Mechanized construction method for ensuring quality of welded joints under railway shoulder welded rail working condition

Abstract

The present application belongs to the field of railway welding rail construction, and in particular, relates to a mechanized construction method for ensuring the quality of welded joints under the working condition of railway shoulder welding rail, comprising railway roadbed forming; 25m steel rail storage on the railway shoulder; erection of welding rail production station; self-walking alignment of public rail welding rail unit on the railway shoulder; rail end rust removal and polishing before steel rail welding; steel rail welding, including rail clamping alignment, flash welding, upsetting, and nodule pushing; post-welding normalizing; post-welding straightening and polishing; ultrasonic flaw detection of welded joints, data recording and analysis; steel rail welding joint inspection and qualification, and steel rail storage. The construction method of the present application is a field seamless line construction scattered paving construction method based on public rail welding rail and normalizing train equipment, and 25m steel rail is welded into 250m long steel rail on the shoulders on both sides of the roadbed before the completion of the roadbed construction and before ballast paving, and the quality of the welded joints of the welding rail on the railway shoulder is ensured.

Description

Technical Field

[0001] This invention belongs to the field of railway rail welding construction. Specifically, it relates to a mechanized construction method for ensuring the quality of welded joints under railway shoulder rail welding conditions. Background Technology

[0002] Currently, the flash welding project for rails typically involves welding 25-meter or 100-meter standard-length rails at a rail welding base into 500-meter long rails, transporting them to the site, laying the rails, and then using rail vehicles to attach the rails to the on-site flash welding equipment unit to travel on the railway track, thus achieving on-site joint welding.

[0003] The relevant patent in the prior art, such as the invention patent with patent number CN202111197194.5 entitled "An Improved Mobile Flash Welding Machine Welding Process", has the following technical solution: This invention discloses an improved mobile flash welding machine welding process, which includes the following steps: S1, construction preparation, welding workers debug and prepare the machines and personnel required for welding. The welding machines include, but are not limited to, railcars, flatbed cars, flash welding machines, generators, internal combustion rail saws, internal combustion profile grinders, and handheld abrasive wheels. The grinding mill and flaw detector, S2, welding machine alignment: The machines prepared in step S1 are brought to the welding site. Simultaneously, the railcar, flatbed car, and flash welding machine are installed and debugged. The railcar is then moved to a position 3.2 meters from the weld seam for the alignment of the flash welding machine. Compared to the original welding process, this step eliminates a series of tedious procedures such as digging pits, moving sleepers, and restoring sleepers and ballast. Four iron blocks of different thicknesses (two 65mm thick blocks and two 70mm thick blocks) successfully solved the problem of the welding machine head being unable to clamp the rail. Although the above patent solves the problem of the welding machine mechanism clamping the rail, its construction method is relatively cumbersome, has high requirements for the construction site, and takes a long time to complete the overall welding. Summary of the Invention

[0004] To address the aforementioned problems in the existing technology, this application proposes a mechanized construction method to ensure the quality of welded joints under railway shoulder rail welding conditions. This method is applicable to situations where there is no rail welding plant at the construction site or the cost of establishing a rail welding plant is too high during railway rail welding construction; it also meets the conditions where the rail welding work surface is discontinuous due to track laying and multi-point construction on site; it also meets the conditions where multiple inter-site transfers are required; and it can also meet the conditions where it is difficult to put rail welding vehicles on the line, such as rail welding for existing line renovation.

[0005] To achieve the above-mentioned technical effects, the technical solution of this application is as follows:

[0006] A mechanized construction method for ensuring the quality of welded joints under railway shoulder rail welding conditions includes the following steps:

[0007] Step 1: Railway subgrade formation;

[0008] Step 2: The 25m steel rails are brought to the site and stored on the railway shoulder;

[0009] Step 3: Set up the rail welding production station;

[0010] Step 4: The dual-purpose rail welding machine for both road and rail travels and aligns itself with the railway shoulder. The dual-purpose rail welding machine mentioned here can be any existing dual-purpose equipment in this field.

[0011] Step 5: Cleaning the rail clamps and removing rust from the rail ends before welding; (using a rust removal device)

[0012] Step 6, rail welding, including rail clamp alignment, flash welding, upsetting, and slugging;

[0013] Step 7, post-weld normalizing;

[0014] Step 8: Post-weld straightening and grinding; (using on-site hot straightening equipment)

[0015] Step 9: Ultrasonic testing of welded joints, data recording and analysis;

[0016] Step 10: The rail welded joints pass inspection and the rails are stored.

[0017] Furthermore, step 1 specifically involves: after the railway subgrade is filled to the design elevation and passes inspection, the railway subgrade is basically formed, and the construction work surface is handed over to the relevant units.

[0018] Furthermore, step 2 specifically involves the following: Unlike traditional rail welding, which requires centralized storage at a long rail base and can only be carried out after the railway is ready for track laying, this process involves transporting 25-meter standard-length rails to the railway subgrade using rail transport flatbed trucks after the railway subgrade is formed. The rails are then unloaded by truck cranes, and a rail storage area is set up on each side of the subgrade every 250 meters. The required rails (20 rails on each side) for 250 meters of track are neatly stacked on the shoulders of the railway subgrade, pre-storing the rails on-site and saving construction time for later transport to the construction site. The bottom of the rails is supported by four 100mm*100mm cross-section hardwoods spaced 7.5m apart for stability. Each end of the rail protrudes 1.25m. The same four 100mm*100mm cross-section hardwoods spaced 7.5m apart are used to support rails between different layers, with the number of rails in each layer decreasing from bottom to top.

[0019] Furthermore, step 3 specifically involves the following: Unlike traditional rail welding plants that require extensive temporary site construction, this process directly utilizes the railway subgrade as the construction site. Rail welding production stations are erected using large rail transport rollers, saving significant temporary site construction costs and allowing for easy relocation to the next construction project. Four large rail transport rollers are supported at 7.5m intervals under each 25m rail. Along the railway line, following a streamlined operation model, rail rust removal and grinding stations, rail welding stations, post-weld normalizing stations, post-weld straightening and grinding stations, and rail flaw detection stations are sequentially planned at 25m intervals. The bottom of the large rail transport rollers is leveled using hardwood supports.

