Steel rail overhaul operation train suitable for rail changing of urban rail transit

Abstract

The utility model provides a steel rail overhaul operation train suitable for urban rail transit rail changing, and belongs to the technical field of rail engineering machinery. Comprising a rail transporting vehicle, a rail welding vehicle, a rail distributing vehicle, a towing vehicle, a transition vehicle, a rail changing vehicle and a rail unloading vehicle; the operation vehicle group is divided into two parts, namely a rail distribution operation vehicle group and a rail changing operation vehicle group; wherein the rail transporting vehicle, the rail welding vehicle and the rail distributing vehicle are combined and connected to form a rail distributing operation vehicle set; the traction vehicle, the rail transporting vehicle, the rail welding vehicle, the rail unloading vehicle, the transition vehicle and the rail changing vehicle are selected, combined and connected into a rail changing operation vehicle set according to the line rail storage conditions. According to the utility model, the long steel rail can be welded on the vehicle, and one long rail bar can directly fall to the ground by adopting an operation mode of welding while unloading, so that the inconvenience of welding the steel rail on a construction site is eliminated, the efficiency of metro rail replacement overhaul construction is improved, and the number of personnel and the labor intensity of workers are reduced.

Description

Technical Field

[0001] The utility model belongs to the technical field of track engineering machinery, and in particular relates to a rail overhaul operation train suitable for rail replacement in urban rail transit. Background Art

[0002] When subway rails reach a certain lifespan, they need to be overhauled and replaced. Currently, during the subway rail replacement process, 25m short rails are welded into 100m long rails at the base and transported to the site via a flatbed, or the 25m short rails are directly transported to the site via a flatbed and welded to long rails on the ground at multiple window points. Meanwhile, rail replacement is mainly done manually within the window points. This presents the following main issues:

[0003] 1) Rail welding bases require large investments and are difficult to transport: Due to the limited number of connecting lines between subway lines, it is difficult for a single rail welding base to cover the rail-changing needs of multiple lines. Even if connecting lines exist, transporting long rails across the lines is a hassle. Therefore, multiple rail welding bases are often required to meet the rail-changing needs of each line, resulting in a waste of resources and increased costs.

[0004] 2) Low efficiency and high safety risks: Rail unloading efficiency is low, and the lateral space of the vehicle is narrow. The rails to be unloaded on curved sections are subject to large bending stress, posing a huge safety risk to workers under the vehicle. Due to space limitations in subway tunnels, single-track manual rail replacement is required, resulting in low construction efficiency.

[0005] 3) Difficulty in on-site track storage: Most subway lines are tunnel lines, and on-site space is limited;

[0006] 4) Frequent transfer of rails: unloading rails, welding rails, and then changing rails, frequently transferring rails, wasting window time;

[0007] 5) Poor welding quality and the presence of open flames: Gas pressure welding uses oxygen-acetylene cylinders, and the presence of oxygen, acetylene, and open flames at the same time poses certain safety risks; gas pressure welding joints are less reliable than flash welding;

[0008] 6) A large amount of manual work and low degree of automation: Manual pneumatic welding and a large number of people are used to manually shift the rails. The length of a skylight track change is limited, and there are safety risks such as rail rollover and rebound.

[0009] Patents CN101718066A, CN2263610Y, CN2871617, CN2510526Y, and CN1152169C disclose different types of track-changing machines suitable for different applications. These machines employ essentially the same track-changing method, and none of them can complete track changes in a single window. CN106114532A and CN106544932A disclose track-changing vehicles suitable for transporting long rails on national railway lines. These vehicles, while capable of transporting long rails, lack the ability to weld rails, requiring extensive manual labor for track changing and welding. Furthermore, these vehicles are not suitable for subway operations with steep slopes, small curve radii, and tight clearances. Patent CN209759914U discloses rail-changing equipment suitable for grinding rails in small-radius curve sections of subways. It can weld 25m short rails on site and guide the rails through a detachable guide device to achieve rail changing with the help of manpower. This method is suitable for subway working conditions, but requires a large amount of manpower, does not achieve automated rail changing, and the on-site welding time is too long, wasting too much working time.

