JP2005220727A - Rail welding method and refractory material for emergency repair - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a rail welding method capable of urgently repair a broken rail by welding in a short time without using a boring machine for drilling the rail and a rail cutter when breakage occurs on the laid rail and also enabling normal train operation until complete repair. <P>SOLUTION: An L-shaped refractory material 20 covering the head of the rail excluding one side-face of the rail head (1a) is installed on the broken opening (broken part) 2 of the broken rail 1. The front and the bottom of the rail are held by a pair of molds (refractory materials) 11 having vertical holes 12 joined to the bottom end (1c) of the rail. A weld excess metal 16a is formed between the refractory materials and the front of the rail along the shape of the broken part. Molten iron is cast in vertical holes 12 on the non-installation side and the other side of the L-shaped refractory materials 20 at the rail head from one vertical hole 12 through the bottom end of the rail. Thus, the broken opening 2 can be welded. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a welding method for repairing a broken rail so that the train can be operated when the laid rail breaks, and in particular, molten iron generated by a chemical reaction between iron oxide and aluminum is broken. The present invention relates to a rail welding method for emergency recovery welding of a broken portion by casting into a location, and a structure of a fireproof material for emergency recovery used in this rail welding method.

Conventionally, when a breakage occurs in a laid rail, as an emergency restoration method for ensuring the operation of a train, for example, as shown in FIG. 9, a breakage opening (breakage portion) 2 generated in the breakage rail 1 There is a method in which a plurality of holes 3 are processed by a punching machine in the longitudinal direction of each rail abdomen sandwiching the rail, and an emergency recovery joint plate 4 is attached so as to sandwich the rail abdomen through the hole 3 to temporarily restore the broken rail 1. Had been implemented.
When the broken opening 2 is large, as shown in FIG. 10, the front and rear of the broken portion 2 of the broken rail 1 are cut at the position 5 and the short rail 6 of about 200 mm is inserted, as described above. The emergency recovery joint plate 4 was attached.

  Then, in the above-mentioned emergency recovery method, train operation by slow traveling is ensured, a rail of 5 m or more is replaced with the broken rail 1 at the earliest possible time, and the main recovery is performed by welding the front and rear.

With the above-mentioned emergency recovery method, when drilling the hole 3 for attaching the emergency recovery joint plate 4 to the broken rail 1, the drilling machine and the engine generator as the power source and the emergency recovery joint plate 4 are installed at the rail installation site. If the site where the rail breakage occurs is far from the road, it takes a long time and many people to transport it.
In addition, there is a drawback that it takes time to perform a machining operation for drilling a plurality of holes 3 in the broken rail 1.

  When the broken opening 2 is large, it is also necessary to transport a rail cutting machine and a short rail 6 of an appropriate length. After cutting the front and rear positions 5 of the broken rail 1 with a high speed cutting machine, the short rail 6 is inserted. After that, it is necessary to attach the emergency recovery joint plate 4, and more time is required for the emergency recovery.

Moreover, since it is the structure which connects the abdominal part of the broken rail 1 with the emergency restoration seam board 4 in the above-mentioned emergency restoration method, an opening part exists in the position applicable to the rail head of the broken opening part 2 still. Therefore, even if the train operation can be secured, only slow train operation is possible, and it is difficult to ensure accurate train operation.
For this reason, it has been desired to develop an emergency recovery method that can perform emergency recovery in a short time and does not require slow train operation when the rail being laid breaks.

  The present invention has been made in view of the above circumstances, and when breakage occurs in the laying rail, the breakage rail is emergency-recovered and welded in a short time without using a drilling machine or a rail cutting machine for making a hole in the rail. It is an object of the present invention to provide a rail welding method that enables normal train operation even before this restoration, and a fireproof material for emergency restoration used in this rail welding method.

  In order to achieve the above object, the rail welding method according to claim 1 is an L-shaped method for covering the rail head portion excluding one side surface of the rail head portion 1a with respect to the broken opening portion (broken portion) 2 of the broken rail 1. While installing the refractory material 20, the pair of molds 11a and 11b (the refractory material 10) having the vertical holes 12 connected to the rail bottom end 1c sandwich the abdomen and bottom of the rail, and between the refractory material and the rail abdomen. The weld surplus part 16a is formed along the shape of the breakage point, and the non-installation side of the L-shaped refractory material 20 on the rail head and the other vertical hole from the one vertical hole 12 through the rail bottom end. 12, the broken opening 2 is welded by casting molten iron into 12.

