EP3258011B1 - Verfahren zum reparieren von schienen eines gleises vor ort - Google Patents

Verfahren zum reparieren von schienen eines gleises vor ort Download PDF

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Publication number
EP3258011B1
EP3258011B1 EP17176510.0A EP17176510A EP3258011B1 EP 3258011 B1 EP3258011 B1 EP 3258011B1 EP 17176510 A EP17176510 A EP 17176510A EP 3258011 B1 EP3258011 B1 EP 3258011B1
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EP
European Patent Office
Prior art keywords
rail
hole
plug
rail head
head
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.)
Not-in-force
Application number
EP17176510.0A
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English (en)
French (fr)
Other versions
EP3258011A1 (de
Inventor
Thomas Arts
Henrie Van Buuren
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkerwessels Intellectuele Eigendom BV
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Volkerwessels Intellectuele Eigendom BV
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Priority claimed from NL2019080A external-priority patent/NL2019080B1/nl
Application filed by Volkerwessels Intellectuele Eigendom BV filed Critical Volkerwessels Intellectuele Eigendom BV
Publication of EP3258011A1 publication Critical patent/EP3258011A1/de
Application granted granted Critical
Publication of EP3258011B1 publication Critical patent/EP3258011B1/de
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B31/00—Working rails, sleepers, baseplates, or the like, in or on the line; Machines, tools, or auxiliary devices specially designed therefor
    • E01B31/02—Working rail or other metal track components on the spot
    • E01B31/18—Reconditioning or repairing worn or damaged parts on the spot, e.g. applying inlays, building-up rails by welding; Heating or cooling of parts on the spot, e.g. for reducing joint gaps, for hardening rails