[0010] Based on the above problems, this application proposes improvements. Utility Model Content

[0011] The technical problem solved by the utility model is to provide a rail overhaul operation train suitable for track replacement in urban rail transit. The utility model can realize the welding of long rails on the train. The operation mode of unloading and welding at the same time can realize that a long rail is directly dropped to the ground, eliminating the inconvenience of welding rails at the construction site, improving the efficiency of subway track replacement and overhaul construction, reducing the number of personnel and labor intensity, and improving safety.

[0012] In order to achieve the above-mentioned purpose, the technical solution adopted by this utility model is:

[0013] A rail overhaul train suitable for rail replacement in urban rail transit, comprising a working vehicle group consisting of a plurality of working vehicles arranged in a longitudinal direction of the train, the working vehicle group including a rail transport vehicle, a rail welding vehicle, a rail matching vehicle, a tractor vehicle, a transition vehicle, a rail replacement vehicle, and a rail unloading vehicle;

[0014] The operating train set is divided into two parts: track matching train set and track changing train set;

[0015] The rail transport vehicle, rail welding vehicle and rail matching vehicle are combined and connected to form a rail matching operation vehicle group;

[0016] The tractor, rail transporter, rail welding vehicle, rail unloading vehicle, transition vehicle and rail changing vehicle are selected and combined according to the rail storage conditions of the line to form a rail changing operation vehicle group.

[0017] The rail-changing train set is divided into two types: rail-changing train set in operation mode 1 and rail-changing train set in operation mode 2 according to the track rail storage conditions.

[0018] The rail-changing operation train set of the operation mode 1 is suitable for rail-changing operations on lines without rail storage conditions, and completes rail transport, rail unloading, rail welding, and rail-changing operations at a single EMU skylight point; the rail-changing operation train set of the operation mode 1 is composed of a tractor, a rail transport vehicle, a rail welding vehicle, a transition vehicle, and a rail-changing vehicle;

[0019] The track-changing operation train set for operation mode 2 is suitable for track-changing operations on lines with rail storage conditions, and completes rail transportation, rail unloading, rail welding, and rail-changing operations for two EMU window points; the track-changing operation train set for operation mode 2 is divided into the EMU first window point formation and the EMU second window point formation; the EMU first window point formation is composed of a tractor, a rail transport vehicle, a rail welding vehicle, and a rail unloading vehicle; the EMU second window point formation is composed of a tractor and a rail-changing vehicle.

[0020] Furthermore, the rail transport vehicle is provided with a manipulator.

[0021] Furthermore, the rail welding vehicle is provided with welding normalizing equipment.

[0022] Furthermore, the rail distribution vehicle is provided with a pre-welding rust removal device, a rail conveying device and a vehicle-mounted gantry crane.

[0023] Furthermore, the transition vehicle is provided with a post-weld grinding device and a flaw detection device.

[0024] Furthermore, the track-changing vehicle is provided with a track-shifting device and a guiding device.

[0025] Furthermore, the rail unloading vehicle is provided with a winch and a rail unloading guide device.

[0026] The advantages of this utility model compared with the prior art are:

[0027] 1. This solution provides a rail overhaul train for rail replacement in urban rail transit, which can realize the welding of long rails on the train. The operation mode of unloading and welding can achieve the direct landing of a long rail, eliminating the inconvenience of welding rails at the construction site, improving the efficiency of subway rail replacement and overhaul construction, reducing the number of personnel and labor intensity, and improving safety.

[0028] 2. The rail overhaul operation train of this solution is equipped with a rail welding car, which is equipped with welding and normalizing equipment. The welding of short rails to 100-meter rails can be completed on the operation train within the base. The joint welding of 100-meter rails can be completed on the car on site, and welding can be done while unloading. There is no need to carry out short rail welding work on the construction site, which does not take up the idle time. The operation efficiency is high, the welding quality is guaranteed, and the construction safety risks are reduced.

