Top bending method for welded alloy steel wing rail

Abstract

According to the top bending method for the welded alloy steel wing rail, under different bending amounts, the top bending mode of the welded alloy steel wing rail is as follows: when the bending amount is smaller than or equal to 30 mm / 600 mm and top bending does not span a weld joint, normal-temperature top bending is adopted for the welded alloy steel wing rail; and when the cross-weld-joint top bending is carried out or the bending amount is larger than 30 mm / 600 mm, heating top bending is carried out on the welding type alloy steel wing rail, and the heating top bending temperature is smaller than 400 DEG C. The technical problems of how to ensure the quality of the bent part after the top bending of the welded alloy steel wing rail and how to consider the production efficiency are solved; while top bending is efficiently completed, it is ensured that the performance of raw materials is not changed after top bending of the steel rail, and no defect exists after bending points are subjected to flaw detection.

Description

Technical Field

[0001] The invention specifically relates to a top bending method for a welded alloy steel wing rail. Background Art

[0002] Bainitic alloy steel has become the development direction of the new generation of railway steel due to its high strength, good plasticity and wear resistance.

[0003] At present, the structural design of alloy steel combined frogs used in railway turnouts leads to poor stress conditions on the wing rails in the harmful space of the frogs, serious wear and damage to the wing rails, and affects the service life and driving safety of the entire frog set. In response to this, a welded wing rail reinforced combined frog reinforced protection structure with announcement number CN211689681U is proposed, which adopts a wear-resistant alloy steel rail welded in the harmful space of the frog, greatly improving the service life and driving safety of the entire frog set.

[0004] However, in actual production, alloy steel rails and ordinary pearlite rails need to be bent after welding, and welded alloy steel wing rails have the problem of bending across the weld. In order to ensure the quality of the weld and the bend after bending, and take into account production efficiency, the following technical solution is proposed. Summary of the invention

[0005] The technical problem solved by the present invention is: to provide a method for top bending of a welded alloy steel wing rail, to solve the technical problem of how to ensure the quality of the bending part after the top bending of the welded alloy steel wing rail while taking into account the production efficiency; while efficiently completing the top bending, to ensure that the performance of the raw material does not change after the top bending of the rail, and that there are no defects after the bending point is inspected.

[0006] The technical solution adopted by the present invention is: a method for top bending of a welded alloy steel wing rail. Under different bending amounts, the top bending modes of the welded alloy steel wing rail are as follows: when the bending amount is ≤30mm / 600mm and the top bending does not cross the weld, the welded alloy steel wing rail is top bent at room temperature; when the top bending crosses the weld, or the bending amount is greater than 30mm / 600mm, the welded alloy steel wing rail is top bent by heating, and the temperature of the heating top bending is less than 400°C.

[0007] In the above technical solution, as a further improvement of the present invention: the temperature of the heated top bend is 300±50°C.

[0008] Among the above technical solutions, as the preferred technical solution of the present invention: the heating method of the heated top bend is to use a contour sensor to inductively heat the welded alloy steel wing rail.

[0009] In the above technical scheme, as a further improvement of the present invention: it includes horizontal bending and up and down bending; the horizontal bending refers to the top bending in which the bending deformation direction is perpendicular to the height of the rail; the up and down bending refers to the top bending in which the bending deformation direction is parallel to the height of the rail; when bending horizontally, the horizontal distance between the top bending machine head and the two sides of the bending point is 250±20mm respectively; when bending up and down, the horizontal distance between the top bending machine head and the two sides of the bending point is 300±20mm respectively.

[0010] In the above technical scheme, as a further improvement of the present invention: it also includes a flaw detection operation after top bending; the flaw detection operation is to perform ultrasonic flaw detection and magnetic particle flaw detection within a range of 150mm on both sides of the bending point. If no internal or external defects are found, it is a qualified welded alloy steel wing rail.

[0011] Among the above technical solutions, as the preferred technical solution of the present invention: the welded alloy steel wing rail is composed of ordinary rail I, alloy steel rail and ordinary rail II which are welded together in sequence; the alloy steel rail covers the harmful space of the frog.

[0012] Among the above technical solutions, as a preferred technical solution of the present invention: the welded alloy steel wing rail has a weld perpendicular to the extension direction of the rail.