[0020] Furthermore, step 4 specifically involves the following: Unlike traditional fixed rail welding machines, which have fixed positions and are difficult to relocate, this process uses a dual-purpose (road and rail) rail welding unit. After welding is completed, it can be flexibly moved to various construction sites via the roadbed, saving significant relocation costs. Once the rails are stored on the railway shoulder, the dual-purpose rail welding unit, equipped with electronic normalizing equipment, enters the site. Using its own power unit, the unit travels on the railway roadbed to a position 25 meters in front of the rail storage area. The unit is then parked parallel to the railway roadbed, occupying one lane of the double-track railway, while reserving a passage on the other side for other construction vehicles. After preparation, the dual-purpose rail welding unit moves to the welding joint, and a specially designed container rotates the front wall of the two ends upwards until it is flush with the ceiling and locks it in place. The lifting mechanism, together with the welding machine, moves outward along the track to the platform outside the end wall; the boom drive cylinder extends and lowers the rotating arm, bringing the welding machine down close to the rail, and the turntable rotates to put the welding machine into the welding working position.

[0021] Further, step 5 specifically involves: After the rail welding production station is set up, 25m rails are hoisted and placed on the rail transport roller using manual labor and an excavator. To adapt to various roadbed slopes and prevent the rails from slipping downhill on the rail transport roller, a rail anti-creep device is installed every 100 meters at the bottom of the rail to restrict its free displacement. After the rail welding is completed, the rail anti-creep device is released, and the rail is manually pushed to the rail derusting, grinding, and welding station using the rail transport roller. After the rail is pushed, the rail anti-creep device is restored. The rust removal device is used to remove oxide scale and grind the clamping area within 600mm of the end face of the rail to be welded. The contact area between the rail and the flash welding electrode is derusted and ground, and the contact surface must be free of any dirt. If the manufacturer's stamp is located there, it should be ground flush with the rail web, but the amount of material removed should be ≤0.2mm. If the waiting time for welding after grinding exceeds 24 hours or if there is oil, water, or contamination after grinding, the grinding process must be repeated. Before welding, check the main unit, cooling system, hydraulic system, and electrical control system according to the welding machine's instruction manual to ensure they are functioning properly. Check the power voltage, water temperature, water level, oil temperature, and oil level. Remove any weld slag, debris, and spatter from the jaws and the welding spatter from the spatter scraper. Verify that the welding parameters match the experimental results. Welding can only commence after everything is confirmed to be normal by the operator and foreman.

[0022] Further, step 6 includes:

[0023] ① Lower the welding machine onto the rails, ensuring that the gap between the two rails is directly below the mark on the guide shaft, and lower the welding machine until it is pressed against the rails.

[0024] ② The two pairs of jaws on the welding machine head clamp the two rail heads, and the automatic alignment system automatically and very precisely aligns them within 500mm on both sides of the joint in both horizontal and longitudinal directions (the two rails are simultaneously raised relative to each other by 0.6-0.8mm / m in the longitudinal direction). After the two jaws are energized with a 400V DC voltage, they form two high-voltage electrodes, increasing the welding current. A 6-8V AC current is formed between the two jaws to obtain a larger welding current; welding is started, and the automatic welding process is activated; the process enters the pre-flash stage, the stable high-voltage flash stage (the rail clamping selection switch should be locked during this stage to prevent the welding machine from clamping the rails again at the end of the welding cycle), the low-voltage flash stage, the accelerated flash stage, and the upsetting stage; after upsetting is completed, the entire welding process ends; then the rail clamping device quickly releases the two jaws, and the pusher blade in the welding machine head immediately pushes the spur, thus completing the welding operation of one side of the rail.

[0025] ③ Open the welding machine frame to its maximum position, raise the welding machine until it is completely away from the rail welding joint, remove the push-button weld slag and clean the inside of the welding machine; then release the rail anti-creep device limit, manually push the welded rail to the post-weld normalizing station through the rail transport roller, and after the rail is pushed into place, restore the rail anti-creep device limit again.

[0026] Further, step 7 specifically involves: medium-frequency normalizing should be carried out under conditions where the welded joint is not under tension; the welded joint temperature should be below 500℃ (rail head surface) before normalizing heating, and then the weld is heated using electronic normalizing equipment, with the rail base heated to 800~850℃ and the rail head heated to 900℃±20℃. Natural cooling is preferred. After the rail normalizing operation is completed, the rail anti-creep device limit is released, and the rail is manually pushed to the post-weld straightening and grinding station by the rail conveying roller. After the rail is pushed into place, the rail anti-creep device limit is restored again.

[0027] Further, step 8 specifically involves: straightening the rail using a hot straightening device, followed by post-weld grinding. Post-weld grinding is divided into rough grinding and fine grinding. Rough grinding uses a hand-held grinder to grind the weld and the top, sides, top, and bottom of the rail head. The weld tread surface should not be under-ground at room temperature, and horizontal grinding is prohibited. The ground surface should be smooth and glossy, not black or blue. Rough grinding should ensure that the surface roughness of the welded joint meets the requirements of flaw detection. Vertical and horizontal misalignment of the non-working surfaces of the welded joint should be transitioned by longitudinal grinding. After the rail is straightened and ground, the rail anti-creep limiter is released, and the rail is manually pushed to the ultrasonic flaw detection station of the weld head using a rail transport roller. After the rail is pushed into place, the rail anti-creep limiter is restored.

[0028] Further, step 9 specifically involves: performing ultrasonic testing on each rail weld joint and filling out a testing record. Before testing, the weld temperature should be reduced to below 40℃, and rust and slag on both sides of the weld should be cleaned to ensure good coupling between the probe and the rail and reduce probe wear; cooling can be done by water pouring, but the rail head temperature should not exceed 350℃ during water pouring. A special testing oil is evenly applied to the ground welded rail base, rail web, rail head, and the triangular area of ​​the rail base, and then tested using a probe; the testing results must not show any harmful defects such as incomplete penetration, overheating, cracks, porosity, or slag inclusions; testing is then completed. Complete, timely, and accurate records must be kept. If defects are found, the situation should be illustrated with diagrams and a treatment plan should be written. After completing the welding, deburring, grinding, and testing of each joint, relevant data and information should be collected, organized, analyzed, recorded, and archived. After the forms are filled out truthfully, the originals should be managed by designated personnel.

