EP4286586A1 - Method for repairing an rolled-over rail insulation joint and use of a molding of open-porous composite material as repair insert in that process - Google Patents

Abstract

A method for repairing a rolled-over rail insulation joint is intended to enable particularly high-quality and long-lasting repairs to the rail system. For this purpose, the rolled rail material and the deformed insulating insert (8) underneath are ground out and/or cut out in such a way that a gap (12) is created that corresponds to the width and thickness of the insulating insert (8) and absorbs sufficient forces for the insulating material to be introduced which a repair insert (38) is inserted and then materially and/or positively connected to the remains of the original insulating insert (8) remaining in the gap (12) and to the end faces of the rail ends (4) abutting the gap (12).

Description

The invention relates to a method for repairing a rolled-over rail insulation joint.

On rail transport routes, such as B. in the railway, the electrically conductive rails are often used as a transmission medium for electrical signals. This is e.g. This is the case, for example, with track circuits as track vacancy detection systems, where a section of track is recognized as occupied because the rails are short-circuited by the wheelsets, which are also electrically conductive, and this changes the electrical properties of the applied track circuits. In order to be able to assign individual track circuits to certain track sections along the route, the electrical conductivity of the rails must be interrupted at the track section boundaries. This is done by inserting an electrically insulating layer in the form of a solid insert between the interfaces of the rail ends.

Insulating joints such as US 5,503,331 or DE 31 08 339 C2 known, are exposed to high levels of wear due to the different material properties between the insulation and the rail and the high loads caused by the rail vehicles driving over them as well as the weather-related expansion or contraction of the rail.

Furthermore, deformation of the rail head edges can form beads, so-called over-rolls, which lead to electrical short circuits between the rail sections to be insulated and thus destroy the insulating effect. In this case, the track vacancy detection system is disrupted, meaning that regular operation on the route is no longer possible. To eliminate this problem, the... Over-rolling can be removed using a suitable tool, such as an angle grinder with a cutting disc. In many cases, the entire insulation joint or parts of it are replaced at great expense.

If the most cost-effective option was chosen to remove the abutting rail material, including the deformed insulating layer, the so-called insulating joint intermediate insert, using tools, a gap remains that has not yet been filled or has only been filled again using short-lived temporary procedures such as hot glue. The short circuit is then eliminated, but metal chips caused by the wheel-rail system or rail grinding work can collect in the gap immediately or after a short time, which can lead to a short circuit again. This also happens with the previous methods, since the insulating materials introduced are not weather-resistant and methods for introducing material-independent anchoring points into the existing intermediate insert are not yet known. Due to the strong vibrations in the insulating joint caused by the wheel rolling over, the insulating material inserted falls out to the side, so that the durability of previous methods is only short-lived.

Furthermore, the lack of an insulating layer on the rail head promotes rolling over and also the lowering of the ballast bed, since if there is no or temporary soft insulating layer, no counter pressure can be built up against the wheel. This means that the edges of the opposite rail ends are subjected to very high loads at certain points, which then also has a negative effect on the ballast substructure and when the rail is lowered significantly, clear noises in the form of "hammering" can be heard.

Attempts have therefore been made to develop practical repair methods in order to close the resulting gap after the over-rolling has been removed with suitable insulating materials and thus to completely and permanently restore the insulation layer. In addition, the processes should ideally be used preventively as soon as the degree of over-rolling has reached a critical state. The requirement is met if already on the Iron filings on the rail can lead to a short circuit in the track circuits. Attempts were made to inhibit over-rolling by using newly developed insulating materials with high pressure and abrasion resistance, such as nano-composite composites, to restore the deformed or separated insert, thereby increasing the lying time of the processed material using the method according to the invention Insulating joint increased.

A repair process that is suitable for this and is still considered to be of high quality is from the DE 10 2015 016 866 A1 known. This well-known repair method for rolled-over insulating joints is characterized by the fact that it can be used quickly and easily by maintenance employees without replacing the entire rolled-over insulating joint or parts thereof, thereby significantly extending the durability of the insulating joint.

