A method of centering and flash welding a rail

Abstract

This invention discloses a method for centering and flash welding rails, belonging to the field of rail welding technology, to solve at least one of the problems in existing technologies: poor centering accuracy of rail samples and residual misalignment after rail centering and welding. The centering method of this invention includes: placing multiple linear laser sensors on the side and top surfaces of the rail head of two rail samples respectively; measuring the deviation of the side surfaces of the rail head of two rail samples, determining if the deviation is below a threshold; measuring the deviation of the top surfaces of the rail head of two rail samples, determining if the deviation is below a threshold; if not, controlling the movement of electrodes on the welding rig to adjust the relative position of the two rail samples in the vertical direction, so that the deviation of the top surfaces of the rail head of the two rail samples is below the threshold. This invention can be used for rail centering and flash welding.

Description

Technical Field

[0001] This invention belongs to the field of rail welding technology, and particularly relates to a method for centering rails and a flash welding method. Background Technology

[0002] Flash welding of rails is a core process in track laying and maintenance. The welding quality directly determines track smoothness, train operation safety, and maintenance costs. Among these factors, the alignment accuracy of the rails to be welded is a key influencing factor. Alignment deviations can lead to weld misalignment, stress concentration, increased vibration and noise, and even weld cracking and rail breakage.

[0003] Existing alignment technologies are divided into two categories: manual and automatic. Manual alignment relies on human visual judgment, which is inefficient and has large errors, and no longer meets the requirements of modern engineering. Automatic alignment systems collect position information through measuring devices and drive adjustment. The mainstream solution uses point measurement probes (such as proximity switches and displacement sensors) to determine the center axis of the rail through discrete point data of the rail head, rail web, or rail bottom.

[0004] However, the measurement information from point measurements is incomplete. Due to wear and manufacturing deviations, the rails have cross-sectional differences, and discrete points cannot reflect the actual center axis. Centering adjustments are based on local rather than global characteristics, resulting in poor centering accuracy. If there is any residue such as steel slag, it may lead to centering failure. Summary of the Invention

[0005] In view of the above analysis, the present invention aims to provide a centering method and a flash welding method for rails, so as to solve at least one of the problems in the prior art: poor centering accuracy of rail samples and misalignment after rail centering and welding.

[0006] The objective of this invention is mainly achieved through the following technical solutions: This invention provides a method for aligning rails, comprising the following steps: Step a: Place multiple linear laser sensors on the side and top surface of the rail head of the rail sample, respectively; Step b: Measure the rail head side deviation of the two rail samples and determine whether the rail head side deviation is below the rail head side deviation threshold. If so, proceed to step c. Step c: Measure the deviation of the top surface of the rail head of the two rail samples and determine whether the deviation is below the threshold. If not, control the electrode movement on the welding machine to adjust the relative position of the two rail samples in the vertical direction so that the deviation of the top surface of the rail head of the two rail samples is below the threshold.

[0007] Further, in step b, if not, the centering arm of the welding gantry is moved to adjust the relative position of the two rail samples in the horizontal direction, so that the deviation of the rail head side of the two rail samples is below the rail head side deviation threshold.

[0008] Further, in step b, measuring the rail head side deviation of the two rail samples includes the following steps: Step b1: The linear laser sensor collects the rail head top surface distance data of multiple points on the same straight line in the horizontal direction of the two rail samples. By comparing the rail head top surface distance data, the entire rail head top surface distance data is divided into two segments with the rail head top surface distance data of the weld to be welded as the boundary. According to the position of the moving frame and the stationary frame, the rail head top surface distance data range of the rail sample on the moving frame and the rail head top surface distance data range of the rail sample on the stationary frame are determined. Step b2: Perform a linear fitting algorithm on the data intervals of the rail head side distance of the rail sample on the moving frame and the rail head side distance of the rail sample on the stationary frame respectively to calculate the first horizontal intercept and the first horizontal slope of the data interval of the rail head side distance of the rail sample on the moving frame, and the second horizontal intercept and the second horizontal slope of the data interval of the rail head side distance of the rail sample on the stationary frame. Step b3: Calculate the difference between the horizontal intercepts of the first horizontal intercept and the second horizontal intercept, and the difference between the horizontal slopes of the first horizontal slope and the second horizontal slope; Step b4: Using the rail sample on the stationary frame as a reference, take the difference in horizontal intercepts as the horizontal moving distance of the rail sample on the moving frame, and take the difference in horizontal slope as the torsion angle of the rail sample on the moving frame, and adjust the relative position of the rail sample on the moving frame and the rail sample on the stationary frame.