[0029] 3. The rail overhaul train of this solution can realize on-board rail welding, configuration, and storage. It saves the cost of building rail welding factories and simple rail welding bases in urban rail transit, facilitates transportation between different lines and construction sites, and reduces construction costs.

[0030] 4. This solution is a track-changing vehicle specially developed for subway track-changing construction, which can adapt to subway working conditions. It reduces the number of personnel, labor intensity and safety risks;

[0031] 5. This solution realizes the overall transportation of rails without occupying the longitudinal space of rails; it shortens the length of the whole vehicle and can better adapt to the construction environment of urban rail transit lines such as subways;

[0032] 6. The rail overhaul train and its operation method of this scheme can complete the rail transportation, rail welding, rail unloading and rail replacement of long rails in one skylight, or can complete the rail transportation, rail welding, rail unloading and rail replacement in two skylights respectively, realizing rail overhaul construction on lines with and without rail storage conditions through different train formations. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 This is a schematic diagram of the main view of the track-matching operation vehicle set in the present invention;

[0034] Figure 2 This is a top view of the track arrangement operation vehicle set in the present invention;

[0035] Figure 3 This is a schematic diagram of the main view of a track-changing operation vehicle group in the present invention;

[0036] Figure 4 This is a top view of a track-changing operation vehicle group in the present invention;

[0037] Figure 5 This is a schematic diagram of the main view of the first skylight point formation of the EMU in the second rail-changing operation train set in the present invention;

[0038] Figure 6 This is a top view of the first skylight point marshaling of the EMU in the second rail-changing operation train set in the present invention;

[0039] Figure 7 This is a schematic diagram of the main view of the second skylight point formation of the EMU in the second rail-changing operation train set in the present invention;

[0040] Figure 8 This is a top view of the second skylight point marshaling of the EMU in the second rail-changing operation train set in the present invention;

[0041] Figure 9 This is a schematic diagram of the main view of the rail transport vehicle in the utility model;

[0042] Figure 10 This is a top view of the rail transport vehicle in the present invention;

[0043] Figure 11 This is a schematic diagram of the main view of the rail welding vehicle in the present invention;

[0044] Figure 12 This is a schematic top view of the rail welding vehicle in the present invention;

[0045] Figure 13 This is a schematic diagram of the main view of the rail-matching vehicle in the present invention;

[0046] Figure 14 This is a schematic top view of the rail distribution vehicle in the present invention;

[0047] Figure 15 This is a schematic diagram of the main view of the tractor in the present utility model;

[0048] Figure 16 This is a schematic diagram of the main view of the transition vehicle in the present invention;

[0049] Figure 17 This is a schematic top view of the transition vehicle in the present invention;

[0050] Figure 18 This is a schematic diagram of the main view of the rail-changing vehicle in the present invention;

[0051] Figure 19 This is a schematic diagram of the main view of the rail unloading vehicle of the utility model;

[0052] Figure 20 It is a top view schematic diagram of the rail unloading vehicle in the utility model. DETAILED DESCRIPTION

[0053] The following will be combined with the accompanying drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0054] It should be noted that, in this document, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus comprising the element.

[0055] See also Figure 1-20 , describe the embodiments of the present utility model in detail.

[0056] Example 1: A rail overhaul train suitable for rail replacement in urban rail transit, comprising a working vehicle group consisting of a plurality of working vehicles arranged longitudinally along the train, the working vehicle group including a rail transport vehicle 1, a rail welding vehicle 3, a rail matching vehicle 5, a tractor vehicle 9, a transition vehicle 10, a rail replacement vehicle 13, and a rail unloading vehicle 16;

[0057] The operating train set is divided into two parts: track matching train set and track changing train set;

[0058] Among them, see Figure 1 and 2 As shown, the rail transport vehicle 1, the rail welding vehicle 3, and the rail matching vehicle 5 are combined and connected to form a rail matching operation vehicle group. The operation vehicles can be connected by a coupler to complete the replacement of double rails.

