operation stability of the motor train unit is improved, and the operation quality of the motor train unit is guaranteed.
The insertion welding method based on the railway existing line, provided by the invention, effectively combines polishing and welding practice, is convenient for construction operation of field personnel, effectively improves the flatness of the welded steel rail, and has practical application significance.
In an alternative embodiment of the present invention, as shown in fig. 5, the insert welding method further includes: measuring the profile of the inserted rail and the profile of the existing line steel rail respectively to obtain the rail head parameters of the inserted rail and the rail head parameters of the existing line steel rail; calculating a target profile parameter of the insertion rail according to the rail head parameter of the existing line rail and the rail head parameter of the insertion rail; and carrying out profile pre-matching on the insertion rail according to the profile target parameters of the insertion rail. In the present embodiment, the rail head height difference between the existing wire rail and the insertion rail is obtained by accurately measuring the rail head of the existing wire rail and the insertion rail, and a profile pre-matching technology is introduced. On the basis, the insertion rail is finely polished according to the rail head height difference, so that the rail head height of the insertion rail is close to that of an existing line rail, the profile of the insertion rail is similar to that of the existing line rail, the rail head height of the insertion rail is ensured to be matched with that of the existing rail, the rail profile mutation at a welding position is effectively avoided, the longitudinal smoothness of a rail line is ensured, and the operation stability of a motor train unit is further ensured. Through the accurate and careful treatment, the service life of the rail can be prolonged, the running safety of the train is improved, and more stable and comfortable riding experience is brought to passengers. In an alternative example of this embodiment, the specific method for measuring the profile of the insertion rail and the profile of the existing line rail head may be a contact measurement or a non-contact measurement, so as to ensure that the measurement accuracy is less than or equal to 0.10 mm. The measured content, i.e., the rail head parameters, include the rail head thickness, profile, and rail foot slope of the inserted rail and the existing line rail. And calculating a target profile parameter of the insertion rail according to the rail head parameter of the existing line rail and the rail head parameter of the insertion rail so as to determine the profile shape which the insertion rail should reach after polishing.
In an alternative example, the measured profile of the existing line rail is flush according to the highest point, the positions of 16mm below the rail are overlapped, and the central line is extracted to be used as the target profile of the inserted rail.
In an alternative example of this embodiment,
in an alternative example, profile pre-matching the insertion track includes: calculating profile polishing workload of the insertion rail according to the target profile parameters; and polishing the insertion rail according to the profile polishing workload.
Specifically, as shown in fig. 2 and 3, before the insert welding construction, in order to ensure good connection between the insert rail and the existing line rail profile, the existing line rail profile on both sides of the insert rail is measured, the distance between the measuring position and both ends of the insert rail is D, the range of D is 2-3 m, and the measuring positions on both sides are respectively measured at 1 position and respectively recorded as the existing line rail profile 1 and the existing line rail profile 3. And (3) carrying out the central line extraction of the 2 profile curves according to an alignment method that the measured existing line steel rail profile 1 and the existing line steel rail profile 3 are flush according to the highest point and the position 16mm below the rail (namely the gauge point), wherein the extracted central line is a central line profile 2, and taking the central line profile 2 as a target profile of the insertion rail.
And generating a central line profile 2 as a polishing target profile of the inserted rail within the range of-20 to +32mm (or polishing angle of-10 degrees to +50 degrees) according to the actually measured existing line rail profile 1 and the existing line rail profile 3. And measuring the profile of the insertion rail, and determining the polishing workload of each angle of the insertion rail within the polishing angle range of-10 degrees to +50 degrees according to the difference between the measured profile of the insertion rail and the target profile (the central line profile 2).
In the invention, the profile of the insertion rail is pre-matched, so that the profile matching degree of the polished insertion rail and the profile of the existing line steel rail is higher, the welding quality is improved, and the later maintenance cost is reduced.
In an alternative example, the profile comprises at least the original rail base slope, i.e. the measured rail profile needs to comprise its original rail base slope. The measuring method of the original rail bottom broken can adopt contact type or non-contact type measurement, and the measuring precision is ensured to be less than or equal to 0.10 mm. Before the insert welding construction, the profile of the existing line steel rail on the two sides of the inserted rail is measured, and the measured profile is required to be from the bottom slope with the rail.