The present invention is now based on the object of further developing the method described above in such a way that the destroyed insulating layer can be restored completely and in a particularly long-lasting manner without having to replace the entire insulating joint or parts thereof. Furthermore, a repair insert that is particularly suitable for use in such a method should be specified.

This object is achieved according to the invention by a method having the features of claim 1.

Accordingly, the rolled rail material and the deformed insulating insert underneath are ground and/or separated from the rail insulating joint in such a way that a gap corresponding to the width and thickness of the insulating insert is created, which absorbs sufficient forces for the insulating material to be introduced, into which a repair insert is inserted and then fabricated - and/or positively connected to the remains of the original insulating insert remaining in the gap as well as to the end faces of the rail ends abutting the gap.

• mindestens 10 mm hoch und idealerweise in Schienenkopfkonturform ausgebildet,
• druck- und abriebfest mit einem E-Modul von vorzugsweise mindestens 3000 MPa,
• temperaturbeständig bis zu 120 °C,
• strom isolierend, vorzugsweise mit einem Durchgangswiderstand von mindestens 10¹¹ Ohm pro cm,
• witterungs- und UV-beständig,
• geringe Wasseraufnahme unter 2%,
• hohe Kleb-/Bindekraft mit Isocyanat-haltigen Klebstoffen, vorzugsweise über 10 N/mm²,
• elastische Eigenschaften mit einer Bruchdehnung von mind. 20
• mit der Schiene verschleißend.

A particularly advantageous embodiment is achieved by using a molded body made of open-pored composite or composite material for the repair insert. The repair insert has the following advantageous properties in particular:

• at least 10 mm high and ideally designed in the shape of a rail head contour,
• pressure and abrasion resistant with an elastic modulus of preferably at least 3000 MPa,
• temperature resistant up to 120 °C,
• current insulating, preferably with a volume resistance of at least 10 ¹¹ ohms per cm,
• weather and UV resistant,
• low water absorption below 2%,
• high adhesive/binding strength with adhesives containing isocyanate, preferably over 10 N/mm ² ,
• elastic properties with an elongation at break of at least 20
• with the rail wearing out.

The rolled rail material and the deformed insulation layer underneath are preferably ground and/or cut out using suitable tools, for example an angle grinder with a cutting and saw disk, in such a way that a gap corresponding to the width and thickness of the insulating insert is created, which absorbs sufficient forces for the insulating material to be introduced , whereby additional depressions are preferably made into the existing insulation layer after grinding using suitable tools such as a cordless screwdriver with a drill, after which the contact surfaces that come into contact with the new insulation material are advantageously cleaned mechanically and / or chemically and the sides of the gap are pressed against the Leakage of insulation material or adhesive used for this purpose must be sealed, a suitable (from the outset or at least after hardening) high-strength insulation material is inserted into the gap and any excess new insulating material is adjusted to the rail contour by grinding using a suitable tool.

The upper edge of the old sawn-out insulating joint insert is preferably sanded to an uneven depth, ideally chamfered on the sides at an angle > 45°, whereby the new insulation material inserted fits into the resulting gap.

For the insulation material to be introduced or the adhesive, an adhesive primer is preferably applied to the contact surfaces in order to improve the surface properties.

For a particularly quick application of the method, a liquid insulation material is ideally introduced with a syringe, which hardens in a short time.

If a solid insulation material is inserted into the gap, there should advantageously be anchor recesses on the underside into which liquid adhesive can penetrate during gluing.

The depressions, which should also be present with liquid insulation material, are preferably made into the old insert in such a way that they are designed at opposite angles.

The depressions in the old insert are preferably made using a suitable template.

To seal and prevent the new insulation material to be introduced or the necessary adhesive from leaking into the gap, a seal is attached beforehand, ideally with adhesive tape on the sides, and remains there as a permanent marking.

To form the introduced liquid insulation material in the form of the rail contour, the sealing material is also used as formwork.

The process can also be used to completely or largely replace the old insulated joint interlayer.

If most or all of the insert is replaced, the entire intermediate joint is sealed.

Instead of the anchors formed in the recesses using adhesive or new insulating material, holding devices for the new repair insert in the form of brackets, split pins or staples can also be used for anchoring.