[0029] Further, step 10 specifically involves: after the rails have passed the flaw detection test, as the 25m section of rail is continuously welded, it continues to be manually pushed forward by a rail-carrying roller until all 250m of rail is welded. 100mm*100mm cross-section hardwood strips are placed at the bottom of the rails, evenly spaced 6 meters apart on the railway shoulder. Leveling is achieved using hardwood boards of varying thicknesses. The rails at the rail-carrying roller are then raised using a pry bar, and the roller is removed, allowing the rails to rest on the leveled hardwood strips for storage. During storage, care must be taken to adjust the straightness of the rails to prevent deformation.

[0030] Furthermore, it also includes step 11: repeat steps 3 to 10 above to continue welding the 25m standard length rail into a second 250m rail, which is then stored on the railway shoulder. After the construction is completed, the rail welding unit is moved to the vicinity of the next rail storage area.

[0031] The advantages of this application are:

[0032] 1. The construction method of this application is a loose-lay construction method for on-site seamless track construction based on dual-purpose rail welding for both road and rail and the equipment of the train. Before the ballast is laid after the roadbed construction is completed, 25m rails are welded into 250m long rails on the shoulders on both sides of the roadbed, and the quality of the welded joints of the rails welded on the railway shoulders is ensured.

[0033] 2. The construction method of this application allows for rail welding to be carried out in advance before the railway track is laid, which helps to ensure the construction period of rail welding.

[0034] 3. The construction method proposed in this application ensures the construction period and quality without the need to build a rail welding base or purchase long rail transportation equipment, thus saving investment and providing a new construction approach for areas unsuitable for building rail welding plants.

[0035] 4. The construction method of this application allows the rails to be stored on site in advance, saving time for subsequent track laying construction by transporting the rails to the construction site.

[0036] 5. The construction method of this application can quickly switch between railway and automobile travel modes. It adopts a self-propelled dual-purpose rail welding vehicle to carry out rail welding construction by using level crossings or lateral movement devices, reducing the cost of relocation and access to / from the track, and eliminating the need for power traction of rail vehicles, thus realizing free relocation between highways and railways. Attached Figure Description

[0037] Figure 1 This is a schematic diagram illustrating the construction method.

[0038] Figure 2 Schematic diagram of rail rust removal device

[0039] Figure 3 The view of the rust removal machine frame is hidden for the rail rust removal device.

[0040] Figure 4 This is a top-view sectional view of a rail rust removal device.

[0041] Figures 5-6 Schematic diagram of the grinding wheel opening in a rail rust removal device

[0042] Figures 7-8 Schematic diagram of the grinding wheel closing in a rail rust removal device

[0043] Figure 9 This is a schematic diagram of the lower limit position of the grinding wheel in a rail rust removal device.

[0044] Figure 10 Diagram showing the extreme position posture of the grinding wheel in the rail rust removal device.

[0045] Figure 11 This is a schematic diagram of a hot straightening device straightening a rail downwards.

[0046] Figure 12 This is a schematic diagram of the rail straightening machine frame structure for hot straightening equipment.

[0047] Figure 13 This is a schematic diagram of the support rod mechanism of the frame of the hot straightening equipment.

[0048] Figure 14 This is a schematic diagram of the rail linkage mechanism of the hot straightening equipment.

[0049] Figure 15 This is a schematic diagram of a hot straightening device used to straighten rails left and right.

[0050] Figure 16 This is a schematic diagram of a hot straightening device for straightening rails upwards.

[0051] Figure 17 This is a schematic diagram of the heightening block for a thermal straightening device.

[0052] In the attached image:

[0053] 1- Rail straightening machine frame, 2- Frame support rod mechanism, 3- Rail connecting rod mechanism, 4- Manual hydraulic jack, 5- Gauge, 101- Frame, 102- Heightening block, 103- Rail top contour block, 104- Support rod rotating seat, 201- Universal foot, 202- Support rod rotating handle, 203- Support rod, 301- First connecting rod fixing seat, 302- Second connecting rod fixing seat, 303- Connecting rod, 304- Connecting rod nut, 305- Connecting pin.

[0054] 401-Handle handle, 402-Handle adjustment rod, 403-Lift posture fixing plate buckle, 404-Posture adjustment handle, 405-Rust removal frame, 406-Bearing guide wheel assembly, 407-Drive motor, 408-Motor mounting base, 409-Reset spring, 410-Belt driven pulley, 411-First lift adjustment linkage, 412-Belt, 413-Grinding wheel shaft fixing sleeve, 414-Grinding wheel shaft, 415-Grinding wheel, 416-Second lift adjustment linkage, 417-Third lift adjustment linkage, 418-Belt drive pulley, 419-Separation disc, 420-Grinding wheel rocker arm sliding wheel, 421-Grinding wheel rocker arm, 422-Lift adjustment roller, 423-Separation disc pull cable, 424-Rail. Detailed Implementation

[0055] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0056] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0057] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0058] In the description of this application, it should be noted that the terms "upper," "vertical," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product is in use, or the orientation or positional relationship commonly understood by those skilled in the art. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, the terms "first," "second," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0059] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set," "install," and "connect" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0060] Example 1

[0061] A mechanized construction method for ensuring the quality of welded joints under railway shoulder rail welding conditions includes the following steps:

[0062] Step 1: Railway subgrade formation;

[0063] Step 2: The 25m steel rails are brought to the site and stored on the railway shoulder;

[0064] Step 3: Set up the rail welding production station;

[0065] Step 4: The dual-purpose rail welding machine for both road and rail travels and aligns itself with the railway shoulder. The dual-purpose rail welding machine mentioned here can be any existing dual-purpose equipment in this field.

[0066] Step 5: Cleaning the rail clamps and removing rust from the rail ends before welding;

[0067] Step 6, rail welding, including rail clamp alignment, flash welding, upsetting, and slugging;

[0068] Step 7, post-weld normalizing;

[0069] Step 8: Straighten and grind after welding;

[0070] Step 9: Ultrasonic testing of welded joints, data recording and analysis;

[0071] Step 10: The rail welded joints pass inspection and the rails are stored.