In an alternative example, the profile pre-matching the insertion track further includes: after the profile grinding is completed, the profile quality of the insertion rail is evaluated. Before the insert welding construction, firstly, the thicknesses of the rail heads of the insert rail and the existing line rail are measured, and the height difference of the rail heads of the insert rail and the existing line rail is confirmed. After the height difference is determined, a rail head height difference reserved value H is determined according to the line design speed, and the rail head height difference reserved value H is not larger than the actually measured rail top height differences H1 and H2 because the welding head is not allowed to collapse. The inserted rail is subjected to flatness pretreatment, the ramp rate can be 0.20 per mill under a high-speed railway with the design standard of 350km/h, the maximum polishing amount of the head end of the inserted rail is 0.6mm, the polishing length L1 is 3m, the maximum polishing amount of the tail end of the inserted rail is 0.5mm, and the polishing length L2 is 2.5m. And detecting by using a 1-meter flatness ruler after polishing, ensuring that flatness measurement of a polished area is not more than 0.2mm/1m, and finishing flatness pre-matching of the inserted rail. When the profile pre-matching polishing operation is carried out on the insertion rail, whether the profile pre-matching quality of the insertion rail is qualified or not is required to be evaluated. The evaluation method comprises the following steps: taking the central line profile 2 as a target profile of the insertion rail, and evaluating the profile pre-matching quality of the insertion rail by combining a steel rail profile quality evaluation method in patent ZL201910299181.5, randomly extracting n measuring points on the insertion rail, wherein the value of n is 1-3 according to the line design speed, and the steel rail profile quality index of each measuring point of the insertion rail is required to be ensured to be not less than 80 specified in patent ZL201910299181.5, and the profile pre-matching polishing operation of the insertion rail is considered to be qualified at the moment. Through the steps, the profile of the insertion rail can be effectively pre-matched, and the quality of the insertion rail can be evaluated after the insertion rail is finished. This helps to ensure good compliance of the insertion rail with the existing line rail, improving the stability and safety of the line.
In an alternative embodiment of the present invention, the flatness pre-processing of the insertion rail includes: calculating flatness polishing workload of the inserted rail according to the rail head height difference; and polishing the insertion rail according to the flatness polishing workload.
First, it is necessary to measure the head height difference between the insert rail and the adjacent existing line rail. This measurement is typically performed near the intended weld location of the insertion rail, using a precision measuring instrument (e.g., a laser rangefinder or rail gauge) to ensure accuracy of the measurement. After the measurement is completed, specific values of the rail head height difference are recorded.
And then, calculating the work load of the insert rail for polishing the flatness according to the measured rail head height difference. This calculation is typically based on engineering design criteria, taking into account factors such as the operating speed of the line, the track geometry, etc. The calculation will determine the depth, width, and total length of the sanding that is required.
And then, polishing the inserted rail by using professional rail polishing equipment according to the calculated flatness polishing workload. During the polishing process, polishing parameters including polishing depth, width and speed need to be strictly controlled to ensure polishing accuracy and consistency. Meanwhile, flatness change of the rail head needs to be continuously monitored in the polishing process so as to adjust polishing parameters in time.
After polishing, checking the flatness of the inserted rail again to ensure that the design requirement is met. If necessary, local supplementary grinding or fine adjustment can be performed to further improve the smoothness of the track.
According to the invention, the flatness pretreatment is carried out on the inserted rail, so that the rail head height difference can be eliminated, the longitudinal smoothness of the rail is improved, the uniform geometric shape and dimensional accuracy of the steel rails at two sides of the welding joint are ensured, the welding deformation and the welding defect are reduced, and the quality and the reliability of the welding joint are improved.
In an alternative example of this embodiment, the flatness grinding effort includes a maximum vertical grinding amount and a grinding section length.
The maximum vertical sanding amount refers to the maximum sanding depth allowed for the rail head in the vertical direction during the flatness pre-treatment of the insertion rail. The determination of this parameter requires a combination of factors including head height difference between the insertion rail and the existing wire rail, design requirements of the rail, operating speed, and characteristics of the rail materials. Firstly, the rail head height difference between the inserted rail and the existing line rail is measured, and then a proper maximum vertical polishing amount is determined according to design requirements, operation speed and other factors. This value should ensure smooth transitions in height between the polished insert rail and the existing wire rail while avoiding reduced rail strength or reduced service life due to excessive polishing.