[0059] The tractor 9, rail transport vehicle 1, rail welding vehicle 3, rail unloading vehicle 16, transition vehicle 10, and rail changing vehicle 13 are selected, combined, and connected to form a rail changing operation vehicle group according to the rail storage conditions of the line.

[0060] Example 2: Based on Example 1, the rail-changing operation train set is divided into an operation mode 1 rail-changing operation train set and an operation mode 2 rail-changing operation train set according to the track rail storage conditions;

[0061] The rail-changing operation train set is suitable for rail-changing operations on lines that do not have rail storage conditions, and completes rail transportation, rail unloading, rail welding, and rail changing operations for a single EMU skylight point. Figure 3 and 4 As shown, the rail-changing operation vehicle group of the operation mode 1 is composed of a tractor 9, a rail transport vehicle 1, a rail welding vehicle 3, a transition vehicle 10, and a rail-changing vehicle 13.

[0062] The second rail-changing train set is suitable for rail-changing operations on lines with rail storage conditions, and completes rail transport, rail unloading, rail welding, and rail-changing operations for two EMU skylight points. The second rail-changing train set is divided into the EMU first skylight point marshaling and the EMU second skylight point marshaling. Figure 5 and6 As shown, the first skylight point group of the EMU is composed of a tractor 9, a rail transport vehicle 1, a rail welding vehicle 3, and a rail unloading vehicle 16; Figure 7 and 8 As shown, the second skylight point formation of the EMU is composed of a traction vehicle 9 and a track-changing vehicle 13.

[0063] When the above embodiment is implemented:

[0064] See Figure 9 and 10 As shown, the rail transport vehicle 1 is equipped with a manipulator 2. The rail transport vehicle 1 is used to store new and old rails and saw off old rails. During rail transport operations, the rail transport vehicle can use a rail-mounted trolley + roller beam solution, or a complete rail transport solution based on actual site conditions. The rail transport method used is determined by the welding solution used by the rail welding vehicle.

[0065] See Figure 11 and 12 As shown, the rail welding vehicle 3 is equipped with a welding and normalizing device 4. The rail welding vehicle is used to weld rails to the desired length and process the welds. The rail welding vehicle may be equipped with one or two fixed welders, with no restrictions on the type or number of welders. The rail welding vehicle may also utilize a mobile welder.

[0066] See Figure 13 and 14 As shown, the rail shunting vehicle 5 is equipped with a pre-weld rust removal device 6, a rail conveyor 7, and an onboard gantry crane 8. The rail shunting vehicle is used for temporary storage, rust removal, sawing, and auxiliary loading of 25m short rails at the subway depot. During rail shunting operations, the number of gantry cranes on the rail shunting vehicle is unlimited, and rail pre-weld treatment devices can be flexibly installed at both ends of the rail shunting vehicle.

[0067] See Figure 15 As shown, the tractor 9 provides power for the vehicle group operation.

[0068] See Figure 16 and 17 As shown, the transition car 10 is provided with a post-weld grinding device 11 and a flaw detection device 12. The transition car is used to guide the rails before they enter the rail-changing car from the rail welding car.

[0069] See Figure 18 As shown, the rail-changing vehicle 13 is equipped with a rail-moving device 14 and a guide device 15. The rail-changing vehicle is used to remove the old rail from the rail-supporting groove and insert the new rail into the groove. The rail-changing vehicle is self-propelled and can operate independently or be coupled to a vehicle for on-site operations, transporting personnel and small work tools.

[0070] See Figure 19 and 20As shown, the rail unloading vehicle 16 is equipped with a winch 17 and a rail unloading guide device 18. The rail unloading vehicle is used to control the direction of rail unloading, and the rails can be unloaded to the track center or the side of the track. The rail unloading device at the end of the rail unloading vehicle can be of various types, and in particular, two rail unloading robotic arms can be used to guide the long rails to the ground for unloading.