[0072] (1) The self-propelled dual-purpose rail welding equipment and dual-frequency electric normalizing equipment can be used to carry out rail welding construction on the track by using level crossings or lateral movement devices, reducing the cost of relocation, eliminating the need for additional power traction, realizing free relocation between highways and railways, realizing welding construction on multiple working faces of one set of equipment, and improving equipment utilization.

[0073] (2) Multiple self-propelled rail welding vehicles for both road and rail and normalizing equipment can also be used to carry out construction on each working face at the same time, thereby shortening the construction period;

[0074] (3) In order to reduce the compression of the subsequent rail welding process by the extended construction period of ballast laying and sleeper laying, a certain length of rail can be welded on the shoulders at both ends of the roadbed after the roadbed construction is completed and before ballast laying. After ballast laying and sleeper laying, the long rail can be laid on the sleeper to complete the remaining rail welding construction, thus moving some of the rail welding processes forward and reducing the total construction period.

[0075] This construction method is applicable to rail welding projects in domestic and international engineering sites where there are many welded joints and the schedule for track laying and track laying is tight, requiring rail welding to be carried out on the railway shoulder. Therefore, a new mechanized construction method is proposed to ensure the quality of welded joints and the progress of railway construction.

[0076] Example 2

[0077] A mechanized construction method for ensuring the quality of welded joints under railway shoulder rail welding conditions includes the following steps:

[0078] Step 1, railway subgrade formation; Step 1 specifically refers to: after the railway subgrade is filled to the design elevation and passes the inspection, the railway subgrade is basically formed, and the construction work surface is handed over to the relevant units.

[0079] Step 2 involves storing 25m rails on the railway shoulder. Specifically, unlike traditional rail welding where rails are stored at a long-rail base until the railway is ready for track laying, this process involves transporting 25m rails to the railway subgrade using rail transport flatbeds after the subgrade is formed. The rails are then unloaded by truck cranes. Every 250m, a rail storage area is set up on each side of the subgrade, storing the required 20 rails for each 250m section of track neatly stacked on the railway shoulder. Pre-storing the rails on-site saves construction time for later transport to the construction site. The bottom of the rails is supported by four 100mm*100mm cross-section hardwoods spaced 7.5m apart, with each end of the rail extending 1.25m overhang. The same four 100mm*100mm cross-section hardwoods are used to support rails between different layers, with the number of rails decreasing from bottom to top.

[0080] Step 3: Erecting the rail welding production station. Specifically, unlike traditional rail welding plants which require extensive temporary site construction, this process directly utilizes the railway subgrade as the construction site. The rail welding production station is erected using large rail transport rollers, saving significant temporary site construction costs and allowing for easy relocation to the next construction project. Four large rail transport rollers are supported at 7.5m intervals under each 25m rail. Along the railway line, following a streamlined operation model, the following stations are sequentially planned at 25m intervals: rail rust removal and grinding station, rail welding station, post-weld normalizing station, post-weld straightening and grinding station, and rail flaw detection station. The bottom of the large rail transport rollers is leveled using hardwood supports.

[0081] Step 4: The dual-purpose rail welding machine for both road and rail travels and aligns itself on the railway shoulder. This dual-purpose rail welding machine can be any existing dual-purpose equipment in the field. Specifically, unlike traditional fixed rail welding machines, which have fixed positions and are difficult to relocate, this process uses a dual-purpose rail welding machine that can be flexibly moved to various construction sites via the roadbed after welding, saving significant relocation costs. After the rails are stored on the railway shoulder, the dual-purpose rail welding machine, equipped with electronic normalizing equipment, enters the site. Using its own power unit, the machine travels on the railway roadbed to a position 25 meters in front of the rail storage area. The machine is parked parallel to the roadbed, occupying one lane of the double-track railway, while reserving a passage on the other side for other construction vehicles. After preparation, the welding machine moves to the welding joint, and a specially designed container rotates the front wall of the two ends upwards until it is flush with the ceiling and locks it in place. The lifting mechanism, together with the welding machine, moves outward along the track to the platform outside the end wall; the boom drive cylinder extends and lowers the rotating arm, bringing the welding machine down close to the rail, and the turntable rotates to put the welding machine into the welding working position.

[0082] Step 5: Cleaning the rail clamps and rust removal / grinding the rail ends before welding; Step 5 specifically involves: After the rail welding production station is set up, 25m rails are hoisted and placed on the rail transport roller using manual labor and an excavator. To adapt to various roadbed slopes and prevent the rails from slipping downhill on the rail transport roller, a rail anti-creep device is installed every 100 meters at the bottom of the rail to restrict the free movement of the rail. After the rail welding is completed, the rail anti-creep device is released, and the rails are manually pushed to the rust removal, grinding, and welding station using the rail transport roller. After the rails are pushed, the rail anti-creep device is restored. The rust removal device is used to remove oxide scale and grind the clamping area within 600mm of the end face of the rail to be welded. Rust removal and grinding are performed on the contact area between the rail and the flash welding electrode, ensuring that the contact surface is free of any dirt. If the manufacturer's stamp is located there, it is ground flush with the rail web, but the amount of material removed is ≤0.2mm. If the waiting time for welding after grinding exceeds 24 hours, or if there is oil, water, or contamination after grinding, the grinding process must be repeated. Before welding, check the main unit, cooling system, hydraulic system, and electrical control system according to the welding machine's instruction manual to ensure they are functioning properly; check the power voltage, water temperature, water level, oil temperature, and oil level; remove weld slag, weld debris, and other debris from the jaws and the welding spatter from the spatter scraper. Verify that the welding parameters match the experimental results. Welding work can only commence after everything is confirmed to be normal by the operator and foreman.

[0083] The aforementioned rail rust removal device includes a rust removal frame 405, on which are mounted a grinding wheel 415 transmission mechanism, a grinding wheel 415 adjustment mechanism, a rail 424 sliding mechanism, and a hand-held adjustment rod 402. The grinding wheel 415 transmission mechanism is connected to the grinding wheel 415 adjustment mechanism, and the rail 424 sliding mechanism is in contact with the hand-held adjustment rod 402. The grinding wheel 415 transmission mechanism is used to drive the grinding wheel 415 to rotate, the grinding wheel 415 adjustment mechanism is used to adjust the spacing between the grinding wheels 415, and the rail 424 sliding mechanism drives the entire structure to slide on the rail 424.