  According to a second aspect of the present invention, in the rail welding method according to the first aspect, when the L-shaped refractory material 20 that covers the rail head 1a is installed, the carbon tape 30 that protects the rail shape on the wheel contact surface of the broken rail 1 is provided. It is characterized by wearing.

  According to a third aspect of the present invention, in the rail welding method according to the second aspect, the carbon tape 30 is formed by compressing flake graphite into a tape shape, and a plurality of fine stainless steel wires 32 are adhered to the one surface at equal intervals in the longitudinal direction. It is characterized by being formed.

  The refractory material 10 for emergency restoration according to claim 4 covers the broken rail 1 and the L-shaped refractory material 20 installed on the rail head, and surrounds all the broken rails from both side surfaces of the rail (mold 11). In addition, each of the refractory materials 11 is formed with a vertical hole 12 connected to the upper portion of the bottom end of the rail so as to extend along the longitudinal direction of the rail. A plurality of detachable refractory bars 13 made of the same material as the refractory material 11 are inserted into the refractory material 11.

  A fifth aspect of the present invention is the emergency recovery refractory material 10 according to the fourth aspect of the present invention, wherein a plurality of rectangular materials are formed of the same material as the refractory material on the inner surface corresponding to the rail jaw lower portion from the rail bottom portion of each refractory material 11. It is characterized in that 16 is adhered.

  According to the rail welding method of the present invention, since the broken rail 1 and the rail head portion 1a are covered with the L-shaped refractory material 20, one side surface (opposite side of the gauge corner side) of the rail head portion is opened. And the molten iron 41 with which a broken part is filled from the bottom part side of the broken rail 1 can be bulged to this part.

  On the gauge corner side and the top surface where the wheels come into contact, the carbon tape 30 having a fire resistance (about 3000 ° C.) that can sufficiently withstand the molten iron temperature of about 2000 ° C. After the portion 200) is filled and welded with molten iron, the shape before the rail breakage can be restored, and normal train operation is possible.

  According to the refractory material for emergency recovery of the present invention, a plurality of vertical holes 12 connected to the upper portion of the rail bottom end 1c are juxtaposed in the longitudinal direction of the rail in each refractory material (mold) 11 located on both sides of the rail. Since the detachable fire-resistant rod 13 made of the same material as the refractory material is inserted into the vertical hole 12, the fire-resistant rod 13 at a position corresponding to the broken opening (broken portion) 2 in each refractory material 11 is extracted. Thus, the flow path of the molten iron connected to the vertical hole 12, the broken opening 2 of the broken rail 1, and the vertical hole 12 can be formed.

  In addition, since a large number of rectangular materials 16 made of the same material as the refractory material are attached to the inner surface corresponding to the lower portion of the rail jaw from the rail bottom portion of each refractory material 11, an arbitrary portion of these rectangular materials 16 is peeled off. Thus, the swell path of the molten iron can be freely formed according to the shape of the broken opening 2.

  According to the rail welding method of the present invention, a broken rail can be repaired using molten iron generated by an exothermic chemical reaction (thermit reaction) between iron oxide and aluminum, so a welding machine and its power source are used. Therefore, a large amount of molten iron can be generated in a short time according to the broken part, and a quick recovery operation can be performed.

  In addition, the broken portion is filled with molten iron, and the gauge corner side and the top surface where the wheel contacts are covered with carbon tape and covered with an L-shaped refractory material. After the broken opening 200) is filled and welded with molten iron, it can be restored to the shape before the rail breakage, and normal train operation can be made even before this restoration.

  One example of an embodiment of a rail welding method according to the present invention will be described with reference to FIGS. The present invention is a rail welding method for emergency recovery when a laid rail breaks.

As shown in FIG. 6, there are lightning bolt types (a), slanted type (b), vertical type (c), etc., as shown in FIG. As shown in b), with respect to the broken opening (broken portion) 2, a lightning bolt type having a deviation between the head, the bottom, and the bottom ends occupies most of the broken rail. Specifically, the breakage dimension at the time of breakage of the rail is such that the opening amount A at the breakage opening 2 is 40 mm at the maximum, the displacement amount B between the head and the bottom is 100 mm at the maximum, and the maximum distance C in the rail longitudinal direction is 140 mm at the maximum. These variations are considered to be caused by rail installation conditions, rail temperature at break, axial force applied to the rail, and the like.
In addition, as shown in FIG. 8, the wear form of the rail head when the rail breaks is also oblique wear (FIG. 8A), gauge corner wear (FIG. 8B), and head top wear (FIG. 8). (C)) etc., the rail welding method of the present invention can cope with the recovery of all wear forms.