• Einbringen von beliebigen weiterentwickelten, widerstandsfähigen Isolationsmaterialien mit einer festen Verankerung mit der alten bestehenden Einlage.
• Vollständige Widerherstellung und Verbesserung der zerstörten Isolierschicht, ohne den gesamten Isolierstoß oder Teile davon tauschen zu müssen.
• Sicherung des seitlichen Verrutschens des eingebrachten Isolationsmaterials durch das ungleichmäßige Aussägen bzw. Anphasen mit Winkel > 45° der Oberkanten des verbleibenden Teils der alten Isolierstoßeinlage.
• Verbesserung der Oberflächeneigenschaften für das einzubringende Isolationsmaterial oder auch des Klebstoffs durch Auftragen eines Haftgrundmittels auf die Kontaktflächen.
• Schnelle Anwendung des Verfahrens zur zügigen Störungsbeseitigung und Vermeidung von Folgestörungen durch Einbringung eines flüssigen Isolationsmaterials, welches in kurzer Zeit aushärtet. Vorteil hierbei ist, dass kein passgenaues Ausschleifen der Lücke erforderlich ist.
• Zusätzliche Sicherung des Verrutschens einer festen Einlage zur Seite und nach oben durch Ankeraussparungen an der Unterseite der festen Reparatureinlage, die mittels Klebstoff und der damit gebildeten Anker durch Vertiefungen in der alten Einlage in die Lücke eingesetzt wird. Eine besonders hohe Ankerwirkung wird erreicht, wenn die Vertiefungen zu einem entgegengesetzten Winkel eingebracht sind.
• Qualitätssicherung des Verfahrens durch Verwendung einer Schablone zur Einbringung der schrägen Vertiefungen. Dadurch kann die Tiefe, Größe und der Ort der Vertiefung optimal ausgerichtet werden.
• Einfache Abdichtungsmöglichkeit der Seitenflächen idealerweise mit Klebeband zur Vermeidung des Austretens von flüssigem Isolationsmaterial oder Klebstoffs.
• Gleichzeitige Nutzung des Abdichtung-Klebebands als Dauer-Markierung für die Instandhaltungsmitarbeiter, dass eine Reparatur am Isolierstoß erfolgt ist.
• Gleichzeitige Nutzung des Klebebands als Schalungselement in Form der Schienenkontur. Dadurch wird erreicht, dass sich das eingebrachte Isolationsmaterial oder Klebstoff an die Schienenkontur anfügt und nicht abgeschliffen werden muss.
• Mit dem Verfahren können auch komplette Zwischeneinlagen oder größere Teile davon ersetzt werden. Dabei ist es erforderlich, dass die Abdichtung um den kompletten Isolierstoß erfolgt.
• Bei Verwendung von Haltevorrichtungen für die neue Reparatureinlage in Form von Bügeln, Splinten oder Krampen kann das Verfahren ohne Klebstoffe angewendet werden.
• Höhere Haltbarkeit und Widerstandsfähigkeit der Isolierstöße

Advantages of the invention:

• Insertion of any further developed, resistant insulation materials with a firm anchoring to the old existing insert.
• Complete restoration and improvement of the destroyed insulation layer without having to replace the entire insulation joint or parts of it.
• To prevent the inserted insulation material from slipping sideways by sawing out or chamfering the upper edges of the remaining part of the old insulating joint insert unevenly at an angle > 45°.
• Improving the surface properties of the insulation material to be introduced or the adhesive by applying a primer to the contact surfaces.
• Quick application of the method to quickly eliminate faults and avoid subsequent faults by introducing a liquid insulation material that hardens in a short time. The advantage here is that the gap does not need to be precisely sanded out.
• Additional protection against slipping of a fixed insert to the side and upwards through anchor recesses on the underside of the fixed repair insert, which is inserted into the gap using adhesive and the anchors formed with it through recesses in the old insert. A particularly high anchoring effect is achieved if the depressions are made at an opposite angle.
• Quality assurance of the process by using a template to create the oblique depressions. This allows the depth, size and location of the depression to be optimally aligned.
• Easy sealing of the side surfaces, ideally with adhesive tape to prevent leakage of liquid insulation material or adhesive.
• Simultaneous use of the sealing tape as a permanent marker for maintenance employees that a repair has been made to the insulating joint.
• Simultaneous use of the adhesive tape as a formwork element in the form of the rail contour. This ensures that the insulation material or adhesive applied adheres to the rail contour and does not have to be sanded off.
• The process can also be used to replace complete intermediate inserts or larger parts of them. It is necessary that the sealing takes place around the entire insulating joint.
• When using holding devices for the new repair insert in the form of brackets, split pins or staples, the process can be used without adhesives.
• Greater durability and resistance of the insulating joints