[0013] In the above technical solution, as another technical solution of the present invention: the ordinary rails I and II can be replaced by alloy steel rails.

[0014] In the above technical solution, as a further improvement of the present invention: it also includes a weld reinforcement protection structure; the weld reinforcement protection structure is arranged at the weld position between the frog throat and the frog theoretical tip.

[0015] In the above technical solution, as a further improvement of the present invention: the weld reinforcement protection structure is composed of spacer irons, rail clamps and bolt assemblies.

[0016] The advantages of the present invention compared with the prior art are:

[0017] 1. When the bending amount of the present invention is not more than 30mm / 600mm and does not cross the weld, the bending is carried out at room temperature; for the bending across the weld, or when the bending amount is greater than 30mm / 600mm, the heating bending is carried out; while ensuring the quality of the weld and the bending part after the bending, the energy loss is reduced and the work efficiency is improved.

[0018] 2. The present invention heats the bending point of the alloy steel wing rail that needs to be heated at a temperature of 300±50°C. Heating within this temperature range will not produce significant changes in the performance of the alloy steel rail.

[0019] 3. The present invention selects a contoured sensor to induction heat the wing rail, which is highly efficient, safe and environmentally friendly compared to traditional flame heating and resistance wire heating box heating.

[0020] 4. During the top bending process of the present invention, the top bending machine head support distance for horizontal bending is 250±20mm on both sides of the bending point, and the upper and lower bending is 300±20mm on both sides of the bending point, thereby avoiding the phenomenon of "top moving" and "bulging" caused by incorrect selection of the head spacing. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a schematic diagram of the welded alloy steel wing rail of the present invention before top bending;

[0022] Figure 2 This is a schematic diagram of the welded alloy steel wing rail after top bending of the present invention;

[0023] Figure 3 It is a schematic diagram of the bending amount of the welded alloy steel wing rail of the present invention;

[0024] Figure 4 A schematic diagram of the overall structure of a combined frog associated with a welded alloy steel wing rail related to the present invention;

[0025] Figure 5 for Figure 4 A magnified detail of the middle weld reinforcement protection structure;

[0026] In the figure: 1-ordinary rail I, 2-alloy steel rail, 3-ordinary rail II, 4-bolt assembly, 5-rail clamp, 6-weld, 7-spacer iron, 8-frog throat, 9-frog theoretical tip, 10-head, 11-bending point, 12-welded alloy steel wing rail. DETAILED DESCRIPTION

[0027] The following will be combined with the attached embodiment of the present invention Figure 1-5 , the technical solutions in the embodiments of the present invention are clearly and completely described. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0028] A method for top bending of a welded alloy steel wing rail. The welded alloy steel wing rail 12 of the present invention is mainly suitable for 60kg / m welded alloy steel wing rails and 50kg / m welded alloy steel wing rails. Under different bending amounts, the top bending methods of the welded alloy steel wing rail 12 are as follows:

[0029] When the bending amount is ≤30mm / 600mm and does not cross the weld, the welded alloy steel wing rail 12 is bent at room temperature; when it crosses the weld, or the bending amount is greater than 30mm / 600mm, the welded alloy steel wing rail 12 is bent by heating, and the temperature of the heated bending is less than 400°C.

[0030] It should be noted that: in order to ensure that the performance of the welded alloy steel wing rail 12 does not change significantly after heating and top bending, this embodiment of the scheme conducts test detection and analysis on the performance of the alloy steel rail raw material used for the welded alloy steel wing rail 12 at different heating temperatures. It is found that the actual heating temperature of the alloy steel rail raw material for the wing rail includes 250℃, 300℃, 350℃, 400℃, 500℃, 600℃, 750℃, and 900℃. After insulation for 60 minutes and air cooling, the hardness of the top surface of the rail, the hardness of the entire cross-section, the pull rods and impacts at different parts, and the microstructure of the rail head are tested and analyzed one by one. The results show that when heated at 400℃ and above, the performance of individual items such as impact toughness, hardness, and tensile strength has decreased significantly. Therefore, the wing rail is heated in a temperature range less than the turning point of 400℃. When the bending amount of the present invention is not greater than 30mm / 600mm and does not cross the weld, top bending is performed at room temperature; for top bending across the weld, or when the bending amount is greater than 30mm / 600mm, heated top bending is performed; while ensuring the quality of the weld and the bending part after top bending, energy loss is reduced and work efficiency is improved.

