EP0672485A1 - Method of modifying the section of a railway rail and rail obtained by said method - Google Patents
Method of modifying the section of a railway rail and rail obtained by said method Download PDFInfo
- Publication number
- EP0672485A1 EP0672485A1 EP95100478A EP95100478A EP0672485A1 EP 0672485 A1 EP0672485 A1 EP 0672485A1 EP 95100478 A EP95100478 A EP 95100478A EP 95100478 A EP95100478 A EP 95100478A EP 0672485 A1 EP0672485 A1 EP 0672485A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- rail
- section
- head
- core
- forging
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
- B21K—MAKING FORGED OR PRESSED METAL PRODUCTS, e.g. HORSE-SHOES, RIVETS, BOLTS OR WHEELS
- B21K7/00—Making railway appurtenances; Making vehicle parts
- B21K7/02—Making railway appurtenances; Making vehicle parts parts for permanent way
Definitions
- the present invention relates to a method of modifying the section of a railroad track comprising a shoe, a core and a head or mushroom, consisting in increasing the height of the rail at the expense of the thickness of the core and the skate.
- All the rails which have undergone such forging have, somewhere in the transition zone, a reduced hardness section which comes from the temperature gradient between the part of the rail which is heated red for forging and the rest of the rail which is at room temperature.
- This reduced hardness section results, in the long run, in a slight subsidence of the running surface in the head of the rail caused by the repeated passages of the wheels.
- Heating the rail to its forging temperature also negatively affects the mechanical properties, in particular its hardness over the entire length of the heating. This is all the more serious if the rail has undergone, as is generally the case, a prior heat treatment because the beneficial effects of this treatment are then irretrievably lost in this area.
- the object of the present invention is to provide a new method for modifying the section of a railroad track which does not affect the surface hardness of the running surface of the rail.
- the method proposed by the invention is characterized in that the thickness of the upper part of the core, below the head, is reduced by machining, and in that the rest of the core, as well as the rail shoe, are heated and deformed by forging.
- Heating with red is preferably carried out by a localized inductive process. In this way, only the part still requiring forging is heated to the temperature necessary for forging.
- the machining of the head and of the upper part of the core allows local heating only of the lower part of the rail for its forging.
- the head is further away from the hot zone of the lower part, while the constriction reduces the horizontal section of the heat conduction flow. from the base to the head, so that when heating the bottom of the rail to its forging temperature, the temperature of the running surface of the rail head remains far below the critical modification temperature irreversible of its hardness.
- the mechanical properties in particular the hardness of the running surface of the rail, are not affected by the heating, which makes it possible, among other things, to guarantee that the effects of a prior heat treatment are maintained.
- the rail 10 shown in Figure 1 is, by way of example and as shown in Figure 2, a rail with asymmetrical section. It should however be pointed out that the invention is not limited to this type of rails.
- the rail has, slightly before the transition zone 12 between the two different sections, over a certain length l, an anomaly, more precisely, a lower hardness than on the rest of the length of the rail, while over the entire length of the forging zone, the mechanical properties of the rail have been changed by heating, so that the hardness is also reduced. Since these changes in the properties of the rail also affect the running surface, they can cause risks of premature wear of the rail and a disturbance in the running of convoys at high speed.
- the head 14 and the upper part of the core 16 are machined up to the profile according to Figure 3.
- the profile of the head 14 of the rail with the section according to Figure 2 already corresponds to the final shape according to Figure 4, so that the machining is limited, in this case, to practice, in the upper part of the core 16, a throttle 20 when milling on each side rail 10 below the head 14 a longitudinal groove in the core in order to reduce the thickness of the latter, preferably up to the final thickness of FIG. 4.
- the deformation of the lower part of the rail 10 to reach the final profile of Figure 4 is effected by forging which consists of lengthening the core 16 and reducing its thickness to that of the constriction 20 and possibly adapting the profile of the shoe 18.
- forging which consists of lengthening the core 16 and reducing its thickness to that of the constriction 20 and possibly adapting the profile of the shoe 18.