With the method described according to the invention, it is now possible to replace the otherwise simple troubleshooting by grinding out the over-rolling with a long-lasting repair process. Since insulating joints have already been completely replaced during over-rolling due to a lack of suitable repair methods, considerable costs can be saved using the method according to the invention.

Reduction of maintenance effort:
The new process and the more resistant materials that can be used increase the so-called “lay times” of insulating joints. This eliminates the need for early replacement of the entire insulating joint and the associated high effort.

Since metal chips can no longer collect in or on a suppressed insulation joint as a result of the repair, fewer malfunctions occur than before, which reduces maintenance costs.

By using the procedure as part of regular inspections by maintenance employees, potential malfunctions can be identified and avoided in a timely manner.

• Pünktlichere Züge
• Energieeinsparung der Züge durch weniger Verspätungsminuten
• Verminderung der Erstattungskosten von Fahrkarten

Reduction of disruptions and minutes of delay:
Since disruptions caused by over-rolling and metal chips are reduced or avoided when using the process, the availability of the rail infrastructure is increased. The effects include:

• More punctual trains
• Energy savings for trains through fewer minutes of delay
• Reduction in the reimbursement costs of tickets

In particular, the advantages achieved with the invention are that the insulating joint is even more resistant and less susceptible to wear against over-rolling and short-circuiting by metal chips, the durability is increased and the maintenance costs of the insulating joints can be significantly reduced.

Fig. 1

einen Ausschnitt aus einem Schienenstrang in perspektivischer Darstellung mit deformierter Isolierstoßzwischeneinlage mit Schienenüberwalzung an den gegenüberliegenden Schienenoberkannten,

Fig. 2

eine nach dem erfindungsgemäßen Verfahren aufgesägten Isolierstoß zur Einbringung einer neuen Isolationsschicht zur Instandsetzung der defekten Isolierstoßzwischeneinlage,

Fig. 3

eine Querschnittsdarstellung eines erfindungsgemäßen aufgesägten Isolierstoßes mit Anphasung an den Seiten und eingebrachten Vertiefungen mit entgegengesetzten Winkeln,

Fig. 4

einen Isolierstoß mit angebrachter Abdichtschablone,

Fig. 5

die Abdichtschablone gem. Fig. 4 in perspektivischer Ansicht,

Fig. 6

die Abdichtschablone mit angebrachter Bohrschablone,

Fig. 7

einen für das Verfahren vorbereiteten aufgesägten Isolierstoß mit abgedichteten Seitenflächen zur Einbringung des neuen Isoliermaterials,

Fig. 8

eine Reparatureinlage,

Fig. 9

eine Querschnittsdarstellung eines Isolierstoßes mit eingebrachter Reparatureinlage,

Fig. 10

eine Querschnittsdarstellung eines mit einem Bügel verankerten Ausführungsbeispiels,

Fig. 11

eine Querschnittsdarstellung eines mit einem Splint verankerten Ausführungsbeispiels, und

Fig. 12

eine Querschnittsdarstellung eines mit Krampen verankerten Ausführungsbeispiels,

Fig. 13

ein Siegel, welches mit dem dargestellten Einbaumonat nach oben auf die Schienenflanke geklebt wird.