Definitions

  • This invention relates to a method of in situ repairing a mechanical defect in a rail of an existing train track for transporting passengers or goods with two parallel steel rails for rail traffic.
  • the invention also relates to a rail obtained by a method of in situ repairing a mechanical defect in an existing rail.
  • the invention is applicable to crane track rail.
  • US-A-619 013 discloses the preventive, in the vicinity of an expansion joint in the rail, and at a fixed distance therefrom in the longitudinal direction of the rail, in the tread band of the rail head positioning of a prefabricated, cylindrical, smooth-walled plug of metal harder than the rail itself, in order to absorb impact of the train wheels in the vicinity of expansion joints in the rail.
  • the distance to the expansion joint is not mentioned in this document, and is likely to be within 25 cm of the expansion joint, because the impacts of the train wheels also occur within this distance.
  • the to be repaired rail in the operating state remains in the train line, for example, its for safe train traffic necessary mounting to the substrate, and its connection to the in its extension preceding and succeeding rail, for instance by a welded joint such as by welded or joint-free track, is maintained during the repair, so that, for example, the mounting of the damaged rail, is before, during and after the repair work substantially the same.
  • upper face of the rail head is in particular understood to mean the plane that contains the tread for the wheels of the train and at which, respectively, across which the driving wheels of the train rest and drive, so the plane that provides the upper surface thereof during operation of the rail and/or is facing upwards.
  • the hole is preferably vertical, or up to 10 degrees from the vertical, for example, the hole is made, for example, drilled with a drill, the orientation of which, for example, drill shaft, is vertical, or deviates up to 10 degrees from vertical during the operation, such as drilling.
  • a measuring or inspection means is used, for example, a scanner (for example, equipped with a light source such as laser), or an image camera or with a magnetic field or electric or acoustic field or other field operating, that is, for example, on board of a vehicle such as a measuring train.
  • the location of the repair lengthwise of the track will usually be arbitrary and, for example, depend on the result of a damage detection.
  • the distance in rail longitudinal direction will thus be variable with respect to an expansion joint.
  • a repair according to the invention can also be found further than 25 cm from the dilatation joint, for example, more than 50 or 100 or or 150 or 200 cm.
  • a damage occurs, which usually occurs only after the track is in use for some time, for example, a minimum of one month or a year or two or five years.
  • the damage is mainly caused by train traffic that drives the railroad.
  • a piece is removed from the upper part of the rail head of a steel rail situated in the railroad so that a hole is formed in the tread band while the lower portion of the rail head, the rail web and the rail foot are not affected.
  • the hole is then filled with a prefabricated, tightly fitting and form-stable plug of steel which is permanently fixed to the surrounding material of the rail head in order to restore the original geometry of the rail.
  • securing involves an interference fit, for instance in that the plug in a shrunken state, for example in that it is significantly colder, for example at least 50 or 100 or 150 degrees Centigrade colder (e.g., cooled by liquid CO2 or N2 or 02), then to be repaired rail, is placed in the hole.
  • the plug having a diameter equal to or slightly smaller than the hole diameter is placed in the hole and subsequently the plug is allowed to expand, for instance in that the plug heats up to the temperature of the rail head, so that the plug diameter is trying to increase and thus the plug clamps into the hole.
  • the plug is placed unshrunken, with the plug diameter initially greater than the hole diameter and by insertion into the hole is forced by the hole wall to decrease in diameter.
  • cylindrical or parallelepipedic for the plug, one or more of the following applies: cylindrical or parallelepipedic; height greater than 5 or 10 mm and/or less than 30 or 20 or 15 mm; diameter greater than 5, or 10 mm and/or less than 40 or 30 or 25 mm; Contiguous edges are perpendicular to each other; an axial taper of not more than 3, 2 or 1 degrees; of an alloy substantially identical with those of the rail head; one or more of tensile strength, yield point, elongation at rupture and hardness, is substantially equal or greater to that of the rail head; flat bottom and/or top side; contains one or more of Fe, Cr, Mn, Si.