Hereinafter, the rail welding method in the broken rail in which the lightning bolt type breakage occurred in the laying rail will be described.
In order to perform welding for emergency restoration, rail welding is performed so as to surround the broken part of the broken rail, as shown in FIG. It is performed using the L-shaped refractory material 20 to be placed on, the carbon tape 30 to be mounted on the rail head, and the crucible 40 for generating molten iron.

The refractory material 10 for emergency recovery is molded by a carbon dioxide gas curing mold having a sufficient fire resistance, and the carbon tape 30 and the L-shape installed on the broken opening (rail broken portion) 2 of the broken rail 1, the rail head 1a. It consists of left and right split molds 11a and 11b covering the periphery of the mold refractory material 20, and has a structure that surrounds the rail breakage part so as to sandwich the rail breakage part from the left and right abdomen side of the rail breakage part 2.
In each mold (refractory material) 11a, 11b, a vertical hole 12 connected to the upper portion of the rail bottom end 1c is formed along the longitudinal direction of the rail, and the vertical hole 12 is formed of the same material as the refractory material. A plurality of free fire-resistant rods 13 are inserted in close contact with each other. On the upper surface of the refractory bar 13, a pulling grip 14 is formed. Each mold (refractory material) 11a, 11b is formed with a convex portion 15 having a shape along the abdomen so as to support the rail abdomen 1b.

The vertical hole 12 formed in each mold (refractory material) 11a, 11b is formed in a truncated cone shape whose cross-sectional area decreases as it approaches the lower side. This is because, after welding, the upper part of the molten iron accumulated in the vertical hole 12 is struck to be easily separated from the rail side by cracking at the lower end position.
Further, the shape dimensions of the molds 11a and 11b constituting the emergency restoration refractory material 10 are exactly the same, and it is not affected whether the left or right side is used for the inner rail side or the outer rail side of the broken rail 1 during the emergency recovery welding. It has a structure that does not occur.

  A large number of rectangular members 16 made of the same material as the refractory material are attached to the inner surface of each mold (refractory material) 11 corresponding to the rail bottom portion to the rail jaw lower portion with an adhesive so as to surround the rail surface. Yes. This rectangular member 16 has a structure that can be easily removed one by one with a tool having a sharp tip such as a screwdriver. The size of the rectangular member 16 is, for example, 15 mm wide, 15 mm long, and 6 mm thick. The length in the rail longitudinal direction in which the rectangular material 16 is arranged is 150 mm. This corresponds to a dimension capable of sufficiently covering the rail breakage portion having an opening amount of 40 mm of the breakage opening portion 2 and a deviation of 100 mm from the head portion to the bottom portion.

  An emergency recovery refractory material 10 surrounding the broken rail 1 is configured by bringing the two-part mold 11 into close contact, but the outer edge 11c and the rail contact surface 11d at the end of the mold in the longitudinal direction of the rail are in close contact with each other. Has a close contact surface with refractory clay attached. When mounting the emergency restoration refractory material 10 on the broken rail 1, the fire-resistant clay having a thickness of 5 mm and easily deformed is interposed on the contact surface, so the broken rail 1 and the emergency restoration refractory material 10, emergency restoration The molds 11a and 11b constituting the refractory material 10 can be easily brought into close contact with each other.

  A carbon tape 30 that covers the inner rail side of the rail is placed on the head 1a of the broken rail 1 in order to protect the rail shape on the wheel contact surface. Moreover, the rail of the L-shaped refractory material 20 is installed on the carbon tape 30 by installing the L-shaped refractory material 20 covering the rail head portion 1a excluding one side surface (the outer gauge side) of the rail head portion 1a. A hot water supply portion 17 is formed on the side surface on the outer rail side (the outside that does not touch the wheel), a slag reservoir space 18 is formed above the rail head portion 1a, and a slag dam 19 is formed on the inner wall of the vertical hole 12. By doing so, the flow path of the molten iron and molten slag which are mentioned later is comprised.

  The carbon tape 30 is formed by compressing flaky graphite at a pressure of 2 tons per square centimeter to form a tape having a width of 25 mm and a thickness of 1 mm. The adhesive 31 is attached to one side, and the diameter is 0 on the other side. .5 mm columnar stainless steel fine wire 32 is attached to the longitudinal direction of the tape with an adhesive at an equal interval of 2 mm, and has a structure that can be easily cut with a commercially available tool such as a cutting tool.