[0084] A motor mounting base 408 is fixed on the rust removal machine frame 405, and a drive motor 407 is fixed on the motor mounting base 408.

[0085] The hand-held adjustment rod 402 is connected to the rust removal machine frame 405 by a pin. The hand-held adjustment rod 402 is equipped with a raised posture fixing plate buckle 403 and a posture adjustment handle 404. The raised posture fixing plate buckle 403 and the posture adjustment handle 404 are connected by a pin. The pin slides in the waist-shaped groove on the posture adjustment handle 404. The end of the hand-held adjustment rod 402 is provided with a hand handle 401.

[0086] The grinding wheel 415 transmission mechanism includes a belt drive pulley 418, a belt driven pulley 410, a belt 412, a grinding wheel shaft 414, and a grinding wheel 415. The output shaft of the drive motor 407 is connected to the belt drive pulley 418. The belt drive pulley 418 is connected to two belt driven pulleys 410 via the belt 412. Each belt driven pulley 410 is connected to a grinding wheel shaft 414. The grinding wheel shaft 414 is fixed in the grinding wheel shaft fixing sleeve 413 by bearings. One end of the grinding wheel shaft 414 is connected to the grinding wheel 415.

[0087] The belt drive pulley 418 is a double-row pulley, and the belt driven pulley 410 is a single-row pulley.

[0088] The grinding wheel 415 adjustment mechanism includes a grinding wheel rocker arm 421, a grinding wheel rocker arm sliding wheel 420, and a separating disc 419. Each grinding wheel 415 has a corresponding grinding wheel shaft fixing sleeve 413 fixed to a grinding wheel rocker arm 421 by screws. The two grinding wheel rocker arms 421 cross to form a scissor structure, and the grinding wheel rocker arm sliding wheel 420 is installed at the tail of the grinding wheel rocker arm 421. The grinding wheel rocker arm sliding wheel 420 moves in the groove of the separating disc 419. The separating disc 419 is fixed to the rust removal frame 405 by a pin. One end of the separating disc pull line 423 is connected to one side of the separating disc 419, and the other end of the separating disc pull line 423 is directly connected to the handle 401.

[0089] The center of the drive motor 407 coincides with the center of the grinding wheel rocker arm 421.

[0090] One end of each of the two grinding wheel rocker arms 421 is connected to the other via a return spring 409.

[0091] The rail 424 sliding mechanism includes a bearing guide wheel assembly 406, a first lifting adjustment link 411, a second lifting adjustment link 416, and a third lifting adjustment link 417. The first lifting adjustment link 411 and the third lifting adjustment link 417 are connected inside the rust removal frame 405 by pins. The two sets of bearing guide wheel assemblies 406 are fixed to the first lifting adjustment link 411 and the third lifting adjustment link 417 respectively by pins. The first lifting adjustment link 411 and the third lifting adjustment link 417 are connected by the second lifting adjustment link 416. A lifting adjustment roller 422 is installed at the other end of the first lifting adjustment link 411.

[0092] The working principle of the rail rust removal device is as follows:

[0093] Step 1: By operating the rotating handle 401, the pull line pulls the separating disc 419 to separate the two grinding wheels 415. Then, the device is placed on the steel rail 424 to be derusted and guided by the two sets of bearings of the device to slide.

[0094] Step 2: Press the start button on the handrail. A motor drives the belt 412 pulley, which in turn drives the grinding wheels 415 on both sides to start rotating.

[0095] Step 3: Slowly loosen the rotating handle 401 to allow the grinding wheels 415 on both sides to slowly approach the rail 424.

[0096] Step 4: During the grinding process, the feed of the grinding wheel 415 is controlled by the front spring. During this process, the device is directly pushed back and forth to complete the longitudinal grinding. Alternatively, the up and down position of the grinding wheel 415 can be adjusted by pressing down or raising the hand adjustment rod 402 to ensure complete rust removal of the rail web.

[0097] Step 5: When the rust removal is complete, release the start button, the grinding wheel 415 will stop rotating, rotate the handle 401 to separate the two grinding wheels 415, move the device to another steel rail 424 to be rusted, and repeat the above operation.

[0098] The rail rust removal device uses a single motor to simultaneously drive both sides of the grinding wheels 415. It is lightweight and can be easily transported on-site by two people. Operation is simple; the feed rate is adaptively controlled by a spring. The opening and closing of the grinding wheels 415 can be controlled simply by rotating the handle 401 and pulling the separation disc 419. The device allows for vertical adjustment of the grinding wheel 415's position by cranking the adjustable lever 402, based on the wear condition of the grinding wheels 415, ensuring effective rail web rust removal even with uneven wear.

[0099] Step 6, rail welding, including rail clamp alignment, flash welding, upsetting, and slugging; Step 6 includes:

[0100] ① Lower the welding machine onto the rails, ensuring that the gap between the two rails is directly below the mark on the guide shaft, and lower the welding machine until it is pressed against the rails.

[0101] ② The two pairs of jaws on the welding machine head clamp the two rail heads, automatically aligning them very precisely in both horizontal and longitudinal directions within a 500mm range on both sides of the joint (the two rails are simultaneously raised relative to each other by 0.6-0.8mm / m in the longitudinal direction). After the two jaws are energized with a 400V DC voltage, they form two high-voltage electrodes, increasing the welding current; welding is started, activating the automatic welding process; the process proceeds through the pre-flash stage, the stable high-voltage flash stage (during which the rail clamping selector switch should be locked to prevent the welding machine from clamping the rails again at the end of the welding cycle), the low-voltage flash stage, the accelerated flash stage, and the upsetting stage; after upsetting is completed, the entire welding process ends; subsequently, the rail clamping device quickly releases the two jaws, and the pusher blade inside the welding machine head immediately pushes the weld head, thus completing the welding operation on one side of the rail.

[0102] ③ Open the welding machine frame to its maximum position, raise the welding machine until it is completely away from the rail welding joint, remove the push-button weld slag and clean the inside of the welding machine; then release the rail anti-creep device limit, manually push the welded rail to the post-weld normalizing station through the rail transport roller, and after the rail is pushed into place, restore the rail anti-creep device limit again.