  • the hole one or more of the following applies: cylindrical or parallelepiped; depth greater than 5 or 10 mm and/or less than 30 or 20 or 15 mm; depth less than 50% of the height of the rail head; diameter greater than 5 or 10 mm and/or less than 40 or 30 or 25 mm; diameter less than 50% of the width of the rail head; Contiguous edges are perpendicular to each other; an axial taper of no more than 3, 2 or 1 degrees; at least 10 or 15 or 20 mm distance from the sides of the rail head; is located in the contact area between the drive or running surface of the wheels of the train and the upper surface of the rail head; made by spark machining or drilling or milling, or other machining, preferably milling with a milling tool so that a flat hole bottom is created, and after milling the hole bottom and wall are not exposed to a the quality, in particular, the accuracy of one or more of roundness, depth and the diameter of the hole improving mechanical machining with a tool and/or with a milling tool of which the diameter is equal to
  • the shape of the hole and the plug are preferably adjusted to each other such that when the plug is inserted into the hole, the bottom and/or side walls of the hole and plug make large-scale intimate contact with each other.
  • the upper surface of the plug protrudes slightly above the upper side (the top side is the tread band) of the rail head, preferably at least 0.05 and/or less than 0.1 mm, and then the upper surface of the plug is reduced by a machining operation such as grinding or sanding so that the upper surface of the plug comes to lie flush with the upper surface of the rail head.
  • the plug is located in the hole in a sunk state, and after the placing of the plug is completed liquid steel is poured onto the plug in the hole so that the sink above the plug is completely filled with the initially shape free steel.
  • the plug is driven into the hole by hammering or pressing.
  • This repair is particularly suitable for so-called. squats.
  • a squat or other damage of the tread band is detected in the rail of the railway taken into operation, is removed by making the hole with a diameter and depth so that the damaged area is completely removed, then the gap is filled up with the plug.
  • This repair is primarily intended for one or more of: welded or jointless track; rail curve; switch, for example, frog or stock rail or tongue.
  • This repair is primarily intended for a rail with one of the following steel alloys: manganese steel; Hadfield steel; rail according to EN 13674-1 and/or ProRail RLN 00127-1; Steel with apart from one or more other elements, constituents and/or impurities, Fe (iron) and one or more of: C (carbon); Si (silicon); Mn (manganese); Cr (chromium).
  • the hardness (Brinell) of the track head and/or the driving surface is preferably at least 200 or 220 or 250 or 260 or 300 or 320 or 350 or 370 or 375 or 400.
  • the rail may be heat treated.
  • Fe is the main component, for example at least 50% or 80%.
  • C minimum 0.3 or 0.4 or 0.5 or 0.6 or 0.7 or 0.9 and/or up to 0.6 or 0.8 or 1 or 1.1 or 1.2 or 1, 3 or 1.5.
  • Si minimum 0.1 or 0.15 or 0.2 or 0.4 or 0.5 and/or up to 0.6 or 0.8 or 1 or 1.1 or 1.2 or 1.5.
  • Mn minimum 0.1 or 0.5 or 0.7 or 0.8 or 1 or 1.3 and/or up to 1.1 or 1.2 or 1.3 or 1.7 or 2.
  • Cr minimum 0 , 1 or 0.2 or 0.4 or 0.8 and/or up to 0.15 or 0.3 or 0.6 or 1.2 or 1.5 or 2.
  • the rail to be repaired is, for example, of Vignole type or grooved rail type, for example, UIC54 or UIC60 or S33 or EB63 or MRS73 or PRI85 and/or has a weight of at least 40 or 45 or 50 kilos per linear meter.
  • the repair is performed to jointless track and/or a track for which the neutral temperature is between 20 and 27, for example is 23, 24, 25 or 26 degrees Celsius.
  • the rail 10 has a foot 12, web 13 and head 14.
  • the head 14 includes a squat 15 caused by the train wheels. From the tread surface 50 is machined a vertical hole 20 at the place of the squat 15 ( FIG. 3 ).
  • the defect 15 is located, is removed so that a cylindrical hole 20 is formed, a precisely fitting, slightly upwards protruding plug 21 is placed in the hole, the top of the plug is machined with a tool 120 ( Fig. 6 ), so that a smooth riding surface is obtained.
  • Fig. 3 shows dotted the wedge-shaped repair described in WO2011119238A1 which extends through the entire rail head and continues into the rail web. This clearly shows the difference with our invention.
  • Fig. 3 also shows in sectional side view a detail of the rail head to show the pure cylindrical shape of the hole.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Claims (15)