The carbon tape 30 has a fire resistance of about 3000 ° C., has a property of not dissolving in molten iron generated by the thermite reaction at a temperature of about 2200 ° C., and a stainless fine wire 32 is formed on the opposite side of the adhesive-attached surface. Since it is affixed at equal intervals in the longitudinal direction, it has a property that it is easy to bend in the horizontal direction but hardly bend in the vertical direction.
The carbon tape 30 is cut in advance to an appropriate length of about 500 mm that is easy to use.

  The L-shaped refractory material 20 is a mold formed by a carbon dioxide-curing mold having a sufficient fire resistance, and a soft refractory clay 21 that is easily deformed with a thickness of 8 mm is attached to the bottom surface of the mold in contact with the carbon tape 30. It is attached. By pressing the L-shaped refractory material 20 from above the carbon tape 30, the refractory clay 21 and the upper surface of the carbon tape 30 on the side where the aluminum thin wires 32 are attached can be brought into close contact with each other, thereby filling the space on the upper surface of the carbon tape.

The crucible 40 for generating molten iron is disposed above the mold 11 a on the outer rail side of the broken rail 1. The crucible 40 is filled with a thermite solvent, and when heated, a chemical reaction is caused, and molten iron 41 is formed in the lower part, and molten slag 42 is generated thereon. The molten iron 41 flows out from the automatic outlet 43 that opens by detecting the molten iron provided at the bottom of the crucible 40 to the vertical hole 12 of the mold 11a.
The molten iron 41 that has flowed out flows from the vertical hole 12 and the broken opening 2 to the vertical hole 12 on the opposite side, and flows out to the hot water portion 17 through the rail head of the broken opening 2.
Moreover, the molten slag 42 discharged from the molten iron 41 cast into the vertical hole 12 is accumulated in the slag reservoir space 18 beyond the slag dam 19 by filling the vertical hole 12 with the molten iron 41. It is like that.

Next, a specific procedure of the rail welding method of the present invention will be described.
When a rail breakage occurs in the laying rail, the breakage opening 2 of the breakage rail 1 is investigated, the distance from the end surface of the broken breakage opening 2 to the sleepers is 20 mm or more, and the breakage rail 1 is partially damaged. After confirming that there is no damage, clean the dust on the top, abdomen, and bottom of the broken rail with a wire brush.
When the broken opening 2 of the broken rail 1 is wet, when the hot molten iron is cast, the moisture rapidly expands and the molten iron may be scattered, so that it is dried with a commercially available small hand torch or the like. . This drying is performed in order to remove moisture, and if the moisture in the broken opening 2 is removed, the purpose is achieved.

Next, the carbon tape 30 is cut about 40 mm longer than the opening amount of the head of the broken opening 2 and attached along the longitudinal direction of the broken rail. When affixing, the carbon tape 30 is placed in order from the outer gauge side to the inner gauge side so as to match the wear shape of the broken rail 1 and to cover the broken rails 1 before and after the broken opening 2 by about 20 mm. Affix each width 25mm.
When the length of the carbon tape 30 in the lateral direction is excessive when it is attached to the bottom of the broken rail 1 on the gauge corner (wheel contact surface) side, the carbon tape between the stainless thin wires 32 is cut with scissors or the like. deep.
By adhering the carbon tape 30, it is possible to prevent the molten iron rising from the bottom in the broken opening 2 from coming out on the contact surface of the wheel.

  Next, the rectangular material 16 on the inner surface of the mold 11 constituting the emergency refractory material 10 is matched with the broken shape of the abdomen and bottom of the broken opening 2 in the broken rail 1 with a pointed tool such as a screwdriver. It removes one by one, and the welding surplus part 16a which goes around the rail periphery of the broken opening part 2 is formed. As shown in FIG. 2, the width W from which the rectangular material 16 is removed is slightly wider than the broken opening 2 at that position, so that the flow of molten iron is smoothed and the melting of the molten iron and the fracture surface of the broken rail 1 is promoted. Therefore, emergency recovery welding can be easily performed.