[0031] In the above embodiment, as a further improved embodiment of the present invention, the temperature of the heated top bending is 300±50℃. That is, the present invention conducted another test, detection and analysis, and finally determined that the heated top bending temperature of the welded alloy steel wing rail 12 is: 300±50℃. The results show that: the welded alloy steel wing rail 12 is heated within the range of 300±50℃, which reduces the difficulty of its top bending at a lower energy consumption; at the same time, it avoids the generation of defects in the weld 6 and the bending point 11 during top bending, and the performance of the wing rail at the heating point does not change significantly, which improves the top bending efficiency while not affecting the quality of the wing rail bending point. For the top bending process of the welded alloy steel wing rail 12, please refer to Figure 1 to Figure 2 The bending amount is measured as shown in Figure 3 shown.

[0032] In the above-mentioned embodiment, as a preferred embodiment of the present invention: the heating method for heating the top bend is to use a profiling sensor to induction heat the welded alloy steel wing rail 12. The reason why the present invention uses the profiling sensor induction heating method to heat the welded alloy steel wing rail 12 is that compared with flame heating, the uniformity of the temperature in the heating area and the internal and external quality are improved, and the temperatures in each area are closer, avoiding overheating or even overburning defects; compared with the resistance wire heating box, the efficiency of heating the alloy steel wing rail is improved, and the heating time is reduced from about 10 minutes to about 2.5 minutes. Therefore, the present invention selects the profiling sensor induction heating wing rail, which is more efficient, safe and environmentally friendly than traditional flame heating and resistance wire heating box heating.

[0033] During top bending: In the above embodiment, as a further improved embodiment of the present invention: it includes horizontal bending and up and down bending; the horizontal bending refers to the top bending in which the bending deformation direction is perpendicular to the height of the rail; the up and down bending refers to the top bending in which the bending deformation direction is parallel to the height of the rail. During horizontal bending, the top bending machine head 10 is operated at a horizontal distance of 250±20mm on both sides of the bending point 11; during up and down bending, the top bending machine head 10 is operated at a horizontal distance of 300±20mm on both sides of the bending point 11. The above process constraints avoid the phenomenon of "unable to top", "bulging", or "bending into a round shape" due to the selection of too small or too large head spacing, avoid the occurrence of low top bending efficiency, or the occurrence of re-adjustment problems, and even avoid the occurrence of scrap problems caused by defects in the waist of the rail.

[0034] In the above embodiment, as a further improved embodiment of the present invention, it also includes a flaw detection operation after top bending; the flaw detection operation is to perform ultrasonic flaw detection and magnetic particle flaw detection on the range of 150mm on both sides of the bending point 11 and the weld 6 after the cross weld top bending. If no internal or external defects are found, it is a qualified welded alloy steel wing rail 12. Ultrasonic flaw detection is suitable for detecting various defects inside the top bending wing rail, such as oxide layer, pores, inclusions, cracks, deformation, etc. It can detect defects of various shapes and sizes without being restricted by the surface condition of the material. Ultrasonic waves have strong penetrating power and can detect deeper internal defects, accurately locate the position of defects, and accurately evaluate the size and shape of defects. Ultrasonic flaw detection is a non-destructive detection method that will not cause any damage to the top bending wing rail. Detection can be carried out without interrupting production, reducing maintenance costs. Ultrasonic flaw detection can provide detection results in real time, which is convenient for timely detection of problems and taking corresponding measures. The equipment is light and flexible to use, and is suitable for working in various environments such as workshops, fields and underwater. Magnetic particle inspection can detect tiny defects on the surface and near the surface of the top bend wing rail, such as cracks, pores and inclusions. It has a good effect on the detection of surface defects of ferromagnetic materials and is suitable for detecting welded joints and surface defects of top bend wing rails. The test results of magnetic particle inspection are intuitive and easy to understand. The shape and location information of the defects can be displayed intuitively, so that the inspectors can quickly judge the severity of the defects and take corresponding repair measures. The operation of magnetic particle inspection is relatively simple and fast, and the results can be obtained in a relatively short time. It is of great value to the manufacturing industry with large quantities and strict requirements, and can significantly improve production efficiency. The equipment for magnetic particle inspection is relatively simple and low in cost. Magnetic particles and magnetization equipment can be reused, which reduces the cost of inspection.