  1. Verfahren zur In-situ-Reparatur eines Defektes an einer Schiene (10), wobei in der Oberseite des Schienenkopfes (14) ein Loch (20) gemacht wird, indem Schienenmaterial entfernt wird, so dass der Schienensteg (13) und der Schienenfuß (12) und optional der untere Teil des Schienenkopfes (14) unbeeinflusst bleiben, so dass in dem Schienenkopf (14) ein Loch erzeugt wird, welches an seiner Oberseite hervortritt, und zwar angeordnet in einer Distanz von den Seiten des Schienenkopfes (14) so, dass die Seiten des Schienenkopfes unbeeinflusst bleiben, und wobei ein vorgeformter formstabiler vorzugsweise eng passender Stahlstöpsel (21) das Loch füllt, wobei vorzugsweise die Form des Loches (20) und des Stöpsels (21) kongruent sind, um die ursprüngliche Geometrie der Schiene wieder herzustellen.
  2. Verfahren nach Anspruch 1, wobei das Loch (20) ein Sackloch ist und/oder wobei das Loch in einer Distanz von mindestens 10 mm von den Seiten des Schienenkopfes angeordnet ist.
  3. Verfahren nach Anspruch 1 oder 2, wobei der Teil des Schienenkopfes, der entfernt werden soll, einen Schaden aufweist, wie beispielsweise einen Riss, insbesondere eine Vertiefung.
  4. Verfahren nach einem der Ansprüche 1-3, wobei der Teil des Schienenkopfes an einer Stelle angeordnet ist, die durch eine Vorprüfung vor der Reparatur bestimmt wurde, die durch eine Inspektion des Schienenkopfes ausgeführt wurde, vorzugsweise durch eine Messung oder Inspektionsmittel, die sich entlang der Schiene bewegen.
  5. Verfahren nach einem der Ansprüche 1-4, wobei, nachdem das Einsetzen des Stöpsels (21) vollendet ist, die Oberseite des Stöpsels (21) geringfügig über die Oberseite des Schienenkopfes (14) vorsteht, vorzugsweise mindestens 0,05 mm und/oder weniger als 0,1 mm, und wobei dann vorzugsweise die Oberseite des Stöpsels (21) durch eine maschinelle Bearbeitung abgesenkt bzw. abgeflacht wird, wie beispielsweise durch Schleifen oder Abtragen, so dass die Oberseite des Stöpsels (21) bündig mit der Oberseite des Schienenkopfes sein wird; und/oder wobei das Loch in der Lauffläche (50) der Schienenräder gemacht wird.
  6. Verfahren nach einem der Ansprüche 1-5, wobei vor der Entfernung des Teils des Schienenkopfes eine Inspektion an der Schiene ausgeführt wird, um einen mechanischen Schaden daran zu detektieren, beispielsweise eine Vertiefung, und wobei die Reparatur am Ort des Schadens ausgeführt wird.
  7. Verfahren nach Anspruch 6, wobei zur Detektion des Schadens eine Messung oder ein Inspektionsmittel verwendet wird, insbesondere ein Scanner bzw. Abtastgerät, vorzugsweise ausgerüstet mit einer Lichtquelle, wie beispielsweise einem Laser oder einer Bildkamera, oder mit einem Magnetfeld oder einem elektrischen oder akustischen Feld oder einem anders arbeitenden Feld, welches optional auf einer Platte eines Fahrzeugs ist, wie beispielsweise einem Messzug.
  8. Verfahren nach einem der Ansprüche 1-7, wobei bei einer Stahlschiene, die in dem Gleis angeordnet ist, ein Teil von der Oberseite des Schienenkopfes entfernt wird, so dass ein Loch (20) in der Lauffläche (50) und dem unteren Teil des Schienenkopfes erzeugt wird, wobei der Schienensteg (13) und der Schienenfuß (12) unbeeinflusst bleiben, wobei das Loch (20) dann mit einem vorfabrizierten eng passenden und formhaltenden Stahlstöpsel (21) gefüllt wird, der permanent an dem umgebenden Material des Schienenkopfes (14) befestigt wird, um die ursprüngliche Geometrie der Schiene wieder herzustellen, wobei die Befestigung vorzugsweise eine Presspassung ist, wobei der Stöpsels vorzugsweise in das Loch in einem geschrumpften Zustand eingebracht wird, vorzugsweise bei einer Temperatur von mindestens 50 oder 100 oder 150 Grad Celsius kälter als die zu reparierende Schiene, wobei der Stöpsel vorzugsweise durch flüssiges CO2, N2 oder O2 gekühlt wird.
  9. Verfahren nach einem der Ansprüche 1-8, wobei in dem temporär geschrumpfte Zustand der Stöpsel mit einem Durchmesser, der gleich oder geringfügig kleiner als der Durchmesser des Loches ist, in dem Loch angeordnet wird, wobei danach gestattet wird, dass der Stöpsel sich ausdehnt, beispielsweise dadurch, dass der Stöpsel sich auf die Temperatur des Schienenkopfes aufheizt, so dass der Durchmesser des Stöpsels versucht zuzunehmen und somit der Stöpsel in das Loch gepresst wird.
  10. Verfahren nach einem der Ansprüche 1-9, wobei für den Stöpsel ein oder mehrere der Folgenden zutrifft: zylindrisch oder parallelepipedförmig; Höhe größer als 5 oder 10 mm und/oder geringer als 30 oder 20 oder 15 mm; Durchmesser größer als 5 oder 10 mm und/oder geringer als 40 oder 30 oder 25 mm; anliegende Kanten sind senkrecht zueinander; axiale Verjüngung von nicht mehr als 3, 2 oder 1 Grad; aus einer Legierung, die im Wesentlichen identisch mit jener des Schienenkopfes ist; ein oder mehrere von Zugfestigkeit, Dehnfestigkeit, Bruchlängung und Härte im Wesentlichen gleich oder größer als jene des Schienenkopfes; flacher Boden und/oder Oberteil; enthält eines oder mehrere von Fe, Cr, Mn, Si.