[0103] Step 7, post-weld normalizing; Step 7 specifically involves: medium-frequency normalizing should be carried out under conditions where the welded joint is not under tension; the welded joint temperature should be below 500℃ (rail head surface) before normalizing heating, and then the weld is heated using electronic normalizing equipment, with the rail base heated to 800~850℃ and the rail head heated to 900℃±20℃. Natural cooling is preferred. After the rail normalizing operation is completed, the rail anti-creep limiter is released, and the rail is manually pushed to the post-weld straightening and grinding station by the rail transport roller. After the rail is pushed into place, the rail anti-creep limiter is restored again.

[0104] Step 8, Post-weld Straightening and Grinding; Step 8 specifically involves: using hot straightening equipment to straighten the rails, followed by post-weld grinding. Post-weld grinding is divided into rough grinding and fine grinding. Rough grinding uses a hand-held grinder to grind the weld and the top, sides, top, and bottom of the rail head. The weld tread surface should not be under-ground at room temperature. Horizontal grinding is prohibited. The ground surface should be smooth and glossy, not black or blue. Rough grinding should ensure that the surface roughness of the welded joint meets the requirements for flaw detection. Vertical and horizontal misalignment of the non-working surfaces of the welded joint should be transitioned by longitudinal grinding. After the rails are straightened and ground, the rail anti-creep limiter is released, and the rails are manually pushed to the ultrasonic flaw detection station of the weld head using a rail transport roller. After the rails are in place, the rail anti-creep limiter is restored.

[0105] The hot straightening equipment includes a rail straightening frame 1, a frame support rod mechanism 2, a rail connecting rod mechanism 3, a manual hydraulic jack 4, and a gauge 5. The frame support rod mechanism 2 is connected to the rail straightening frame 1. The rail straightening frame 1 is equipped with rail connecting rod mechanisms 3 at both ends. The manual hydraulic jack 4 is placed below the rail straightening frame 1, and the gauge 5 is placed next to the rail.

[0106] The rail straightening machine frame 1 includes a frame 101, with heightening blocks 102 at both ends of the frame 101, a rail top contour block 103 below the heightening blocks 102, and multiple support rod rotating seats 104 on the side of the frame 101.

[0107] The riser block 102 is a structure that raises the space between the frame 101 and the rail when the rail is straightened downwards or upwards. The rail top contour block 103 and the riser block 102 have the same position of smooth hole. The frame 101 has the same position of threaded hole. The rail contour block and the riser block 102 are connected as a whole by using hexagon socket screws and then connected to the threaded hole of the frame 101.

[0108] The frame support rod mechanism 2 includes a support rod 203, the bottom of which is connected to the universal foot 201, and the top of which is provided with a support rod rotating handle 202.

[0109] The rail linkage mechanism 3 includes a first linkage fixing seat 301, with connecting rods 303 at both ends of the first linkage fixing seat 301. The two connecting rods 303 are simultaneously sleeved with a second linkage fixing seat 302. The second linkage fixing seat 302 is connected to the connecting rods 303 through a connecting rod nut 304. The first linkage fixing seat 301 is connected to the connecting rods 303 through a connecting pin 305.

[0110] The manual hydraulic jack 4 includes a manual pump and a jack section. The jack section is located below the rail straightening machine frame 1, and the manual pump is located outside the rail straightening machine frame 1.

[0111] Ruler 5 is a 1-meter ruler.

[0112] After the rail normalizing process, the rail is placed on the first connecting rod fixing seat 301. The overall height of the rail straightening machine frame 1 is adjusted by rotating the handle 202 on the support rod. Simultaneously, the second connecting rod fixing seat 302 is placed on the frame 101, and the manual hydraulic jack 4 is placed below the frame 101, with one end of the jack in contact with the frame 101 and the other end in contact with the rail. The rail connecting rod mechanism 3 is connected to the rail and the rail straightening machine frame 1 via the connecting rod nut 304. Finally, the manual hydraulic pump applies force to the rail using the jack, thereby straightening the rail. During this process, a one-meter straightedge is used to measure the straightness of the rail.

[0113] The specific steps for downward straightening are as follows:

[0114] Step 1): First, connect the rail straightening machine frame 1 and the frame support rod mechanism 2 into a whole using bolts;

[0115] Step 2): After the rail normalizing is completed, the construction personnel place the hot rail on the rail linkage mechanism 3; and place the rail straightening frame 1, which is connected as a whole, directly above the hot rail, with one rail linkage mechanism 3 on each side of the rail straightening frame 1.

[0116] Step 3): Place the manual hydraulic jack 4 under the rail straightening machine frame 1, and tighten the connecting rod nut 304 to ensure a tight connection between the rail connecting rod mechanism 3 and the rail straightening machine frame 1 and the hot rail. Figure 1 As shown;

[0117] Step 4): Use the manual hydraulic jack 4 to push the jack out and maintain the force for more than 30 seconds before releasing the jack. Use the gauge 5 to measure the straightness of the rail. Repeat this process until the rail is straight enough to meet the requirements.

[0118] Step 5): After the hot rail straightening is completed, remove the straightening mechanism.

[0119] The specific steps for left-right alignment are as follows:

[0120] Step 1): First, connect the rail straightening machine frame 1 and the frame support rod mechanism 2 into a whole using bolts;

[0121] Step 2): After the rail normalizing is completed, the construction personnel place the hot rail on the rail linkage mechanism 3; and connect the rail straightening frame 1, which is connected as a whole, to the rail linkage mechanism 3, making it parallel to the rail web side. There is one rail linkage mechanism 3 on each side of the rail straightening frame 1.

[0122] Step 3): Place the manual hydraulic jack 4 under the rail straightening machine frame 1, and tighten the connecting rod nut 304 to ensure a tight connection between the rail connecting rod mechanism 3 and the rail straightening machine frame 1 and the hot rail. Figure 5 As shown;

[0123] Step 4): Use the manual hydraulic jack 4 to push the jack out and maintain the force for more than 30 seconds before releasing the jack. Use the 5-gauge 5 to measure the straightness of the rail. Repeat this process until the rail is straight enough to meet the requirements.

[0124] Step 5): After the hot rail straightening is completed, remove the straightening mechanism.

