Technology of rail replacement at end stresses

Sergey Kosenko,Sergey Akimov,Pavel Surovin,A.D Abramov,A.A Klimov,V.I Khabarov,V.I Medvedev,A.L Manakov

doi:10.1051/matecconf/201821601002

Sergey Kosenko, Sergey Akimov + Show 6 more

Open Access

https://doi.org/10.1051/matecconf/201821601002

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Journal: MATEC Web of Conferences	Publication Date: Jan 1, 2018
Citations: 5	License type: CC BY 4.0

Affiliation: Siberian Transport University

Abstract

The paper focuses on topical issues relating to the maintenance of buffer spans and temporarily repaired sections of continuous welded rail (CWR) tracks. The paper is aimed at developing and studying the feasibility of a technology for replacing temperature-stressed continuous welded rails. For the purposes of this research, the analytical modeling method is used. A design model for moving the end of the stressed rail to the side is presented. Equations of deflections and bending moments arising when the rail is bent to the rated value were derived. Stresses on the rail bending length were determined and compared with the maximum allowable ones. A resource-saving technology has been developed for replacing temperature-stressed buffer rails of a CWR track using intermediate rail fastening Vossloh W-30.

Highlights

Due to operational advantages of continuous welded rail (CWR) tracks over jointed tracks, increasingly more CWR tracks are laid both on Russian railways and railways of other countries [1, 2]
The stresses arising in the buffer rail when one of its ends is moved to the rated value with the hydraulic rail replacement device are determined by the formula:
Using the derived equations of deflections and bending moments, as well as calculated edge stresses at the rail foot arising from its bending with the hydraulic rail replacement device, the feasibility of the proposed technology for replacing temperature-stressed continuous welded rails was justified

Summary

Introduction

Due to operational advantages of continuous welded rail (CWR) tracks over jointed tracks, increasingly more CWR tracks are laid both on Russian railways and railways of other countries [1, 2]. Joint gaps in buffer spans are closed, and an end stress between rails arises [7], which makes it much more difficult to replace these rails for short ones. Another way of eliminating the end stress is to increase the length of the CWR section adjacent to the buffer rail by creating bending deflection [7].

Results

Conclusion