[0035] The cross-sectional hardness, surface hardness, tension rod, impact, microstructure and other properties of the welded alloy steel wing rail 12 at the bend after top bending were tested and analyzed. Except that the outer side of the bend of the rail head and rail bottom was deformed due to tension, the strength (tensile strength, yield strength) increased and the plasticity (elongation after fracture) decreased, there was no obvious change in the properties of other parts.

[0036] Specifically: for the welded alloy steel wing rail 12 that needs to be bent, whether heating is required for bending is determined according to the bending amount and the distance between the bending point and the weld. When the bending amount is not greater than 30mm / 600mm and does not cross the weld, bending is performed at room temperature; when the bending point is close to the weld and needs to cross the weld, or when the bending amount is greater than 30mm / 600mm, a profiling sensor is used to heat the bending point by induction heating, and the heating temperature is within the range of 300±50℃. After the heating stops, bending is performed.

[0037] When bending at room temperature or under heating, select the appropriate head spacing according to the bending direction, that is, horizontal bending is performed at 250±20mm on both sides of the bending point, and vertical bending is performed at 300±20mm on both sides of the bending point. After the bending amount is adjusted to the requirements of the drawing, magnetic particle and ultrasonic non-destructive testing is required for the entire section of the rail within 150mm before and after the bending point 11, as well as the weld 6 after the cross-weld bending. If there are no defects in the inspection, the entire bending process is completed.

[0038] Embodiment 1:

[0039] The bending point of the wing rail does not cross the weld, the horizontal bending amount is 22mm / 600mm, and the upper and lower bending amount is 7mm / 600mm. Non-heating top bending is adopted, and the horizontal bending head spacing is 250mm, and the upper and lower bending head spacing is 300mm. According to the bending point of the welded alloy steel wing rail 12 after top bending in Example 1, no internal or external defects are detected by magnetic powder and ultrasonic flaw detection. After sampling and testing, the mechanical properties of the bending point are shown in Table 1.

[0040] Embodiment 2:

[0041] The bending point of the wing rail crosses the weld, the horizontal bending amount is 21mm / 600mm, and the upper and lower bending amount is 6mm / 600mm. The heating top bending is performed at a temperature not greater than 350°C, the horizontal bending head spacing is 250mm, and the upper and lower bending head spacing is 300mm. According to the bending point and weld of the welded alloy steel wing rail 12 after top bending in Example 2, no internal or external defects were detected by magnetic powder and ultrasonic testing. The mechanical properties at the bending point are shown in Table 1.

[0042] Embodiment 3:

[0043] The bending point of the wing rail crosses the weld, and the horizontal bending amount is 35mm / 600mm. The temperature is not more than 350℃ for heating top bending, and the horizontal bending head spacing is 250mm. According to Example 3, no internal or external defects are detected at the bending point and weld of the welded alloy steel wing rail 12 after top bending by magnetic powder and ultrasonic testing.

[0044] Table 1: Table of various embodiments and their mechanical properties

[0045]

[0046] The present invention is mainly applicable to 60kg / m welded alloy steel wing rails and 50kg / m welded alloy steel wing rails. When the two wing rails are bent at the top, only some adjustments need to be made on the profiling sensor during the method process, and the rest remain unchanged.

[0047] In the above embodiments, as a preferred embodiment of the present invention: (such as Figures 4 to 5 As shown in the figure, the welded alloy steel wing rail 12 is composed of a common rail Ⅰ1, an alloy steel rail 2, and a common rail Ⅱ3 which are welded together in sequence; the alloy steel rail 2 covers the harmful space of the frog.

[0048] It should be noted that the specific structure of the combined frog to which the welded alloy steel wing rail 12 of the present invention is specifically applied can be found in the specific implementation method section in the specification of the Chinese utility model patent "A welded wing rail reinforced combined frog reinforced protection structure" disclosed in the announcement number CN211689681U; therefore, the specific structure related thereto will not be repeated here.