After making a weld surplus in each mold 11, the fire-resisting material for emergency recovery is attached to the broken rail 1 by attaching the mold 11 from the left and right sides of the broken rail 1 from slightly below so as to slide the upper surface of the bottom of the broken rail 1. 10 is installed. At this time, the refractory clay having a thickness of 5 mm attached to the contact surface of the emergency restoration refractory material 10 is below the broken rail 1, the emergency restoration refractory material 10, and the broken rail 1 of the emergency restoration refractory material 10. The part and the part above the broken rail 1 can be easily adhered to each other.
The molds 11 that have been mounted are fixed by sandwiching the outside with a commercially available clamp tool or the like.

Next, the L-shaped refractory material 20 is pressed from the upper surface of the carbon tape 30 to bring the carbon tape 30 and the refractory clay 21 attached to the bottom surface of the L-shaped refractory material 20 into close contact.
The upper surface shape after the carbon tape 30 is attached is the same as the rail wear shape and has various shapes. However, the upper surface of the carbon tape 30 is filled with the refractory clay 21 to support the carbon tape 30 from above, and the broken opening 2 The flow of molten iron rising from the bottom of the steel can be received.

  When the refractory clay 21 is brought into close contact with the carbon tape 30, if the carbon tape 30 is not rigid, the carbon tape 30 bends toward the broken opening 2 by the pressing pressure. The weld head has a concave shape. In this example, since the thin stainless steel wires 32 are arranged at equal intervals in the longitudinal direction on the upper surface of the carbon tape 30, it is possible to receive pressure from the upper part with sufficient bending rigidity. The bending toward the broken opening 2 is prevented.

When the L-shaped refractory material 20 is mounted, the inner surface of the outer rail side of the emergency recovery refractory material 10 and the L-shaped refractory material 20 are in close contact, and the rail head on the side of the rail head 1a that does not contact the wheel. The hot water portion 17 is formed by exposing the portion 1a.
The slag reservoir space 18 surrounded by the inner surface of the emergency refractory material 10 at the top of the L-shaped refractory material 20 is formed of molten slag 42 in which molten iron 41 is cast from the crucible 40 and subsequently discharged. It becomes a storage place.

  After mounting the L-shaped refractory material 20, as shown in FIG. 3, the refractory rod 13 inserted into the vertical hole 12 closest to the breakage opening 2 at the bottom end of the inner track side and the outer track side in each mold 11. The crucible 40 is installed above the vertical hole 12 on the outer gauge side, with each one pulled out, the vertical hole 12 on the outer gauge side as a casting port, and the vertical hole 12 on the inner gauge side as a pouring gate.

  The thermite solvent loaded in the crucible 40 depends on the type of rail, but when the weight per meter is 50 N rail, the opening amount of the broken opening 2 is 0 kg up to 20 mm, and then the opening amount increases by 2 mm. Increase by 1 kg each time. After filling the thermite agent into the crucible 40, when a part of the thermite agent is heated to 1200 ° C. or higher with an ignition agent such as a commercially available fireworks, a chemical reaction starts automatically, and molten iron 41 and molten slag 42 are generated in the crucible 40. Is done.

Since the specific gravity of the molten iron is 7 g / cubic centimeter or more and the specific gravity of the molten slag is 2 g / cubic centimeter, the molten iron 41 is accumulated below the crucible 40 after the chemical reaction, and the molten slag 42 is accumulated thereon. .
The automatic outlet 43 has a structure that automatically opens when the molten iron 41 accumulates at the bottom of the crucible 40. From the automatic outlet 43, the molten iron 41 is discharged first, and subsequently the molten slag 42 is discharged and sequentially cast into the vertical hole 12 on the outer gauge side.

The molten iron 41 cast from the vertical hole 12 into the broken opening 2 at the bottom end of the outer gauge side generates a flow toward the bottom end on the opposite inner gauge side and two flows toward the rail head 1a. Let
The flow of the molten iron 41 toward the inner rail side bottom end flows through the bottom opening of the broken rail 2 formed by peeling off the broken opening 2 and the rectangular material 16 at the bottom of the broken rail 1 to the bottom of the vertical hole 12 on the inner rail side. To reach. By flowing the molten iron 41 through the vertical hole 12 on the inner rail side, the hot molten iron is always in contact with the bottom of the broken opening 2 of the broken rail 1, and the broken opening 2 and the molten iron 41 are easily welded. Is called.

  The flow of the molten iron 41 toward the rail head portion 1a flows through the abdominal extra portion formed by peeling off the broken opening 2 and the rectangular material 16 of the abdominal portion of the broken rail 1, and is pushed through the rail head portion 1a. Reach hot water 17. By flowing the molten iron 41 through the feeder 17, the hot molten iron 41 is always in contact with the abdomen and head of the broken opening 2, and the broken opening 2 and the molten iron 41 are easily welded.