[0009] Further, in step c, measuring the deviation of the rail head top surface of the two rail samples includes the following steps: Step c1: Linear laser sensor 1 collects the rail head top surface distance data of multiple points on the same straight line in the horizontal direction of two rail samples. By comparing the rail head top surface distance data, the entire rail head top surface distance data is divided into two segments with the rail head top surface distance data of the weld to be welded as the boundary. According to the position of the moving frame and the stationary frame, the rail head top surface distance data range of the rail sample on the moving frame and the rail head top surface distance data range of the rail sample on the stationary frame are determined. Step c2: Perform a linear fitting algorithm on the data intervals of the rail head top surface distance of the rail sample on the moving frame and the rail head top surface distance of the rail sample on the stationary frame, respectively, to calculate the first vertical intercept and the first vertical slope of the data interval of the rail head top surface distance of the rail sample on the moving frame, and the second vertical intercept and the second vertical slope of the data interval of the rail head top surface distance of the rail sample on the stationary frame. Step c3: Calculate the difference between the first and second vertical intercepts and the difference between the first and second vertical slopes; Step c4: Using the rail sample on the stationary frame as a reference, take the vertical intercept difference as the vertical moving distance of the rail sample on the moving frame, and take the vertical slope difference as the torsion angle of the rail sample on the moving frame, and adjust the relative position of the rail sample on the moving frame and the rail sample on the stationary frame.

[0010] Furthermore, in step c, if the deviation of the rail head top surface is below the rail head top surface deviation threshold, then the following steps are included after step c: Repeat steps b through c at least once to complete the alignment of the two rail samples.

[0011] Furthermore, the number of repetitions is 2 to 4.

[0012] Furthermore, in step b, the threshold for the side deviation of the rail head is 0.05 mm.

[0013] Furthermore, in step c, the threshold for the deviation of the top surface of the rail head is 0.05 mm.

[0014] The present invention also provides a flash welding method for rails, characterized in that the above-mentioned centering method is used to center two rail samples.

[0015] Furthermore, the flash welding method includes the following steps: Provide two rail samples; The two rail samples were aligned. Measure the working edge misalignment and the top surface misalignment of the rail head of the two rail samples; Two rails are provided for welding. The misalignment of the working side and the misalignment of the rail head top surface are used as compensation amounts to weld the two rails.

[0016] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects: A) The alignment method and flash welding method for rails provided by this invention simultaneously acquire global contour information of the side and top surfaces of the rail head using multiple linear laser sensors, rather than relying solely on discrete points for alignment judgment. This effectively adapts to manufacturing deviations and wear present in rail samples, reduces alignment errors caused by local measurements, and minimizes interference from impurities such as steel slag residue on the alignment results, significantly improving the alignment accuracy and success rate of rail samples.

[0017] B) The alignment method and flash welding method for rails provided by this invention can effectively reduce the problem of weld misalignment after welding, reduce stress concentration at the weld, extend the service life of the rail welded parts, improve the smoothness and safety of track operation, reduce subsequent track maintenance costs, and meet the high efficiency and high precision requirements of modern rail laying and maintenance projects.

[0018] In this invention, the above-described technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of this invention will be set forth in the following description, and some advantages may become apparent from the description or be learned by practicing the invention. The objects and other advantages of this invention can be realized and obtained from what is particularly pointed out in the description and drawings. Attached Figure Description

[0019] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Throughout the drawings, the same reference numerals denote the same parts.

[0020] Figure 1 A flowchart of the alignment method for rails provided in Example 1; Figure 2 This is a three-dimensional schematic diagram of the centering component in the centering method for rails provided in Embodiment 1 of the present invention; Figure 3 This is a front view of the centering component in the centering method for rails provided in Embodiment 1 of the present invention.

[0021] Figure label: 1-Linear laser sensor; 2-Guide rail; 3-Guide frame; 4-Mounting base; 5-Mounting joint axis; 6-Mounting rod; 7-Coarse adjustment joint axis; 8-Coarse adjustment joint rod; 9-Fine adjustment joint axis; 10-Fine adjustment joint rod. Detailed Implementation

[0022] Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which form part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.