  11. Verfahren nach einem der Ansprüche 1-10, wobei für das Loch eines oder mehrere der Folgenden zutrifft: zylindrisch oder parallelepipedförmig; Tiefe größer als 5 oder 10 mm und/oder geringer als 30 oder 20 oder 15 mm; Tiefe geringer als 50% der Höhe des Schienenkopfes; Durchmesser größer als 5 oder 10 mm und/oder geringer als 40 oder 30 oder 25 mm; Durchmesser geringer als 50% der Breite des Schienenkopfes; anliegende Kanten sind senkrecht zueinander; axiale Verjüngung von nicht mehr als 3, 2 oder 1 Grad; mindestens 10 oder 15 oder 20 mm Distanz von den Seiten des Schienenkopfes; in dem Kontaktbereich zwischen der Antriebs- oder Lauffläche der Räder der Schiene und der Oberseite des Schienenkopfes; hergestellt durch Funkenerosion oder Bohren oder Fräsen oder einen anderen maschinellen Bearbeitungsvorgang; vorzugsweise Fräsen mit einem Fräswerkzeug zur Erzeugung eines Lochs mit flachem Boden und wobei nach dem Fräsen der Boden und die Wand des Loches nicht zu einer Qualität freigelegt sind, wobei insbesondere die Genauigkeit von einem oder mehreren der Rundheit, Tiefe und des Durchmessers des Loches, die mechanische Bearbeitung mit einem Werkzeug verbessern und/oder mit einem Fräswerkzeug, dessen Durchmesser gleich dem Lochdurchmesser ist; hergestellt mit einem Indeed bzw. Ausbohrer oder nicht mittigen Schneidfräswerkzeug; bezüglich der Tiefe und/oder des Durchmessers kleiner als jene des Stöpsels bei der gleichen Temperatur, vorzugsweise um mindestens 0,005 mm bei 20 Grad Celsius; flacher Boden.
  12. Verfahren nach einem der Ansprüche 1-11, welches bei einem oder mehreren von Folgenden angewendet wird: geschweißtes oder nahtloses Gleis; Schienenkurve; Weiche, beispielsweise Radlenkeraußenschiene oder Zunge.
  13. Verfahren nach einem der Ansprüche 1-12, wobei das Loch vertikal oder auf bis zu 10 Grad von der Vertikalen orientiert ist und/oder mit einem Werkzeug gemacht ist, wobei die Orientierung davon während der Herstellung der Vertiefung vertikal orientiert ist oder um bis zu 10 Grad von der Vertikalen abweicht.
  14. Verfahren nach einem der Ansprüche 1-13, wobei die Reparatur ausgeführt wird:
    a) in einer Distanz zu der Dehnungsverbindung über 50 oder 100 oder 150 oder 200 cm, und/oder
    b) nachdem die Schiene für intensiven Bahnverkehr für ein Minimum von einem Monat oder einem Jahr oder zwei oder fünf Jahre verwendet wurde.
  15. Schiene aus Stahl, die durch die Reparatur nach einem der Ansprüche 8-14 erhalten wurde, wobei eine beschädigte Schiene (10) vorgesehen ist, wobei der Kopf (14) der Schiene ein Loch (20) aufweist, welches einem Teil entspricht, welches von dem beschädigten Bereich entfernt wurde, wobei das Loch (20) in einer Distanz von den Seiten des Schienenkopfes angeordnet ist, so dass die Seiten des Schienenkopfes unbeeinflusst bleiben, wobei das Loch (20), welches in der Lauffläche (50) erzeugt wurde, so dass der untere Teil des Schienenkopfes, der Schienensteg (13) und der Schienenfuß (12) unbeeinflusst bleiben, mit einem vorfabrizierten eng passenden und formhaltenden Stahlstöpsel (21) gefüllt wird, der dauerhaft an dem umgebenden Material des Schienenkopfes befestigt wird, um die ursprüngliche Geometrie der Schiene wieder herzustellen, wobei die Befestigung eine Presspassung ist.
EP17176510.0A 2016-06-16 2017-06-16 Verfahren zum reparieren von schienen eines gleises vor ort Not-in-force EP3258011B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL2016983 2016-06-16
NL2019080A NL2019080B1 (nl) 2016-06-16 2017-06-15 Reparatie in het werk van een defect in een spoorstaaf.

Publications (2)

Publication Number Publication Date
EP3258011A1 EP3258011A1 (de) 2017-12-20
EP3258011B1 true EP3258011B1 (de) 2021-03-03

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CZ310518B6 (cs) * 2024-07-16 2025-09-24 Pirell s.r.o. Způsob tvorby povrchové vrstvy kolejnic pro zvýšení kontaktněúnavové odolnosti

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019136323A1 (en) * 2018-01-05 2019-07-11 The Board Of Regents Of The Nevada System Of Higher Education On Behalf Of The University Of Nevada, Las Vegas Mobile 3d printing of rail track surface for rapid repair

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US619013A (en) 1899-02-07 Crowell m
FR772282A (fr) * 1934-04-24 1934-10-26 Gennevilliers Acieries Procédé de réparation des rails, notamment au droit des joints soudés
AU2003261431A1 (en) * 2002-08-09 2004-02-25 Daniel J. Coomer Method of repairing a rail
US8651393B2 (en) 2010-03-26 2014-02-18 Holland, L.P. Repair insert for repairing metallic structure

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CZ310518B6 (cs) * 2024-07-16 2025-09-24 Pirell s.r.o. Způsob tvorby povrchové vrstvy kolejnic pro zvýšení kontaktněúnavové odolnosti

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