- the entire section of the rail 10 is avoided being red hot and the lower part of the rail is only heated locally over the length requiring forging.
- electromagnetic inductors with localized action are used, as symbolized by the arrows in Figure 3.
- the preliminary machining of the upper part of the core 16 has, in addition to the fact of the thinning of the region 20 to the final thickness, a double action beneficial from the thermal point of view.
- First the head 14, and more particularly the critical region of the rolling surface is further away from the red-heated part for forging.
- the constriction 20 reduces the cross section of the heat conduction flow and thus reduces the propagation of heat in the head 14 of the rail so that the lower part of the rail can be heated to red without the temperature reaching, in the region of the running surface the critical threshold for modification of the physical properties of the rail.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Forging (AREA)
- Machines For Laying And Maintaining Railways (AREA)
- Heat Treatment Of Articles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
Description
La présente invention concerne un procédé de modification de la section d'un rail de chemin de fer comprenant un patin, une âme et une tête ou champignon, consistant à augmenter la hauteur du rail au détriment de l'épaisseur de l'âme et du patin.The present invention relates to a method of modifying the section of a railroad track comprising a shoe, a core and a head or mushroom, consisting in increasing the height of the rail at the expense of the thickness of the core and the skate.
Il est bien connu (voir par exemple le brevet français n° 751 242) de modifier la section d'un rail afin de l'adapter à celle d'un rail de section différente pour pouvoir être soudé ou rattaché à celui-ci. Il en est ainsi, par exemple, dans les aiguillages, où les talons des aiguilles ont non seulement une section plus forte, mais également une forme différente (par exemple asymétrique) de celle des rails de la voie normale. Pour pouvoir réunir les bouts de ces rails de sections différentes, on déforme généralement le profil du rail avec la section la plus forte sur une certaine longueur pour l'adapter à la forme du rail adjacent. Cette déformation est effectuée par forgeage, c'est-à-dire que le rail et chauffé au rouge et déformé entre les mâchoires de forme appropriée d'une presse. S'il reste un excès de matière pour le profil souhaité, on s'arrange généralement pour refouler cet excès dans le patin et l'enlever, après le forgeage, par un procédé d'usinage.It is well known (see for example French patent n ° 751 242) to modify the section of a rail in order to adapt it to that of a rail of different section so that it can be welded or attached thereto. This is the case, for example, in switches, where the heels of the needles have not only a larger cross-section, but also a different shape (for example asymmetrical) from that of the rails of the normal track. In order to be able to join the ends of these rails of different sections, the rail profile is generally deformed with the largest section over a certain length to adapt it to the shape of the adjacent rail. This deformation is carried out by forging, that is to say that the rail is heated to red and deformed between the jaws of an appropriately shaped press. If there is an excess of material for the desired profile, it is generally arranged to push this excess into the shoe and remove it, after forging, by a machining process.
Tous les rails ayant subi un tel forgeage présentent, quelque part dans la zone de transition, une section à dureté réduite qui provient du gradient de température entre la partie du rail qui est chauffée au rouge en vue du forgeage et le reste du rail qui est à température ambiante. Cette section à dureté réduite se traduit, à la longue, par un léger affaissement de la surface de roulement dans la tête du rail provoqué par les passages répétés des roues.All the rails which have undergone such forging have, somewhere in the transition zone, a reduced hardness section which comes from the temperature gradient between the part of the rail which is heated red for forging and the rest of the rail which is at room temperature. This reduced hardness section results, in the long run, in a slight subsidence of the running surface in the head of the rail caused by the repeated passages of the wheels.
Le chauffage du rail à sa température de forgeage affecte en outre négativement les propriétés mécaniques notamment sa dureté sur toute la longueur du chauffage. Ceci est d'autant plus grave si le rail a subi, comme c'est généralement le cas, un traitement thermique préalable car les effets bénéfiques de ce traitement sont alors irrémédiablement perdus dans cette zone.Heating the rail to its forging temperature also negatively affects the mechanical properties, in particular its hardness over the entire length of the heating. This is all the more serious if the rail has undergone, as is generally the case, a prior heat treatment because the beneficial effects of this treatment are then irretrievably lost in this area.