[0023] Example 1 To address the issue of poor alignment accuracy of rail samples, this embodiment provides a method for rail alignment, see [link to relevant documentation]. Figure 1 It includes the following steps: Step a: Place multiple linear laser sensors on the side and top surface of the rail head of the rail sample, respectively; Step b: Measure the rail head side deviation of the two rail samples and determine whether the rail head side deviation is below the rail head side deviation threshold (e.g., 0.05mm). If yes, proceed to step c; otherwise, control the centering arm of the welding gantry to move and adjust the relative position of the two rail samples in the horizontal direction so that the rail head side deviation of the two rail samples is below the rail head side deviation threshold. Step c: Measure the deviation of the top surface of the rail head of the two rail samples and determine whether the deviation is below the rail head deviation threshold (e.g., 0.05 mm). If not, control the electrode movement on the welding machine to adjust the relative position of the two rail samples in the vertical direction so that the deviation of the top surface of the rail head of the two rail samples is below the rail head deviation threshold.

[0024] Compared with existing technologies, the alignment and flash welding method for rails provided in this embodiment simultaneously acquires global contour information of the rail head side and top surface using multiple linear laser sensors, rather than relying solely on discrete points for alignment judgment. This effectively adapts to manufacturing deviations and wear present in rail samples, reduces alignment errors caused by local measurements, and minimizes interference from impurities such as steel slag residue on the alignment results, significantly improving the alignment accuracy and success rate of rail samples. Furthermore, the improved alignment accuracy effectively reduces weld misalignment after welding, lowers stress concentration at the weld, extends the service life of the welded parts of the rail, improves the smoothness and safety of track operation, reduces subsequent track maintenance costs, and meets the high-efficiency and high-precision requirements of modern rail laying and maintenance projects.

[0025] Specifically, step b above, measuring the rail head side deviation of the two rail samples includes the following steps: Step b1: Linear laser sensor 1 collects the rail head top surface distance data of multiple points on the same straight line in the horizontal direction of two rail samples. By comparing the rail head top surface distance data, the entire rail head top surface distance data is divided into two segments with the rail head top surface distance data of the weld to be welded as the boundary. According to the position of the moving frame and the stationary frame, the rail head top surface distance data range of the rail sample on the moving frame and the rail head top surface distance data range of the rail sample on the stationary frame are determined. Step b2: Perform a linear fitting algorithm on the data intervals of the rail head side distance of the rail sample on the moving frame and the rail head side distance of the rail sample on the stationary frame respectively to calculate the first horizontal intercept and the first horizontal slope of the data interval of the rail head side distance of the rail sample on the moving frame, and the second horizontal intercept and the second horizontal slope of the data interval of the rail head side distance of the rail sample on the stationary frame. Step b3: Calculate the difference between the horizontal intercepts of the first horizontal intercept and the second horizontal intercept, and the difference between the horizontal slopes of the first horizontal slope and the second horizontal slope; Step b4: Using the rail sample on the stationary frame as a reference, take the difference in horizontal intercepts as the horizontal moving distance of the rail sample on the moving frame, and take the difference in horizontal slope as the torsion angle of the rail sample on the moving frame, and adjust the relative position of the rail sample on the moving frame and the rail sample on the stationary frame.

[0026] For example, the formula for calculating the first horizontal slope b1 is as follows:

[0027] The formula for calculating the first horizontal intercept h1 is as follows:

[0028] The formula for calculating the second horizontal slope b2 is as follows:

[0029] The formula for calculating the second horizontal intercept h2 is as follows:

[0030] In the formula: b1 is the first horizontal slope; n1 represents the number of data points within the data range representing the distance from the rail head side of the rail sample on the moving frame. x1 i1 Let x be the x-coordinate of the distance from the side of the rail head of the rail sample on the moving frame to the i-th data point within the data interval, in mm; The x-axis value of the distance from the rail head side of the rail sample on the moving frame to the data range is expressed in mm. y1 i1 Let be the ordinate of the distance from the side of the rail head of the rail sample on the moving frame to the i-th data point within the data interval, in mm; The distance from the rail head side of the rail sample on the moving frame to the data range is the average ordinate of the data within the data range, in mm; h1 is the first horizontal intercept, in mm; b2 is the second horizontal slope; n2 represents the number of data points within the data range representing the distance from the rail head side of the rail sample on the static frame. x2 i2 Let x be the x-coordinate of the distance from the side of the rail head of the rail sample on the static frame to the i-th data point within the data interval, in mm; The x-axis value of the distance from the rail head side of the rail sample on the static frame to the data within the data range is expressed in mm. y2 i2 Let be the ordinate of the distance from the side of the rail head of the rail sample on the static frame to the i-th data point within the data interval, in mm; The distance from the rail head side of the rail sample on the static frame to the data within the data range is the average ordinate of the data, in mm; h2 is the second horizontal intercept, in mm.