The length of the lapping section refers to the length of the insertion track that requires flatness lapping. The determination of this parameter also requires a combination of factors including the engagement of the insert rail with the existing wire rail, the geometry of the rail, the performance of the grinding apparatus, and the efficiency of construction. A suitable sanding section length needs to be determined depending on the situation. This length should ensure coverage of all areas to be sanded while facilitating construction operations and efficient use of the sanding equipment. The length of the polishing section is determined by considering factors such as construction efficiency, cost and the like so as to achieve the optimal engineering effect.
The removal amount of materials in the polishing operation can be accurately controlled by defining the maximum vertical polishing amount, the occurrence of excessive polishing or insufficient polishing is avoided, and the polished track can meet the smoothness requirement in the design standard. By determining the length of the polishing section, the range and the progress of polishing operation can be reasonably planned, and the polishing efficiency is improved.
In an alternative example, the maximum vertical sanding amount is calculated as:
H max ＝H n -h，
wherein Hmax is the maximum vertical polishing amount; hn is the height difference between the end of the insertion rail and the corresponding existing rail head; h is a reserved value of the height difference between the inserted rail and the rail head of the existing rail, and the reserved range is 0.3-1 mm.
Specifically, a professional measuring device (such as a laser range finder, a rail detector and the like) is used for accurately measuring the height difference between the end part of the insertion rail and the corresponding existing rail head, and the height difference is recorded as Hn. And determining a reserved value h of the height difference between the head of the inserted rail and the head of the existing rail according to the meter requirements and actual engineering experience. The reserved value h is set to ensure that a certain safety margin can be maintained between the inserted rail and the existing rail after polishing, and the new problem caused by excessive polishing is avoided. The range of the reserved value h is usually set between 0.3 and 1mm, and the specific value can be adjusted according to actual conditions.
Hmax represents the maximum amount of material removal allowed in the vertical direction, which directly directs the subsequent sanding operation.
And (3) polishing the inserted rail in the vertical direction by using professional rail polishing equipment according to the Hmax value calculated by the formula. The polishing depth is strictly controlled in the polishing process, so that the Hmax value is not exceeded, and the polishing uniformity and smoothness are ensured. Through the calculation formula, the maximum depth (namely the material removal amount in the vertical direction) required to be polished can be accurately obtained, so that insufficient polishing or excessive polishing is avoided.
In an alternative example, as shown in fig. 1, the length of the polishing area segment of the insertion track is calculated as:
L n ＝(H n -h)/a，
wherein Hn is the height difference between the end of the insertion rail and the rail head of the corresponding existing line rail; h is a reserved value of the height difference between the inserted rail and the existing wire rail head, and the reserved range is 0.3-1 mm; a is the ramp rate, and the value range is 0.10 to 0.30 per mill.
Specifically, a professional measuring device (such as a laser range finder, a rail detector and the like) is used for accurately measuring the height difference between the end part of the insertion rail and the corresponding existing rail head, and the height difference is recorded as Hn. According to design criteria and engineering practices, a suitable reserved height difference h is selected. The height difference h is reserved to ensure that the polished track still maintains a certain safety margin, and the value of the height difference h is usually in the range of 0.3-1 mm. The ramp rate a refers to the rate at which the track level difference smoothly transitions within the grinding section. According to engineering requirements and actual conditions, a proper downgrade value is selected within the range of 0.10-0.30 per mill. The choice of the ramp rate directly affects the length of the sanding section and the smoothness of the track. Ln represents the track length to be polished, which is determined based on the measured height difference Hn, the reserved height difference h, and the set ramp rate a. And according to the calculated polishing area section length Ln, performing corresponding polishing operation on the inserted rail by using professional rail polishing equipment. In the polishing process, the polishing depth and range are strictly controlled, so that the design requirements are met. By comprehensively considering the rail head height difference, the reserved height difference and the ramp rate, the track length to be polished can be accurately calculated by the formula, and the excessively long or excessively short polishing section is avoided.