An exemplary embodiment of the invention is explained in more detail with reference to a drawing. Show in it:

Fig. 1

a section of a rail track in a perspective view with a deformed insulating joint intermediate insert with rail over-rolling on the opposite rail top edges,

Fig. 2

an insulating joint sawn according to the method according to the invention to introduce a new insulation layer to repair the defective insulating joint intermediate insert,

Fig. 3

a cross-sectional view of a sawn insulating joint according to the invention with chamfering on the sides and recesses with opposite angles,

Fig. 4

an insulating joint with an attached sealing template,

Fig. 5

the sealing template according to Fig. 4 in perspective view,

Fig. 6

the sealing template with attached drilling template,

Fig. 7

a sawn-open insulating joint prepared for the process with sealed side surfaces for inserting the new insulating material,

Fig. 8

a repair insert,

Fig. 9

a cross-sectional view of an insulating joint with an inserted repair insert,

Fig. 10

a cross-sectional view of an exemplary embodiment anchored with a bracket,

Fig. 11

a cross-sectional view of an embodiment anchored with a split pin, and

Fig. 12

a cross-sectional view of an exemplary embodiment anchored with staples,

Fig. 13

a seal that is stuck to the side of the rail with the month of installation shown facing upwards.

The same parts are given the same reference numbers in all figures.

Fig. 1 shows a section of a rail track 1 in the area of a so-called insulating joint 2. In such an insulating joint 2, two adjacent rail elements 4 meet, with reliable electrical insulation of the rail elements 4 from each other being ensured for reasons of safe dispatch. In the area of the insulating joint 2, the rail elements 4 are positioned at a distance from one another, forming an insulating gap 6. The insulation gap 6 is initially filled with an insulating insert 8, which is intended to ensure reliable insulation even during long operating times.

However, due to operational reasons, it is inevitable that the rail ends 10 that meet at the insulating joint 6 are deformed locally and in particular at the joint edge and are thereby reshaped in the direction of the insulating gap 6. This ultimately leads to the in Fig. 1 shown state of the so-called "over-rolled" rail material, in which the rail ends 10 abut each other due to deformation and thus electrically bridge the desired insulation.

In order to solve the resulting problem, the repair according to the invention described below is carried out. First, the insulating gap 6 and the deformed insulating insert 8 located therein are ground out using suitable tools, such as an angle grinder with a cutting/saw wheel, so that a free-standing gap corresponding to the thickness and width of the insulating insert and absorbing sufficient forces for the insulating material to be introduced is created Gap 12 arises as shown in Fig. 2 is shown. The insulating insert 8 is only removed in its upper area, since experience has shown that the problem of over-rolling only affects the upper area; The deeper areas of the insulating insert 8, however, remain intact and continue to provide the desired insulating effect.

Fig. 3 shows the insulating insert 8 after this treatment step in a perspective view. The insulating insert 8 is ideally chamfered on the sides at an angle > 45°, i.e. cut out at an angle, with the new insulation material inserted later being inserted into the gap 12.

The gap 12 is then prepared for the intended filling with new, temporarily liquid insulation material. The sides of the gap 12 are sealed against leakage of insulation material or the adhesive used for it. According to one aspect of the invention, the in Fig. 4 Sealing template 14 shown is used. These in Fig. 5 Sealing template 14 shown in a perspective view is preferably made of non-conductive and non-adhesive material and has an inside 16 that replicates the rail head contour. The two opposite sealing jaws 18 are connected by a web 22 provided with a filling slot 20.

The sealing jaws 18 are provided with magnets 24 for temporary fixation on the rails 2, which in particular ensure the desired contact pressure on the rail and thus the sealing force. The magnets 24 also achieve a cleaning effect by picking up iron filings that may be nearby, for example caused by abrasion. This reduces the risk of a short circuit caused by chips.

According to one aspect of the invention, the sealing template 14 is also provided with a drilling template 28 which is pivotally attached to the web 22 via a hinge 26, as shown in FIG Fig. 6 is shown. According to one aspect of the invention, provision is made to use a suitable tool such as a cordless screwdriver with a drill and the drilling template 28 in the in Fig. 3 shown remaining remnants of the existing insulating insert 8 to introduce anchor holes 30, which are preferably aligned in pairs in opposite directions to one another at an offset angle. This is shown in the exemplary embodiment with a folding mechanism Fig. 6 , in which the drilling template insert 32 can be inserted into the filling slot 20 of the sealing template 14.