[0049] In the above embodiment, as a preferred embodiment of the present invention: the welded alloy steel wing rail 12 has a weld 6 perpendicular to the extension direction of the rail. The weld 6 is perpendicular to the extension direction of the rail, which can more effectively disperse and resist the longitudinal and transverse stresses from the train during operation, thereby improving the overall strength and stability of the track. This direction of the weld 6 helps to reduce the concentration of stress at the weld, reduce the risk of weld cracking, and improve the durability of the track. Since the direction of the weld 6 is perpendicular to the extension direction of the rail, it can more effectively reduce the vibration generated when the train passes, and improve the stability of the train. The design of the weld 6 perpendicular to the extension direction of the rail can simplify the welding construction process and improve the construction efficiency. The optimized design of the weld 6 can reduce unnecessary material waste and reduce construction costs. The weld 6 is perpendicular to the extension direction of the rail, making it easier to check and monitor the weld status, which helps to timely discover and deal with potential problems. When the wing rail needs to be repaired or replaced, since the direction of the weld 6 is clear and easy to identify, the maintenance process can be simplified and the difficulty and cost of maintenance can be reduced.

[0050] In the above embodiment, as another embodiment of the present invention: the ordinary rails Ⅰ1 and Ⅱ3 can be replaced by alloy steel rails. Alloy steel rails have higher strength and wear resistance than ordinary rails. The high strength and wear resistance of alloy steel rails not only improve the durability of the track, but also enhance the stability and safety of the track. In high-speed train operation and heavy-load transportation, alloy steel rails can better maintain the geometry and dimensional accuracy of the track, reduce the fluctuation and unevenness of the track, and reduce the vibration and noise during train operation. This helps to ensure the smoothness and safety of train operation and reduce the risk of train derailment and accidents. The high wear resistance and long life of alloy steel rails mean that they require less maintenance and replacement. Alloy steel rails also have good corrosion resistance and weather resistance, and can adapt to various complex environmental conditions. Replacing ordinary rails with alloy steel rails can also improve the overall performance of the railway system. At the same time, the harmful space of the frog can be partially replaced.

[0051] In the above embodiment, as a further improved embodiment of the present invention, it also includes a weld reinforcement protection structure; the weld reinforcement protection structure is arranged at the weld 6 position between the frog throat 8 and the frog theoretical tip 9. It is beneficial to improve the strength and durability of the weld; optimize the frog structure performance, improve the overall rigidity of the frog, and enhance the impact resistance of the frog; facilitate maintenance and overhaul, and improve the overhaul efficiency; improve the driving safety and stability, reduce the risk of derailment, and adapt to complex environmental conditions.

[0052] In the above embodiment, as a further improved embodiment of the present invention: the weld reinforcement protection structure is composed of a spacer iron 7, a rail clamp 5 and a bolt assembly 4. Specifically, it should be emphasized that the spacer iron 7 is a long wedge-shaped structure, and the longitudinal section along its center is rectangular, and bolt connection holes are provided at both ends, which are transversely through and perpendicular to the waist of the wing rail. There are two rail clamps 5, which are arranged on the outside of the two wing rails. Through bolt connection holes are provided on both sides of the rail clamp 5, which match the bolt connection holes on the spacer iron 7. The bolt assembly 4 includes bolts and nuts. The bolts pass through the aforementioned bolt connection holes and fix the spacer iron 7 and the rail clamp 5 to the two welded wing rails, which protects the weld. The reinforcement effect of the spacer iron 7 improves the strength and stability of the weld. The modular design is easy to install and maintain, easy to inspect and monitor; enhances the overall performance of the frog, improves durability, and enhances impact resistance; and adapts to complex environmental conditions.

[0053] From the above description, it can be found that: the present invention adopts a contoured sensor to induction heat the alloy steel wing rail, which improves the uniformity of the temperature in the heating zone and the internal and external qualities compared to flame heating, and the temperatures in each zone are closer, avoiding overheating or even overburning defects; compared with the resistance wire heating box, the heating efficiency of the alloy steel wing rail is improved, and the heating time is reduced from about 10 minutes to about 2.5 minutes.

[0054] The alloy steel wing rail of the present invention is heated within the range of 300±50°C, and the difficulty of top bending is reduced at a lower energy consumption. The generation of defects in welds and bending points during top bending is avoided, and the performance of the wing rail at the heated position does not change significantly, while improving the top bending efficiency, the quality of the wing rail bending position is not affected.