[0125] The specific steps for upward straightening are as follows:

[0126] Step 1): First, connect the rail straightening machine frame 1 and the frame support rod mechanism 2 into a whole using bolts;

[0127] Step 2): After the rail normalizing is completed, the construction personnel place the hot rail on the rail linkage mechanism 3; and bring the rail top contour block 103 on the rail straightening frame 1 into contact with the top of the hot rail, while placing the rail linkage mechanism 3 at the center of the rail straightening frame 1.

[0128] Step 3): Place the manual hydraulic jack 4 above the rail straightening machine frame 1, with the top of the jack piston rod contacting the top of the rail straightening machine frame 1 and the bottom of the jack contacting the bottom of the second connecting rod fixing seat 302. Tighten the connecting rod nut 304 to ensure a tight connection between the rail connecting rod mechanism 3 and the rail straightening machine frame 1 with the hot rail. Figure 6 As shown;

[0129] Step 4): Use the manual hydraulic jack 4 to push the jack out and maintain the force for more than 30 seconds before releasing the jack. Use the gauge 5 to measure the straightness of the rail. Repeat this process until the rail is straight enough to meet the requirements.

[0130] Step 5): After the hot rail straightening is completed, remove the straightening mechanism.

[0131] Step 9: Ultrasonic testing, data recording, and analysis of welded joints. Specifically, each rail weld joint undergoes ultrasonic testing, and a testing record is completed. Before testing, the weld temperature should be lowered to below 40℃, and rust and slag on both sides of the weld should be cleaned to ensure good coupling between the probe and the rail and reduce probe wear. Cooling can be done by water pouring, but the rail head temperature must not exceed 350℃ during water pouring. Apply a special testing oil evenly to the ground welded rail base, web, rail head, and the triangular area of ​​the rail base, then perform testing using the probe. The testing results must not show any harmful defects such as incomplete penetration, overheating, cracks, porosity, or slag inclusions. Testing is complete. Records must be complete, timely, and accurate. If defects are found, the situation should be illustrated with diagrams, and a treatment plan should be written. After completing the welding, deburring, grinding, and testing of each joint, relevant data and information should be collected, organized, analyzed, recorded, and archived. The original forms, after being filled out accurately, should be managed by a designated person.

[0132] Step 10: After the rail welded joints pass inspection, the rails are stored. Specifically, after passing flaw detection, the rails, as the 25m length rails are continuously welded, are manually pushed forward using a rail transport roller until all 250m of rail is welded. 100mm*100mm hardwood strips are placed at the bottom of the rails, evenly spaced 6 meters apart on the railway shoulder. Leveling is achieved using hardwood boards of varying thicknesses. The rails at the rail transport roller are then raised using a pry bar, the roller is removed, and the rails are placed on the leveled hardwood strips for storage. During storage, care must be taken to adjust the straightness of the rails to prevent deformation.

[0133] Step 11: Repeat steps 3 to 10 above to continue welding the 25m standard length rails into a second 250m rail, which is then stored on the railway shoulder. After the construction is completed, the rail welding unit is moved to the vicinity of the next rail storage area.

[0134] This application presents a construction method based on the on-site seamless track construction of dual-purpose railway and highway rail welding and on-site train equipment. Before ballast is laid after the roadbed construction is completed, 25m rails are welded together to form 250m long rails on both sides of the roadbed shoulders, ensuring the quality of the welded joints on the railway shoulders. This method allows for rail welding before the railway track is laid, which helps ensure the construction schedule. While ensuring both schedule and quality, this method eliminates the need to build a rail welding base and purchase long rail transportation equipment, saving investment and providing a new construction approach for areas unsuitable for rail welding plants. Furthermore, this method allows for pre-storage of rails on-site, saving time spent transporting rails to the construction site during subsequent track laying. The construction method described in this application can quickly switch between railway and automobile travel modes. It uses a self-propelled dual-purpose road-rail rail welding vehicle to independently enter the track for rail welding construction using level crossings or lateral movement devices, reducing the costs of relocation and entering / exiting the track. It does not require power traction from the railcar and can achieve free relocation between road and rail.

Claims

1. A mechanized construction method for ensuring the quality of welded joints under railway shoulder rail welding conditions, characterized in that: Includes the following steps: Step 1: Railway subgrade formation; Step 2: The 25m steel rails are brought to the site and stored on the railway shoulder; Step 3: Set up the rail welding production station; Step 4: The dual-purpose rail welding unit for both road and rail uses self-propelled alignment of the railway shoulder; Step 5: Cleaning the rail clamps and removing rust from the rail ends before welding; Step 6, rail welding, including rail clamp alignment, flash welding, upsetting, and slugging; Step 7, post-weld normalizing; Step 8: Straighten and grind after welding; Step 9: Ultrasonic testing of welded joints, data recording and analysis; Step 10: The rail welded joints pass inspection, and the rails are stored. Step 2 specifically involves: after the railway subgrade is formed, transporting 25-meter standard-length steel rails to the railway subgrade. Every 250m, a steel rail storage area is set up on each side of the subgrade. The steel rails required for the 250m of track on both sides are stored together and neatly stacked on the shoulders of the railway subgrade. The steel rails are stored on site in advance. The bottom of the steel rails is supported by hard square timber at intervals. The two ends of the steel rails are each suspended by 1.25m. Hard square timber is also used to support the steel rails at intervals between different layers. The number of steel rails stored in each layer decreases from bottom to top. Step 3 specifically involves: directly using the railway subgrade as the construction site, setting up rail welding production stations using railway rail transport rollers, with 4 rail transport rollers spaced 7.5m apart under each 25m rail, and planning rail rust removal and grinding stations, rail welding stations, post-weld normalizing stations, post-weld straightening and grinding stations, and rail flaw detection stations in sequence at 25m intervals along the line direction in an assembly line operation mode, with the bottom of the rail transport rollers supported and leveled by hardwood boards.

2. The mechanized construction method for ensuring the quality of welded joints under railway shoulder rail welding conditions as described in claim 1, characterized in that: Step 1 specifically involves the following steps: once the railway subgrade has been filled to the design elevation and passed inspection, the railway subgrade is basically formed.