[0031] The first horizontal slope, first horizontal intercept, second horizontal slope, and second horizontal intercept are calculated using the above formulas. The trend line of the rail head side can be obtained through linear fitting. The parameter difference of the trend line is used as the basis for adjustment. Compared with adjusting based on the position of a single point, it can reflect the overall positional deviation of the rail head side, effectively reduce the interference of local protrusions or depressions on the adjustment results, and further improve the accuracy of centering.

[0032] In step c above, measuring the deviation of the top surface of the rail head of the two rail samples includes the following steps: Step c1: Linear laser sensor 1 collects the rail head top surface distance data of multiple points on the same straight line in the horizontal direction of two rail samples. By comparing the rail head top surface distance data, the entire rail head top surface distance data is divided into two segments with the rail head top surface distance data of the weld to be welded as the boundary. According to the position of the moving frame and the stationary frame, the rail head top surface distance data range of the rail sample on the moving frame and the rail head top surface distance data range of the rail sample on the stationary frame are determined. Step c2: Perform a linear fitting algorithm on the data intervals of the rail head top surface distance of the rail sample on the moving frame and the rail head top surface distance of the rail sample on the stationary frame, respectively, to calculate the first vertical intercept and the first vertical slope of the data interval of the rail head top surface distance of the rail sample on the moving frame, and the second vertical intercept and the second vertical slope of the data interval of the rail head top surface distance of the rail sample on the stationary frame. Step c3: Calculate the difference between the first and second vertical intercepts and the difference between the first and second vertical slopes; Step c4: Using the rail sample on the stationary frame as a reference, take the vertical intercept difference as the vertical moving distance of the rail sample on the moving frame, and take the vertical slope difference as the torsion angle of the rail sample on the moving frame, and adjust the relative position of the rail sample on the moving frame and the rail sample on the stationary frame.

[0033] For example, the formula for calculating the first vertical slope b3 is as follows:

[0034] The formula for calculating the first vertical intercept h3 is as follows:

[0035] The formula for calculating the second vertical slope b4 is as follows:

[0036] The formula for calculating the second vertical intercept h4 is as follows:

[0037] In the formula: b3 is the first vertical slope; n3 represents the number of data points within the data range representing the distance from the top surface of the rail head to the rail sample on the moving frame. x3 i3 Let x be the x-coordinate of the distance from the top surface of the rail head of the rail sample on the moving frame to the i-th data point within the data interval, in mm; The distance from the top surface of the rail head of the rail sample on the moving frame to the data range is the average abscissa of the data within the data range, in mm; y3 i3 Let be the ordinate of the distance from the top surface of the rail head of the rail sample on the moving frame to the i-th data point within the data interval, in mm; The distance from the top surface of the rail head of the rail sample on the moving frame to the data range is the average value of the ordinate of the data within the data range, in mm; h3 is the first vertical intercept, in mm; b4 is the second vertical slope; n4 represents the number of data points within the data range representing the distance from the top surface of the rail head to the rail sample on the static frame. x4 i4 Let x be the x-coordinate of the distance from the top surface of the rail head of the rail sample on the static frame to the i-th data point within the data interval, in mm; The x-axis value of the distance from the top surface of the rail head to the data within the data range for the rail sample on the static frame is expressed in mm. y4 i4 Let be the ordinate of the distance from the top surface of the rail head of the rail sample on the static frame to the i-th data point within the data interval, in mm; The distance from the top surface of the rail head to the data within the data range is the average ordinate of the data, expressed in mm. h4 is the second vertical intercept, in mm.

[0038] To further address the issue of poor alignment accuracy of rail samples, in step c above, if the deviation of the rail head top surface is below the rail head top surface deviation threshold (e.g., 0.05 mm), then the following steps are added after step c: Repeat steps b through c at least once, for example, repeat 2 to 4 times to complete the alignment of the two rail samples.