Étant donné, toutefois, que ces anomalies sont relativement faibles et n'ont que peu d'influence sur le comportement des convois ferroviaires roulant à vitesse faible ou moyenne, on ne s'en est guère soucié jusqu'à présent.Given, however, that these anomalies are relatively small and have little influence on the behavior of low and medium speed rail convoys, little attention has been paid to date.
En revanche, avec l'apparition des trains à grande vitesse, les exigences visant la qualité des rails deviennent de plus en plus sévères. Or, le seul moyen connu d'éviter l'apparition de ces zones critiques à dureté réduite est d'éviter les gradients thermiques, c'est-à-dire de chauffer le rail au rouge sur toute sa longueur en vue du forgeage de son extrémité, tandis que le seul moyen connu d'éliminer ces zones critiques et de rétablir sa dureté initiale est de faire subir au rail, sur toute sa longueur, après le forgeage, un traitement thermique. Il va sans dire que l'un comme l'autre impliquent des moyens énormes qui grèvent considérablement le prix de fabrication d'un tel rail.On the other hand, with the appearance of high-speed trains, the requirements for the quality of the rails become more and more severe. However, the only known way to avoid the appearance of these critical zones with reduced hardness is to avoid thermal gradients, that is to say to heat the rail red over its entire length for the forging of its end, while the only known way of eliminating these critical zones and of restoring its initial hardness is to subject the rail, over its entire length, after forging, to a heat treatment. It goes without saying that both involve enormous resources which considerably increase the cost of manufacturing such a rail.
Le but de la présente invention est de prévoir un nouveau procédé de modification de la section d'un rail de chemin de fer qui n'affecte pas la dureté superficielle de la surface de roulement du rail.The object of the present invention is to provide a new method for modifying the section of a railroad track which does not affect the surface hardness of the running surface of the rail.
Pour atteindre cet objectif, le procédé proposé par l'invention est caractérisé en ce qu'on réduit, par usinage, l'épaisseur de la partie supérieure de l'âme, en-dessous de la tête, et en ce que le reste de l'âme, ainsi que le patin du rail, sont réchauffés et déformés par forgeage.To achieve this objective, the method proposed by the invention is characterized in that the thickness of the upper part of the core, below the head, is reduced by machining, and in that the rest of the core, as well as the rail shoe, are heated and deformed by forging.
Le chauffage au rouge est, de préférence, effectué par un procédé inductif localisé. De cette manière, seule la partie nécessitant encore un forgeage est chauffée à la température nécessaire au forgeage.Heating with red is preferably carried out by a localized inductive process. In this way, only the part still requiring forging is heated to the temperature necessary for forging.
L'usinage de la tête et de la partie supérieure de l'âme permet un réchauffement local seulement de la partie inférieure du rail en vue de son forgeage. En outre, par suite de l'usinage de la partie supérieure de l'âme, la tête se trouve plus à l'écart de la zone chaude de la partie inférieure, tandis que l'étranglement réduit la section horizontale du flux de conduction thermique de la base vers la tête, si bien que, lors du chauffage de la partie inférieure du rail jusqu'à sa température de forgeage, la température de la surface de roulement de la tête du rail reste loin en dessous de la température critique de modification irréversible de sa dureté.The machining of the head and of the upper part of the core allows local heating only of the lower part of the rail for its forging. In addition, as a result of the machining of the upper part of the core, the head is further away from the hot zone of the lower part, while the constriction reduces the horizontal section of the heat conduction flow. from the base to the head, so that when heating the bottom of the rail to its forging temperature, the temperature of the running surface of the rail head remains far below the critical modification temperature irreversible of its hardness.