3. The mechanized construction method for ensuring the quality of welded joints under railway shoulder rail welding conditions as described in claim 1, characterized in that: Step 4 specifically involves: using a dual-purpose rail welding unit for both road and rail, after the welding operation is completed, the unit is flexibly transferred to various construction sites via the roadbed. After the rails are stored on the railway shoulder, the dual-purpose rail welding unit, equipped with electronic normalizing equipment, enters the site. Using its own power unit, the unit travels on the railway roadbed to a position 25m in front of the rail storage area. The unit is parked parallel to the railway roadbed, occupying one lane of the double-track railway. After preparation, the unit moves to the welding joint. The container rotates its front wall upwards until it is flush with the ceiling and locks it. The lifting mechanism, along with the welding machine, moves outwards along the track to the platform outside the end wall. The boom-driven hydraulic cylinder extends and lowers the rotating arm, bringing the welding machine down close to the rail. The turntable rotates, allowing the welding machine to enter the welding working position.

4. The mechanized construction method for ensuring the quality of welded joints under railway shoulder rail welding conditions as described in claim 1, characterized in that: Step 5 specifically involves: After the rail welding production station is set up, a 25m rail is hoisted and placed on a large rail transport roller. To adapt to various roadbed slopes and prevent the rail from slipping downhill on the rail transport roller, a rail anti-creep device is installed at the bottom of the rail to restrict its free displacement. After the rail welding is completed, the rail anti-creep device is released, and the rail is manually pushed to the rail derusting, grinding, and welding station via the rail transport roller. After the rail is pushed, the rail anti-creep device is restored to its original position. The rail derusting device is used to remove oxide scale from the end face of the rail to be welded and grind the clamping area. The contact area between the rail and the flash welding electrode is derusted and ground.

5. The mechanized construction method for ensuring the quality of welded joints under railway shoulder rail welding conditions as described in claim 1, characterized in that: Step 6 includes: ① Lower the welding machine onto the rails, ensuring that the gap between the two rails is directly below the mark on the guide shaft, and lower the welding machine until it is pressed against the rails; ② The two pairs of jaws on the welding machine head clamp the two rail heads. The automatic alignment system automatically aligns the two sides of the joint in both horizontal and longitudinal directions. The two rails at both ends are simultaneously raised relative to each other by 0.6-0.8 mm / m in the longitudinal direction. After the two jaws are energized with a 400V DC voltage, they form two high-voltage electrodes, increasing the welding current. A 6-8V AC current is formed between the two jaws to obtain a larger welding current. Welding is started, and the automatic welding process is activated. The process enters the pre-flash stage, the stable high-voltage flash stage, the low-voltage flash stage, the accelerated flash stage, and the upsetting stage. After upsetting is completed, the entire welding process ends. Then, the rail clamping device quickly releases the two jaws, and the pusher knife in the welding machine head immediately pushes the sluice, thereby completing the welding operation of one side of the rail. ③ Open the welding machine frame to its maximum position, raise the welding machine until it is completely away from the rail welding joint, remove the push-button weld slag and clean the inside of the welding machine; then release the rail anti-creep device limit, manually push the welded rail to the post-weld normalizing station through the rail transport roller, and after the rail is pushed into place, restore the rail anti-creep device limit again.

6. The mechanized construction method for ensuring the quality of welded joints under railway shoulder rail welding conditions as described in claim 1, characterized in that: Step 7 specifically involves: medium-frequency normalizing should be carried out under conditions where the welded joint is not under tension; the welded joint temperature should be below 500℃ before normalizing heating, and then the weld is heated using electronic normalizing equipment, with the rail base heated to 800-850℃ and the rail head heated to 900℃±20℃. Natural cooling is used. After the rail normalizing operation is completed, the rail anti-creep device limit is released, and the rail is manually pushed to the post-weld straightening and grinding station by the rail conveying roller. After the rail is pushed into place, the rail anti-creep device limit is restored again.

7. The mechanized construction method for ensuring the quality of welded joints under railway shoulder rail welding conditions as described in claim 1, characterized in that: Step 8 specifically involves: straightening the rail using a hot straightening device; after straightening, post-weld grinding of the rail is performed, which is divided into rough grinding and fine grinding. Rough grinding is performed using a hand-held grinder to grind the weld and the top, sides, top, and bottom of the rail head. Rough grinding should ensure that the surface roughness of the welded joint meets the requirements of flaw detection. Vertical and horizontal misalignment of the non-working surfaces of the welded joint should be transitioned by longitudinal grinding. After the rail is straightened and ground, the rail anti-creep device limit is released, and the rail is manually pushed to the ultrasonic flaw detection station of the weld head using a rail transport roller. After the rail is pushed into place, the rail anti-creep device limit is restored.

8. The mechanized construction method for ensuring the quality of welded joints under railway shoulder rail welding conditions as described in claim 1, characterized in that: Step 9 specifically involves: performing ultrasonic testing on each rail weld head. Before testing, the temperature at the weld should be reduced to below 40°C, and rust and slag on both sides of the weld should be cleaned to ensure good coupling between the probe and the rail and reduce probe wear. Cooling is carried out by water pouring. The rail head temperature should not exceed 350°C during water pouring. Special testing oil is evenly applied to the polished welded rail base, rail web, rail head, and the triangular area of ​​the rail base. Then, the probe is used to perform testing. The testing is then completed.

9. The mechanized construction method for ensuring the quality of welded joints under railway shoulder rail welding conditions as described in claim 1, characterized in that: Step 10 specifically involves: after the rail has passed the flaw detection test, as the 25m section of rail is continuously welded, it is manually pushed forward by the rail transport roller until all 250m of rail is welded; 100mm*100mm cross-section hardwood strips are placed at the bottom of the rail, evenly spaced on the railway shoulder, and leveled using hardwood boards of different thicknesses; the rail is then raised at the rail transport roller using a pry bar, the rail transport roller is removed, and the rail is placed on the leveled hardwood strips for storage.

10. The mechanized construction method for ensuring the quality of welded joints under railway shoulder rail welding conditions according to claim 1, characterized in that: It also includes step 11: repeat steps 3 to 10 above to continue welding the 25m standard length rail into a second 250m rail, which is then stored on the railway shoulder. After the construction is completed, the rail welding unit is moved to the vicinity of the next rail storage area.

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