[0039] In this way, by repeatedly correcting the deviations in the horizontal and vertical positions, the mutual influence of deviations in different directions after a single adjustment can be reduced, further improving the final alignment accuracy and ensuring the accuracy of the alignment results, thus meeting the requirements of high-precision welding.

[0040] Specifically, step a above includes the following steps: Step a1: Move the linear laser sensor 1 above the ends of the two rail samples to be welded; Step a2: Determine whether the weldable ends of the two rail samples are both within the detection range of the linear laser sensor 1, for example, 2.7 cm; if yes, proceed to step a3; if no, adjust the relative position of the weldable ends of the two rail samples and the linear laser sensor, and / or reduce the distance between the weldable ends of the two rail samples. Step a3: Align the center line of the detection range of the linear laser sensor 1 with the perpendicular bisector of the two rail samples to be welded end faces, and align the detection end of the linear laser sensor 1 with the working edge of the rail head side and the top surface of the rail head of the two rail samples respectively. Step a4: Determine whether the distance between the weldable ends of the two rail samples is within the welding distance threshold range. If yes, proceed to step b. If no, adjust the distance between the weldable ends of the two rail samples so that the distance between the weldable ends of the two rail samples is within the welding distance threshold range.

[0041] By using the above method, multiple linear laser sensors are placed on the side and top of the rail head of the rail sample, respectively. On the one hand, this ensures the integrity of the contour measurement of the area to be welded by the linear laser sensor 1, reducing incomplete contour information caused by measurement position deviation. On the other hand, by adjusting the end face spacing in advance, unnecessary actions during subsequent centering adjustments can be reduced, thus improving centering efficiency.

[0042] For example, the above-described alignment method for rails employs an alignment component with the following structure: See Figures 2 to 3 The centering components include a multi-joint manipulator, a sensor mounting bracket, a linear laser sensor 1, a guide rail 2, and a guide frame 3 mounted on and slidably connected to the guide rail 2. The sensor mounting bracket is connected to the guide frame 3 via the multi-joint manipulator. The opening of the sensor mounting bracket faces downward. There are at least three linear laser sensors 1. Some of the linear laser sensors 1 are located on one side of the opening, some are located on the other side of the opening, and the remaining linear sensors 1 are located on the bottom wall of the opening. The detection end of the linear laser sensor 1 faces the rail.

[0043] The centering assembly with the above structure can simultaneously acquire global contour data of the two rail head sides and the top surface of the rail head of the two rail samples. Based on the global contour, the actual center axis position of the two rails is calculated. The centering result is more accurate than that of discrete point measurement. The setting of multiple sensors for simultaneous detection also further improves the measurement efficiency and shortens the time consumed in the centering process.

[0044] Specifically, in step a1, by moving the sensor mounting bracket and linear laser sensor 1 together above the end to be welded, the detection position can be quickly and initially located, reducing the possibility of collisions between the linear laser sensor 1 and the rail when it is directly lowered, thus ensuring equipment safety. In step a2, by confirming the detection range in advance, blind spots in the subsequent detection process can be reduced, ensuring the integrity of the measurement data. In step a3, adjusting the position of the linear laser sensor 1 so that the detection center line is aligned with the perpendicular bisector of the end face to be welded allows the linear laser sensors 1 on both sides to obtain a symmetrical detection reference, improving the accuracy of subsequent deviation calculations. In step a4, adjusting the distance between the end faces to be welded in advance reduces the need for secondary adjustments during subsequent position adjustments if the end face distance does not meet the welding requirements, thus reducing ineffective work.

[0045] To address the issue of poor adjustment flexibility in multi-joint robotic arms, the multi-joint robotic arm includes a mounting base 4, a mounting joint axis 5, a mounting rod 6, a coarse adjustment joint axis 7, a coarse adjustment joint rod 8, a fine adjustment joint axis 9, and a fine adjustment joint rod 10. One end of the mounting base 4 is fixedly connected to the guide frame 3. The mounting joint axis 5 is located at the other end of the mounting base 4 and is rotatably connected to it. One end of the mounting rod 6 is fixedly connected to the mounting joint axis 5, and the other end of the mounting rod 6 is rotatably connected to one end of the coarse adjustment joint axis 7. The other end of the coarse adjustment joint axis 7 is fixedly connected to one end of the coarse adjustment joint rod 8, and the other end of the coarse adjustment joint rod 8 is rotatably connected to one end of the fine adjustment joint axis 9. The other end of the fine adjustment joint axis 9 is fixedly connected to one end of the fine adjustment joint rod 10. A sensor is mounted on the other end of the fine adjustment joint rod 10 and fixedly connected to the robotic arm. In this way, the sensor mounting bracket position can be adjusted in the first stage by installing joint axis 5, the position can be coarsely adjusted by coarse adjustment joint axis 7, and the position can be adjusted in a small range with high precision by fine adjustment joint axis 9. The step-by-step adjustment setting can take into account the efficiency of large stroke adjustment and the accuracy of small range adjustment, improve the flexibility of position adjustment while ensuring the accuracy of position adjustment, and meet the position accuracy requirements of linear laser sensors.