Autrement dit, les propriétés mécaniques, notamment la dureté de la surface de roulement du rail, ne sont pas affectées par le chauffage, ce qui permet, entre autres, de garantir le maintien des effets d'un traitement thermique préalable.In other words, the mechanical properties, in particular the hardness of the running surface of the rail, are not affected by the heating, which makes it possible, among other things, to guarantee that the effects of a prior heat treatment are maintained.
Par suite du chauffage local de la partie inférieure du rail, il est même possible de refroidir simultanément la tête du rail.Due to local heating of the lower part of the rail, it is even possible to cool the head of the rail simultaneously.
D'autres particularités et caractéristiques de l'invention ressortiront à la lecture d'un mode d'exécution avantageux présenté ci-dessous, à titre d'illustration, en référence aux dessins annexés dans lesquels :
- la Figure 1 montre schématiquement une vue latérale d'un rail dont une extrémité a été modifiée par forgeage,
- la Figure 2 montre schématiquement une section suivant le plan de coupe II-II de la Figure 1,
- la Figure 3 illustre la section du rail après l'usinage de la partie supérieure et avant forgeage de la partie inférieure et
- la Figure 4 représente la section définitive du rail vue suivant le plan de coupe IV-IV de la Figure 1.
- FIG. 1 schematically shows a side view of a rail, one end of which has been modified by forging,
- FIG. 2 schematically shows a section along the section plane II-II of FIG. 1,
- Figure 3 illustrates the section of the rail after machining the upper part and before forging the lower part and
- Figure 4 shows the final section of the rail seen along the section plane IV-IV of Figure 1.
Le rail 10 représenté sur la Figure 1 est, à titre d'exemple et comme le montre la Figure 2, un rail à section asymétrique. Il y a toutefois lieu de signaler que l'invention n'est pas limitée à ce type de rails.The
Afin de pouvoir raccorder ce rail, par exemple par soudure, au rail d'une voie normale à section symétrique plus effilée, la section de l'extrémité de droite sur la Figure 1 est déformée pour présenter le profil de la Figure 4.In order to be able to connect this rail, for example by welding, to the rail of a normal track with a more tapered symmetrical section, the section of the right end in FIG. 1 is deformed to present the profile of FIG. 4.
Si cette déformation est effectuée de manière classique par forgeage, le rail présente, un peu avant la zone de transition 12 entre les deux sections différentes, sur une certaine longueur l, une anomalie, plus précisément, une dureté plus faible que sur le reste de la longueur du rail, tandis que, sur toute la longueur de la zone de forgeage, les propriétés mécaniques du rail ont été modifiées par le chauffage, si bien que la dureté y est également réduite. Vu que ces modifications des propriétés du rail affectent aussi la surface de roulement, elles peuvent causer des risques d'usure prématurée du rail et une perturbation du roulement des convois à grande vitesse.If this deformation is carried out in a conventional manner by forging, the rail has, slightly before the
Pour éviter la formation de cette zone d'anomalie dans la surface de la tête 14 du rail 10, on usine la tête 14 et la partie supérieure de l'âme 16 jusqu'au profil selon la Figure 3. Toutefois, dans bien des cas, le profil de la tête 14 du rail avec la section selon la Figure 2 correspond déjà à la forme définitive selon la Figure 4, si bien que l'usinage se limite, dans ce cas, à pratiquer, dans la partie supérieure de l'âme 16, un étranglement 20 en fraisant de chaque côté du rail 10 en-dessous de la tête 14 une gorge longitudinale dans l'âme afin de réduire l' épaisseur de celle-ci, de préférence jusqu'à l'épaisseur définitive de la Figure 4.To avoid the formation of this anomaly zone in the surface of the