In an alternative embodiment of the invention, the existing wire rail is cut after the insert rail is placed in the insert welding station of the wire rail, the cut length being less than the length of the insert rail.
In the cutting operation, a preliminary preparation work is required. The preparation work in advance includes: confirming the model, the size and the matching of the inserted rail and the existing wire rail; carrying out necessary pretreatment on the inserted rail, such as flatness adjustment, rust removal, cleaning and the like; the welding equipment and cutting tools, such as welders, cutters, jigs, etc., are prepared. And (3) finishing preparation work, and accurately placing the pretreated insertion rail at a preset insertion position of the existing wire rail.
During cutting construction, the insertion rail is firmly fixed on the existing wire rail by using a clamp or other fixing devices, so that the relative position between the insertion rail and the existing wire rail is ensured to be accurate. And cutting the existing line steel rail in the overlapping area of the insert rail and the existing line steel rail. The length of the cut must be less than the length of the insert rail to ensure that both ends of the existing wire rail can be welded to the insert rail after the cut. In the cutting process, the flatness and verticality of the cutting surface are ensured so as to facilitate the subsequent welding operation.
After the cutting is completed, the cutting end face of the existing wire rail and the corresponding end face of the inserted rail can be welded. Welding parameters such as welding current, welding speed, preheating temperature and the like need to be strictly controlled in the welding process so as to ensure welding quality. The inserted rail is prepared in advance and accurately placed, and then the existing wire rail is cut in a planned manner, so that the adjustment time and the workload in the construction process can be reduced, and the construction efficiency is improved.
Referring to fig. 1 to 3, the implementation of the present invention will be described in detail with reference to an embodiment:
(1) Before the insert welding construction, firstly, the thicknesses of the rail heads of the insert rail and the existing line rail are measured, and the height difference of the rail heads of the insert rail and the existing line rail is confirmed. The head and tail ends of the insertion rail and the existing rail are measured to obtain rail top height differences H1 and H2, and the height differences H1 and H2 are assumed to be 0.9mm and 0.8mm respectively.
(2) After the height difference is determined, a rail head height difference reserved value H is determined according to the line design speed, and the rail head height difference reserved value H is not larger than the actually measured rail top height differences H1 and H2 because the welding head is not allowed to collapse. And assuming that the construction line is a high-speed railway with the design standard of 350km/h, and the value of h is 0.3mm.
(3) The inserted rail is subjected to flatness pretreatment, the ramp rate can be 0.20 per mill under a high-speed railway with the design standard of 350km/h, the maximum polishing amount of the head end of the inserted rail is 0.6mm, the polishing length L1 is 3m, the maximum polishing amount of the tail end of the inserted rail is 0.5mm, and the polishing length L2 is 2.5m. And detecting by using a 1-meter flatness ruler after polishing, ensuring that flatness measurement of a polished area is not more than 0.2mm/1m, and finishing flatness pre-matching of the inserted rail.
(4) Before the insertion welding construction, the profile of the existing line steel rail on the two sides of the insertion rail is measured, contact or non-contact measurement can be adopted, and the measured profile is required to be from the bottom slope with the rail. And generating a central line profile 2 within the range of-20 to +32mm (or polishing angle of-10 degrees to +50 degrees) according to the actually measured existing line steel rail profile 1 and the existing line steel rail profile 3, and taking the central line profile as a polishing target profile of the inserted rail.
(5) And measuring the profile of the insertion rail, and determining the polishing amount of each angle of the insertion rail within the polishing angle range of-10 degrees to +50 degrees according to the difference between the measured profile of the insertion rail and the target profile (namely the central line profile 2). And after finishing polishing, evaluating the polishing quality of the inserted rail by adopting a steel rail profile quality evaluation method in patent ZL201910299181.5, and for a design standard of 350km/h high-speed railway, randomly selecting 3 measuring points on the inserted rail to ensure that the profile quality index of each measuring point is not less than 80, and finishing profile pre-matching of the inserted rail.
(6) And (3) conveying the pretreated insertion rail to an insertion welding construction section, cutting the old rail at the position to be inserted, wherein the cutting length is not more than the length of the insertion rail, and the design standard 350km/h high-speed railway requires the length of the insertion rail to be generally not less than 22m, so that the length of the old rail to be welded to be cut is 21m.