  After the molten iron 41 fills and melts the broken opening 2, the molten slag 42 that is subsequently cast into the vertical hole 12 on the rail outer rail side is deposited on the molten iron 41 in the vertical hole 12 and fires quickly. The slag weir 19 of the material 10 is overcome and flows into the slag reservoir space 18 surrounded by the upper portion of the L-shaped refractory material 20 and the emergency recovery refractory material 10, and is not cast into the broken opening 2.

  After the time for the molten iron 41 to solidify has elapsed, the rail head portion 1a portion of the emergency recovery refractory material 10 is removed, and the exposed hot water portion 17 on the inner rail side is struck and folded with a hammer or the like. Is removed with a hammer or the like, and the carbon tape 30 is peeled off with a commercially available spatula or the like, whereby a rail surface capable of train operation can be obtained.

BRIEF DESCRIPTION OF THE DRAWINGS It shows an example of embodiment of the rail welding method of this invention, (a) is a perspective explanatory view at the time of mounting | wearing the refractory material for emergency recovery for performing rail welding to a broken rail, (b) is sectional description. FIG. It is side surface explanatory drawing which paid its attention to the formation position of a square material at the time of mounting | wearing the broken rail with the refractory material for emergency recovery for performing rail welding. It is side surface explanatory drawing which paid its attention to the mounting position of the vertical hole and fireproof rod at the time of mounting the fire-resistant material for emergency restoration for rail welding to a broken rail. It is a perspective explanatory view showing the structure of a carbon tape. It is a perspective explanatory view at the time of mounting an L-shaped refractory material on a break rail. (A)-(c) is rail explanatory drawing and rail side explanatory drawing which show the broken state in a laying rail. The broken state in a laying rail is shown, (a) is rail cross-sectional explanatory drawing and rail side explanatory drawing, (b) is plane explanatory drawing. (A)-(c) is sectional explanatory drawing for demonstrating the abrasion state of a rail. (A) And (b) is rail explanatory drawing and rail side explanatory drawing which show the example of emergency restoration when a breakage arises in a laying rail. (A) And (b) is rail explanatory drawing and rail side explanatory drawing which show the example of emergency restoration when a breakage arises in a laying rail.

Explanation of symbols

1 Broken rail 2 Broken opening (broken portion)
10 Refractory material 11a, 11b for emergency recovery Mold (refractory material)
11c Outer edge 11d Rail contact surface 12 Vertical hole 13 Fire-resistant rod 15 Protruding portion 16 Square material 16a Weld surplus portion 17 Push-up portion 18 Slag reservoir space 19 Slag dam 20 L-shaped refractory material 21 Refractory clay 30 Carbon tape 32 Stainless steel wire 40 Crucible 41 Molten iron 42 Molten slag

Claims (5)

An L-shaped refractory material that covers the rail head excluding one side surface of the rail head is installed on the broken portion of the broken rail, and a pair of refractory materials having a vertical hole connected to the bottom end of the rail. Sandwiching the abdomen and the bottom part, forming a weld surplus part along the shape of the breakage point between each refractory material and the rail abdomen, from the one vertical hole through the rail bottom part end of the rail head A rail welding method, wherein the broken portion is welded by casting molten iron into the non-installation side of the L-shaped refractory material and the other vertical hole. The rail welding method according to claim 1, wherein when installing the L-shaped refractory material covering the rail head portion, a carbon tape for protecting the rail shape is attached to the wheel contact surface in the broken portion. The rail welding method according to claim 2, wherein the carbon tape is formed by compressing flake graphite into a tape shape and attaching a plurality of thin stainless wires on one side thereof at equal intervals in the longitudinal direction. Covers the broken rail and the L-shaped refractory material installed on the rail head, and has a two-part structure consisting of a first refractory material and a second refractory material that surrounds the broken rail from both sides of the rail. A vertical hole connected to the upper portion of the bottom end of the rail is formed along the longitudinal direction of the rail, and a plurality of detachable fire-resistant rods made of the same material as the refractory material are inserted into the vertical hole. Refractory material for emergency recovery. The fire-resistant material for emergency recovery according to claim 4, wherein a large number of rectangular materials made of the same material as the refractory material are attached to the inner surface of the refractory material from the rail bottom portion to the rail jaw lower portion.

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