La déformation de la partie inférieure du rail 10 pour atteindre le profil définitif de la Figure 4 s'effectue par un forgeage qui consiste à allonger l'âme 16 et réduire son épaisseur jusqu'à celle de l'étranglement 20 et à adapter éventuellement le profil du patin 18. Selon l'un des aspects de la présente invention, on évite de chauffer au rouge toute la section du rail 10 et on ne chauffe que localement la partie inférieure du rail sur la longueur nécessitant un forgeage. A cet effet, on utilise des inducteurs électromagnétiques à action localisée, tel que symbolisés par les flèches sur la Figure 3.The deformation of the lower part of the
L'usinage préliminaire de la partie supérieure de l'âme 16 a, outre le fait de l'amincissement de la région 20 jusqu'à l'épaisseur définitive, une double action bénéfique du point de vue thermique. D'abord la tête 14, et plus particulièrement la région critique de la surface de roulement se trouve éloignée davantage de la partie chauffée au rouge pour le forgeage. De plus, l'étranglement 20 réduit la section du flux de conduction thermique et diminue ainsi la propagation de la chaleur dans la tête 14 du rail si bien que la partie inférieure du rail peut être chauffée au rouge sans que la température n'atteigne, dans la région de la surface de roulement le seuil critique de modification des propriétés physiques du rail.The preliminary machining of the upper part of the
Certes, une zone à dureté réduite subsiste toujours, mais cette zone se limite au patin 18 et à la base du rail, c'est-à-dire à une région qui n'est pas directement sollicitée par les convois. En revanche, la tête 14 du rail, notamment la surface du roulement conserve sa dureté initiale sur toute la longueur du rail.Admittedly, an area of reduced hardness still remains, but this area is limited to the
Claims (5)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
LU88458A LU88458A1 (en) | 1994-02-15 | 1994-02-15 | Method for modifying the section of a railroad and rail raul thus obtained |
LU88458 | 1994-02-15 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0672485A1 true EP0672485A1 (en) | 1995-09-20 |
EP0672485B1 EP0672485B1 (en) | 1998-04-15 |
Family
ID=19731464
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP95100478A Expired - Lifetime EP0672485B1 (en) | 1994-02-15 | 1995-01-16 | Method of modifying the section of a railway rail and rail obtained by said method |
Country Status (8)
Country | Link |
---|---|
US (1) | US5611234A (en) |
EP (1) | EP0672485B1 (en) |
CN (1) | CN1094395C (en) |
AT (1) | ATE165027T1 (en) |
AU (1) | AU673115B2 (en) |
CA (1) | CA2137618A1 (en) |
DE (1) | DE69502045D1 (en) |
LU (1) | LU88458A1 (en) |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6464433B1 (en) * | 1998-12-10 | 2002-10-15 | Kennametal Pc Inc. | Elongate support member and method of making the same |
USD433436S (en) * | 1999-04-19 | 2000-11-07 | Unertl Russell J | Disposable camera retainer for an archery bow |
AT506269B1 (en) * | 2008-01-14 | 2010-02-15 | Vae Eisenbahnsysteme Gmbh | SOFT WITH MOBILE HEARTSTICK TIP |
US8651393B2 (en) * | 2010-03-26 | 2014-02-18 | Holland, L.P. | Repair insert for repairing metallic structure |
US9573432B2 (en) | 2013-10-01 | 2017-02-21 | Hendrickson Usa, L.L.C. | Leaf spring and method of manufacture thereof having sections with different levels of through hardness |
US10286460B2 (en) | 2017-04-07 | 2019-05-14 | Robert J. Murphy | Single-pass, single-radial layer, circumferential-progression fill-welding system, apparatus and method for refurbishing railway and other transit rails |