(7) After the cutting of the old rail is completed, operations such as supporting, rust removal, rail alignment and the like are carried out on the inserted rail and the adjacent existing wire cutting surface, and the welding of the head end of the inserted rail is completed. After the welding of the head end of the insertion rail is finished, the welding machine advances to the tail end position of the insertion rail, and then the rail sawing, rust removing and rail alignment are performed on the tail end rail again according to the welding condition of the head end rail, so that the welding of the tail end of the insertion rail is finished.
(8) After the head end joint and the tail end joint of the inserted rail are welded, normalizing, polishing and flaw detecting are carried out on the two joints, and the rail is reset. After the steel rail is reset, the geometric dimension of the welding construction section line is finely adjusted, so that various indexes are ensured to meet the requirements, and finally the flash welding of the existing line inserted rail of the high-speed railway is finished.
The detailed explanation of the embodiments described above is only for the purpose of explaining the present invention so as to enable a better understanding of the present invention, but the descriptions should not be construed as limiting the present invention in any way, and in particular, the respective features described in the different embodiments may be arbitrarily combined with each other to constitute other embodiments, and these features should be understood as being applicable to any one embodiment, except for the explicitly contrary descriptions.
Claims (10)
1. An insert welding method based on existing railway lines is characterized by comprising the following steps:
measuring the two ends of the inserted rail and the corresponding existing line steel rail respectively to obtain the rail head height of the inserted rail and the rail head height of the existing line steel rail;
calculating the rail head height difference of the inserted rail and the existing line steel rail according to the rail head height of the inserted rail and the rail head height of the existing line steel rail;
carrying out flatness pretreatment on the insertion rail according to the rail head height difference;
and placing the inserted rail subjected to flatness pretreatment in an inserted welding construction section of the wired steel rail, and performing inserted welding construction.
2. The insert welding method according to claim 1, wherein the insert welding method further comprises:
measuring the profile of the inserted rail and the profile of the existing line steel rail respectively to obtain the rail head parameters of the inserted rail and the rail head parameters of the existing line steel rail;
calculating a target profile parameter of the insertion rail according to the rail head parameter of the existing line steel rail and the rail head parameter of the insertion rail;
and carrying out profile pre-matching on the insertion rail according to the profile target parameters of the insertion rail.
3. The insert welding method of claim 2, wherein pre-matching the profile of the insert rail comprises:
calculating profile grinding workload of the insertion rail according to the target profile parameters;
and polishing the insertion rail according to the profile polishing workload.
4. The insert welding method of claim 3, wherein the profile comprises at least an original rail base slope.
5. The insert welding method of claim 3, wherein pre-contour matching the insert rail further comprises:
after the profile grinding is completed, the profile quality of the insertion rail is evaluated.
6. The insert welding method of claim 1, wherein flatness pre-treating the insert rail comprises:
calculating the flatness polishing workload of the inserted rail according to the rail head height difference;
and polishing the insertion rail according to the flatness polishing workload.
7. The insert welding method of claim 6, wherein the flatness grinding effort includes a maximum vertical grinding amount and a grinding section length.
8. The insert welding method as claimed in claim 7, wherein the maximum vertical grinding amount is calculated by the formula:
H max ＝H n -h
wherein H is max The maximum vertical polishing amount; h n The height difference between the end part of the insertion rail and the corresponding existing rail head of the steel rail; h is a reserved value of the height difference between the inserted rail and the rail head of the existing rail, and the reserved range is 0.3-1 mm.
9. The insert welding method according to claim 7, wherein the length of the ground area section of the insert rail is calculated as:
L n ＝(H n -h)/a
wherein H is n The height difference between the end part of the insertion rail and the corresponding existing rail head of the steel rail; h is a reserved value of the height difference between the inserted rail and the rail head of the existing rail, and the reserved range is 0.3-1 mm; a is the ramp rate, and the value range is 0.10 to 0.30 per mill.
10. The insert welding method according to claim 1, wherein the existing wire rail is cut after the insert rail is placed in the insert welding process of the wire rail, the cut length being smaller than the insert rail.
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| CN202410213618.XA CN117840562A (en) | 2024-02-27 | 2024-02-27 | Insertion welding method based on railway existing line |
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