[0055] The present invention specifies that when the bending amount of the alloy steel wing rail is not greater than 30mm / 600mm and does not cross the weld, the top bending is performed at room temperature. For the top bending across the weld, or when the bending amount is greater than 30mm / 600mm, the top bending is performed after heating. The requirements for whether to heat during the top bending process are refined, so that the production efficiency is further improved under the premise of ensuring the quality of the bending point.

[0056] Through experiments, the present invention clarifies the distance between the top bend and the top bend during top bending, that is, the horizontal bend is operated at 250±20mm on both sides of the bending point, and the top bend is operated at 300±20mm on both sides of the bending point. This can avoid the phenomenon of "top not moving", "bulging", or "bending becoming round" due to too small or too large top bend distance, avoid low top bending efficiency, or re-adjustment, and even avoid the problem of waste caused by the top defect of the rail waist.

[0057] In summary, the present invention is highly efficient, safe and environmentally friendly; it will not produce significant changes in the performance of the alloy steel rail; while ensuring the quality of the weld and the bend after top bending, it reduces energy loss and improves work efficiency; it avoids the phenomena of "unable to top" and "bulging" due to incorrect selection of the top head spacing, and the quality is stable and reliable.

[0058] It should be understood that those skilled in the art should regard the specification as a whole, and the technical solutions in this embodiment may also be appropriately arranged and combined to form other implementation methods that can be understood by those skilled in the art.

[0059] The above preferred embodiments are not intended to limit the scope of implementation of the present invention, so all equivalent changes made to the contents described in the claims of the present invention should be included in the scope of the claims of the present invention.

Claims

1. A method for top bending of a welded alloy steel wing rail, characterized in that: Under different bending amounts, the top bending modes of the welded alloy steel wing rail (12) are as follows: When the bending amount is ≤30mm / 600mm and the top bending does not cross the weld, the welded alloy steel wing rail (12) is subjected to normal temperature top bending; when the top bending crosses the weld, or the bending amount is greater than 30mm / 600mm, the welded alloy steel wing rail (12) is subjected to heated top bending, and the temperature of the heated top bending is less than 400°C.

2. The method for top bending of welded alloy steel wing rails according to claim 1, characterized in that: The temperature of the heated top bend is 300±50℃.

3. The method for top bending of welded alloy steel wing rail according to claim 1 or 2, characterized in that: The heating method of the heated top bend is to use a contoured inductor to inductively heat the welded alloy steel wing rail (12).

4. The method for top bending of welded alloy steel wing rails according to claim 1, characterized in that: Including horizontal bends and up and down bends; The horizontal bend refers to the top bend where the bending deformation direction is perpendicular to the height of the rail; The upper and lower bends refer to the top bends in which the bending deformation direction is parallel to the height of the rail; When bending horizontally, the top bending machine head (10) is operated at a horizontal distance of 250±20 mm from both sides of the bending point (11); When bending up and down, the horizontal distance between the top head (10) of the bending machine and both sides of the bending point (11) is 300±20mm respectively.

5. The method for top bending of welded alloy steel wing rails according to claim 1, 2 or 4, characterized in that: It also includes a flaw detection operation after top bending; the flaw detection operation is to perform ultrasonic flaw detection and magnetic particle flaw detection within a range of 150 mm on both sides of the bending point (11). If no internal or external defects are found, the welded alloy steel wing rail (12) is qualified.

6. The method for top bending of welded alloy steel wing rails according to claim 1, characterized in that: The welded alloy steel wing rail (12) is composed of a common rail I (1), an alloy steel rail (2), and a common rail II (3) which are welded together in sequence; the alloy steel rail (2) covers the harmful space of the frog.

7. The method for top bending of welded alloy steel wing rails according to claim 6, characterized in that: The welded alloy steel wing rail (12) has a weld (6) perpendicular to the extension direction of the rail.

8. The method for top bending of welded alloy steel wing rails according to claim 6, characterized in that: The ordinary steel rails I (1) and II (3) can be replaced by alloy steel rails.

9. The method for top bending of welded alloy steel wing rails according to claim 6, characterized in that: It also includes a weld reinforcement protection structure; the weld reinforcement protection structure is arranged at the weld (6) position between the frog throat (8) and the frog theoretical tip (9).

10. The method for top bending of welded alloy steel wing rails according to claim 9, characterized in that: The weld reinforcement protection structure consists of a spacer iron (7), a rail clamp (5) and a bolt assembly (4).

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