CN108951314B (en) * | 2018-09-05 | 2024-03-15 | 芜湖中铁科吉富轨道有限公司 | Groove type rail and I-shaped rail connecting structure and welding method |
CN109877266A (en) * | 2019-04-10 | 2019-06-14 | 中铁宝桥集团有限公司 | A kind of asymmetric section steel rail upsetting apparatus |
CN110682066B (en) * | 2019-11-07 | 2020-12-11 | 云南太标数控机床有限公司 | Pre-deformation quenching processing method for hard rail surface of machine tool |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1394708A (en) * | 1919-11-05 | 1921-10-25 | Rail Joint Co | Process for making step-joints |
FR751242A (en) * | 1932-11-05 | 1933-08-29 | Bamag Meguin Ag | Process for reforging rail profiles of all types |
DE684200C (en) * | 1933-03-21 | 1939-12-09 | Bamag Meguin Akt Ges | Die for re-forging thick-web rail profiles in such greater heights |
DE874981C (en) * | 1941-11-14 | 1953-04-27 | Dortmunder Union Brueckenbau A | Process for reshaping the root end of switch blades |
EP0573702A1 (en) * | 1992-06-10 | 1993-12-15 | KIHN S.à.r.l. | Method of making or transition section of a rail and rail made by this method |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE573702C (en) * | 1930-03-05 | 1933-04-05 | Ici Ltd | Method and device for carrying out biological processes |
US1924838A (en) * | 1931-11-12 | 1933-08-29 | Air Reduction | Method of reforming rail ends |
US1951727A (en) * | 1932-09-24 | 1934-03-20 | Air Reduction | Method of repairing rail joints |
US2075842A (en) * | 1933-09-06 | 1937-04-06 | Union Carbide & Carbon Corp | Heat treated rail and method of heat treating the same |
US2170859A (en) * | 1936-05-08 | 1939-08-29 | Welding Service Inc | Method of repairing rail ends |
US2305711A (en) * | 1939-06-28 | 1942-12-22 | Sperry Prod Inc | Method for reforming rails |
US3133343A (en) * | 1961-05-12 | 1964-05-19 | Karl Gerlach And Hans Gerlach | Method and device for reconditioning of worn railroad rails by re-profiling the rail head |
US3356276A (en) * | 1965-03-08 | 1967-12-05 | Reynolds Metals Co | Extruded composite conductor rails |
US3623207A (en) * | 1968-09-03 | 1971-11-30 | Ivo Zoso | Method for repair of rails |
-
1994
- 1994-02-15 LU LU88458A patent/LU88458A1/en unknown
- 1994-12-08 CA CA002137618A patent/CA2137618A1/en not_active Abandoned
- 1994-12-14 AU AU80425/94A patent/AU673115B2/en not_active Ceased
-
1995
- 1995-01-11 CN CN95101170.7A patent/CN1094395C/en not_active Expired - Fee Related
- 1995-01-16 DE DE69502045T patent/DE69502045D1/en not_active Expired - Lifetime
- 1995-01-16 AT AT95100478T patent/ATE165027T1/en not_active IP Right Cessation
- 1995-01-16 EP EP95100478A patent/EP0672485B1/en not_active Expired - Lifetime
- 1995-01-30 US US08/380,028 patent/US5611234A/en not_active Expired - Fee Related
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1394708A (en) * | 1919-11-05 | 1921-10-25 | Rail Joint Co | Process for making step-joints |
FR751242A (en) * | 1932-11-05 | 1933-08-29 | Bamag Meguin Ag | Process for reforging rail profiles of all types |
DE684200C (en) * | 1933-03-21 | 1939-12-09 | Bamag Meguin Akt Ges | Die for re-forging thick-web rail profiles in such greater heights |
DE874981C (en) * | 1941-11-14 | 1953-04-27 | Dortmunder Union Brueckenbau A | Process for reshaping the root end of switch blades |
EP0573702A1 (en) * | 1992-06-10 | 1993-12-15 | KIHN S.à.r.l. | Method of making or transition section of a rail and rail made by this method |
Also Published As
Publication number | Publication date |
---|---|
CN1108715A (en) | 1995-09-20 |
US5611234A (en) | 1997-03-18 |
CA2137618A1 (en) | 1995-08-16 |
ATE165027T1 (en) | 1998-05-15 |
LU88458A1 (en) | 1994-12-01 |
DE69502045D1 (en) | 1998-05-20 |
AU8042594A (en) | 1996-06-20 |
EP0672485B1 (en) | 1998-04-15 |
AU673115B2 (en) | 1996-10-24 |
CN1094395C (en) | 2002-11-20 |
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