This drilling template insert 32 preferably consists of insulating solid material, ideally an environmentally friendly, easy-to-clean PLA or ABS that does not bond to the liquid insulation material or adhesive, the underside being designed in the shape of a rail contour and there are drill holes 34 on the top, and wherein the drilling template insert 32 preferably has a locking insert 36. In this combination, the drilling template insert 32 is ideal for making the anchor holes 30 in the old insulating insert 8. The contact surfaces that potentially come into contact with new insulation material or sealing material are then cleaned mechanically and/or chemically. In order to improve the surface properties of the insulation material to be introduced, an adhesive base agent is preferably applied in addition to cleaning.

After attaching the sealing template 14, ideally made of a non-conductive, dirt and water-repellent material that is heat-resistant up to 450 ° C, in particular silicone type 3, which does not bond to the liquid insulation material or adhesive, and after introducing the anchor holes 30 into the old one Insulating insert 8, the insulating joint 2 is prepared for the actual repair. The resulting cavity in the insulation gap 6 is filled with new insulation material. This can be done either by “pouring” liquid material, as can be provided for, for example, as part of a quick repair. This can be done as in Fig. 7 shown, a liquid insulation material can be used, which is filled into the resulting cavity using the sealing template 14 as formwork and hardens there. The insulating material also runs into the anchor holes 30; During hardening, a fixing body is created that is held in position in a form-fitting manner and is therefore protected against unwanted displacement or falling out.

• Vorzugsweise druck- und abriebfest mit einem E-Modul von vorzugsweise mind. 3000 MPa,
• vorzugsweise mindestens 10 mm hoch und idealerweise in Schienenkopfkonturform ausgebildet,
• vorzugsweise temperaturbeständig bis zu mindestens 120 °C,
• strom isolierend mit einem Durchgangswiderstand von vorzugsweise mindestens 10¹¹ Ohm pro cm,
• vorzugsweise witterungs- und UV-beständig,
• geringe Wasseraufnahme von vorzugsweise unter 2%,
• vorzugsweise hohe Kleb-/Bindekraft mit Isocyanat-haltigen Klebstoffen, vorzugsweise über 10 N/mm²,
• bevorzugt elastische Eigenschaften mit einer Bruchdehnung von vorzugsweise mindestens 20%,
• bevorzugt gemeinsam mit der Schiene verschleißend.

Preferably, and especially for permanent repairs, a fixed repair insert 38 is used, as shown in Fig. 8 is shown. According to one aspect of the invention, such a repair insert 38 is glued into the resulting gap 12 of the insulating joint 2 after the over-rolling has been sanded off. On the one hand, it ensures that chips can no longer collect in the gap 12. On the other hand, it primarily serves to mechanically stabilize the gap 12 and the insulating joint 2 as a whole, so that (renewed) rolling over will also be inhibited in the future. In order to meet these requirements, the insert should advantageously consist of open-pored composite or composite material with the following properties:

• Preferably pressure and abrasion resistant with an elastic modulus of preferably at least 3000 MPa,
• preferably at least 10 mm high and ideally designed in the shape of a rail head contour,
• preferably temperature-resistant up to at least 120 °C,
• current insulating with a volume resistance of preferably at least 10 ¹¹ ohms per cm,
• preferably weather and UV resistant,
• low water absorption of preferably less than 2%,
• preferably high adhesive/binding strength with isocyanate-containing adhesives, preferably over 10 N/mm ² ,
• preferably elastic properties with an elongation at break of preferably at least 20%,
• preferably wears together with the rail.

In particular, according to one aspect of the invention, the repair insert 38 is designed in such a way that it can withstand the strong vibrations caused by the rail vehicles passing over it during operation and connects firmly to remaining remains of the original insulating insert 8 in an optimal and material-independent manner.

To make this possible, the repair insert 38 is provided with inverse wedge-shaped bulges 40 on its underside. These are adapted to the position and orientation of an associated anchor hole 30 and, in interaction with the anchor holes 30, are intended to accommodate an initially liquid and later hardening adhesive. After it has hardened, an anchor body 42 is formed in each anchor hole 30 together with the associated bulge 40, which positively engages both the bulges 40 and the anchor holes 30 and thus fixes the repair insert 38 in the gap 12.