[0046] Based on the specific structure of the centralizing component, step a above includes the following steps: Step a1: Control the guide frame 3 and the multi-joint manipulator to move, thereby moving the sensor mounting frame and the linear laser sensor 1 as a whole, so that the opening of the sensor mounting frame is located above the ends of the two rail samples to be welded. Step a2: Determine whether the weldable ends of the two rail samples are both within the detection range of each linear laser sensor, for example, 2.7 cm; if yes, proceed to step a3; if no, continue to drive the guide frame 3 and the multi-joint manipulator to move, adjust the relative position of the weldable ends of the two rail samples with each linear laser sensor, and / or control the welding scaffold to move so that the distance between the weldable ends of the two rail samples is reduced. Step a3: Continue to control the movement of guide frame 3 and multi-joint manipulator, driving the sensor mounting frame and linear laser sensor 1 to move as a whole, so that the opening of the sensor mounting frame is at the end to be welded of the two rail samples, the center line of the detection range of linear laser sensor 1 coincides with the perpendicular bisector of the end face to be welded of the two rail samples, and the detection end of each linear laser sensor 1 is aligned with the working edge of the rail head side and the top surface of the rail head of the two rail samples respectively. Step a4: Determine whether the distance between the weldable ends of the two rail samples is within the welding distance threshold range. If yes, proceed to step c. If no, control the welding rig to move and adjust the distance between the weldable ends of the two rail samples so that the distance between the weldable ends of the two rail samples is within the welding distance threshold range.

[0047] Example 2 To address the issue of misalignment remaining after rail alignment and welding in existing technologies, this embodiment provides a flash welding method for rails, comprising the following steps: Step 1: Provide two rail samples and move them into position via a roller conveyor. The ends of the two rail samples are positioned at the welding machine's welding position. The welding machine completes the actions of electrode clamping, rail web clamping, centering arm lowering and clamping of the two rail samples using the moving and stationary frames, thus completing the clamping of the two rail samples. Step 2: Determine the working and non-working sides of the two rail samples. The compensation amount corresponding to the working side and the top surface of the rail head is zero (i.e., no compensation is made during welding, and the rails are perfectly aligned). Align the two rail samples. Step 3: Control the roller conveyor line to move the welding joint of the two rail samples outside the welding machine, and measure the misalignment of the working side and the misalignment of the top surface of the rail head of the two rail samples.

[0048] Step 4: Provide two rails to be welded, and use the misalignment of the working edge and the misalignment of the rail head top surface as compensation amounts to weld the two rails.

[0049] It should be noted that in step 2 above, the centering method provided in Example 1 is used to center the two rail samples.

[0050] Compared with the prior art, the flash welding method for rails provided in this embodiment can offset the systematic errors generated during the centering measurement and welding clamping process by pre-aligning and welding the rail sample and measuring the misalignment to obtain the actual compensation amount. Then, the compensation amount is substituted into the welding centering process of the formal rail. This can further improve the centering accuracy after formal welding, reduce the misalignment after welding, improve the forming quality of the rail welded joint, and meet the laying accuracy requirements of seamless track.

[0051] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for aligning rails, characterized in that, Includes the following steps: Step a: Place multiple linear laser sensors on the side and top surface of the rail head of the rail sample, respectively; Step b: Measure the rail head side deviation of the two rail samples and determine whether the rail head side deviation is below the rail head side deviation threshold. If so, proceed to step c. Step c: Measure the deviation of the top surface of the rail head of the two rail samples and determine whether the deviation is below the threshold. If not, control the electrode movement on the welding machine to adjust the relative position of the two rail samples in the vertical direction so that the deviation of the top surface of the rail head of the two rail samples is below the threshold.