The repair insert 38 is then glued into the gap 12 with liquid adhesive, with a certain fixing effect being achieved by the adhesive on the end faces. The introduced adhesive then forms, together with the introduced anchor holes 30 and the respective anchor recess 40 in the fixed repair insert 38, a material-independent anchor 42 made of adhesive as a positive connection, as in Fig. 9 shown, which prevents the repair insert 38 from slipping in the gap 12.

After inserting and fixing the repair insert 38 as described above, any protruding new insulation material is ground off onto the profile of the rail 1 using a suitable electric grinding tool, for example an angle grinder with a coarse abrasive serrated disc, ideally with 40 grit for high grinding performance.

In an alternative inventive embodiment, two-part insulating repair inserts 44 can also be used as in Fig. 10 to 12 shown can be used, which are held together with brackets 46, split pins 48 or staples 50. If necessary, other anchoring elements such as adhesives, anchor recesses, adhesive tape, etc. can be dispensed with. In particular, a (new) insulating repair insert 44 can be connected in this way to the (old) insulating layer 8 remaining in the rail joint.

Fig. 13 shows a seal 51, which, after the repair has been carried out, is glued to the rail flank of the insulating joint, ideally behind the iron tab, with the installation month shown facing upwards. This makes it possible to see when this insulation joint was repaired. In addition, the insulating joint is protected from the effects of the weather by the seal. Through additional information such as B. a QR code on the seal like in Fig. 13 To see, additional information such as material properties, batch number, material numbers or other customer-specific information can be provided.

Reference symbol list

1

rail track

2

Insulating joint

4

Rail element

6

Insulation gap

8th

Insulating insert

10

rail ends

12

gap

14

Sealing template

16

inside

18

Sealing jaws

20

Filling slot

22

web

24

magnets

26

hinge

28

Drilling template

30

anchor holes

32

Drilling template insert

34

drill holes

36

Locking insert

38

Repair insert

40

Bulges

42

anchor body

44

Repair insert

46

hanger

48

sapwood

50

Krampe

51

seal

Claims (9)

Method for repairing an over-rolled rail insulating joint, in which the over-rolled rail material and the deformed insulating insert (8) underneath are ground and/or separated out in such a way that a gap (12) corresponding to the width and thickness of the insulating insert (8) is created, in which one Repair insert (38) is inserted and then materially and / or positively connected to the remains of the original insulating insert (8) remaining in the gap (12) and to the end faces of the rail ends (4) abutting the gap (12). Method according to claim 1, in which, before the repair insert (38) is introduced into the gap (12), a number of anchor holes (30) are made into the remains of the insulating insert (8) remaining in the gap (12). Method according to claim 2, in which the repair insert (38) is provided with bulges (40) assigned to the anchor holes (30) in such a way that the respective anchor hole (30) can be filled with adhesive together with the bulge (40) assigned to it After hardening, an anchor body (42) positively connects the remains of the insulating insert (8) with the repair insert (38). Method according to one of claims 1 to 3, in which the gap (12) is produced by grinding the metallic over-rolled rail ends (4) using an angle grinder with a cutting disc in the thickness of the insulating insert (8) and then using a saw blade to remove the deformed area of the insulating insert becomes. Method according to one of claims 1 to 4, in which after the repair a seal (51) with a marking representing the month of installation is glued to the rail flank. Method according to one of claims 1 to 5, wherein a molded body made of open-pore composite material is used as the repair insert (38). Method according to one of claims 1 to 6, wherein the repair insert (38) has the following properties: - at least 10 mm high and ideally designed in the shape of the rail head contour, - pressure and abrasion resistant with an elastic modulus of preferably at least 3000 MPa, - temperature resistant up to 120 °C, - current-insulating with a contact resistance of at least 10 ¹¹ ohms per cm. Method according to one of claims 1 to 7, in which the repair insert (38) is connected to the remnants of the original insulating insert (8) remaining in the gap (12) by means of brackets (46), split pins (48) or staples (50). Use of a shaped body made of open-pore composite material as a repair insert (38) in a method according to one of claims 1 to 8.

Images