2. The method of centering a rail according to claim 1, wherein, In step b, if not, the centering arm of the welding gantry is moved to adjust the relative position of the two rail samples in the horizontal direction so that the deviation of the rail head side of the two rail samples is below the rail head side deviation threshold.

3. The method of centering a rail according to claim 1, wherein, In step b, measuring the deviation of the rail head side surface of the two rail samples includes the following steps: Step b1: The linear laser sensor collects the rail head top surface distance data of multiple points on the same straight line in the horizontal direction of the two rail samples. By comparing the rail head top surface distance data, the entire rail head top surface distance data is divided into two segments with the rail head top surface distance data of the weld to be welded as the boundary. According to the position of the moving frame and the stationary frame, the rail head top surface distance data range of the rail sample on the moving frame and the rail head top surface distance data range of the rail sample on the stationary frame are determined. Step b2: Perform a linear fitting algorithm on the data intervals of the rail head side distance of the rail sample on the moving frame and the rail head side distance of the rail sample on the stationary frame respectively to calculate the first horizontal intercept and the first horizontal slope of the data interval of the rail head side distance of the rail sample on the moving frame, and the second horizontal intercept and the second horizontal slope of the data interval of the rail head side distance of the rail sample on the stationary frame. Step b3: Calculate the difference between the horizontal intercepts of the first horizontal intercept and the second horizontal intercept, and the difference between the horizontal slopes of the first horizontal slope and the second horizontal slope; Step b4: Using the rail sample on the stationary frame as a reference, take the difference in horizontal intercepts as the horizontal moving distance of the rail sample on the moving frame, and take the difference in horizontal slope as the torsion angle of the rail sample on the moving frame, and adjust the relative position of the rail sample on the moving frame and the rail sample on the stationary frame.

4. The method for aligning rails according to claim 1, characterized in that, In step c, measuring the deviation of the top surface of the rail head of the two rail samples includes the following steps: Step c1: Linear laser sensor 1 collects the rail head top surface distance data of multiple points on the same straight line in the horizontal direction of two rail samples. By comparing the rail head top surface distance data, the entire rail head top surface distance data is divided into two segments with the rail head top surface distance data of the weld to be welded as the boundary. According to the position of the moving frame and the stationary frame, the rail head top surface distance data range of the rail sample on the moving frame and the rail head top surface distance data range of the rail sample on the stationary frame are determined. Step c2: Perform a linear fitting algorithm on the data intervals of the rail head top surface distance of the rail sample on the moving frame and the rail head top surface distance of the rail sample on the stationary frame, respectively, to calculate the first vertical intercept and the first vertical slope of the data interval of the rail head top surface distance of the rail sample on the moving frame, and the second vertical intercept and the second vertical slope of the data interval of the rail head top surface distance of the rail sample on the stationary frame. Step c3: Calculate the difference between the first and second vertical intercepts and the difference between the first and second vertical slopes; Step c4: Using the rail sample on the stationary frame as a reference, take the vertical intercept difference as the vertical moving distance of the rail sample on the moving frame, and take the vertical slope difference as the torsion angle of the rail sample on the moving frame, and adjust the relative position of the rail sample on the moving frame and the rail sample on the stationary frame.

5. The method of centring a rail according to any one of claims 1 to 4, characterised in that, In step c, if the deviation of the rail head top surface is below the rail head top surface deviation threshold, then the following steps are included after step c: Repeat steps b through c at least once to complete the alignment of the two rail samples.

6. The method of centring a rail according to claim 5, characterised in that, Repeat 2 to 4 times.

7. The method of centering a rail according to claim 1, wherein In step b, the threshold value for the side deviation of the rail head is 0.05 mm.

8. The method of centering a rail according to claim 1, wherein, In step c, the threshold value for the deviation of the top surface of the rail head is 0.05 mm.

9. A flash butt welding method for a steel rail, characterized by, The two rail samples are aligned using the alignment method described in any one of claims 1 to 8.

10. The flash welding method for rails according to claim 9, characterized in that, The flash welding method includes the following steps: Provide two rail samples; The two rail samples were aligned. Measure the working edge misalignment and the top surface misalignment of the rail head of the two rail samples; Two rails are provided for welding. The misalignment of the working side and the misalignment of the rail head top surface are used as compensation amounts to weld the two rails.

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