[0071] The operation method of the rail overhaul train for rail replacement in this city rail transit:

[0072] In this embodiment, the subway rail overhaul train has three working states: track matching state, operation mode 1 state, and operation mode 2 state.

[0073] Before the train set can change rails, it must go through the rail matching state and load the required new rails.

[0074] Whether to use Operation Mode 1 or Operation Mode 2 can be determined based on the track storage conditions of the line. Operation Mode 1 consists of a traction vehicle + rail transport vehicle + rail welding vehicle + transition vehicle + rail change vehicle, which completes rail transport, rail unloading, rail welding, and rail change for one EMU window point, and is suitable for lines that do not have the conditions for rail storage. Operation Mode 2 consists of a traction vehicle + rail transport vehicle + rail welding vehicle + rail unloading vehicle when the EMU is at the first window point; a traction vehicle + rail change vehicle when the EMU is at the second window point; and completes rail transport, rail unloading, rail welding, and rail change for two EMU window points, and is suitable for lines that have the conditions for rail storage. The specific working process is as follows:

[0075] 1) When the train set is in the rail matching state, the rail matching operation train set is used. The train set uses the onboard gantry crane to hoist the 25m steel rails onto the rail matching car at the subway depot. After being treated by the pre-welding rust removal device on the rail matching car, the rails are transported to the welding and normalizing equipment of the rail welding car through the rail conveyor device for welding and normalizing treatment. After being welded into 100m long rails, they are transported to the rail transport car by the manipulator on the rail transport car;

[0076] Before the trainset is operational, some supporting workers remove the fasteners, leaving only one after removing several. They then saw off both ends of the rails that need to be replaced.

[0077] 2) When the train set is in the operating mode 1 state, the operating mode 1 rail replacement train set is adopted; the train set moves forward to the end of the old rail that needs to be replaced, and the mechanical arm on the rail transport vehicle passes through the first 100m rail and the second 100m rail to be welded to the welding and normalizing equipment of the rail welding vehicle, and then undergoes welding, normalizing, and cooling; after passing through the rail welding vehicle, it enters the transition vehicle;

[0078] After being polished and inspected by the post-weld grinding device and flaw detection device on the ferry car, the welds enter the rail-changing car;

[0079] The rail shifting mechanism on the rail-changing vehicle moves the old rail out of the rail-bearing groove and places it on the track center or on the side of the track. The new rail is then moved into the rail-bearing groove via the guiding device.

[0080] The train set moved backward and left the site, and the staff welded the two ends of the new rail to the original rail and installed fasteners.

[0081] 3) When the train set is in the second operation mode, at the first window point, the train set is marshaled at the first window point of the EMU; the train set moves forward to the end of the old rail that needs to be replaced, and the manipulator on the rail transport vehicle moves the first 100m rail and the second 100m rail to be welded to the welding and normalizing equipment on the rail welding vehicle, where they are welded, normalized, and cooled;

[0082] After the rails are welded by the rail welding vehicle for 100 meters, the rail heads reach the ground and the ground rail fixing device is used. The train unit moves forward and the rails are unloaded to the track center or the roadside through the rail unloading guide device of the rail unloading vehicle.

[0083] 4) When the train set is in the second operating mode, the second skylight point is used for the train set; some supporting workers remove the fasteners, leaving one fastener after removing several fasteners. Saw off the ends of the rails that need to be replaced;

[0084] The tractor pulls the rail-changing vehicle to the rail unloading terminal at the previous window point. The vehicle group moves backwards, and the rail-moving mechanism on the rail-changing vehicle moves the old rail out of the rail-bearing groove and places it in the track center or on the side of the track. The new rail is then replaced into the rail-bearing groove by the guiding device.

[0085] After the track replacement work is completed, the train set moves backward and leaves the site. The staff welds the two ends of the new rail to the original rail and installs fasteners.

[0086] The utility model aims to solve the problem that the existing rail overhaul scheme cannot realize flash welding, and the short rails are unloaded to the site for welding, which has limited efficiency, cannot guarantee the welding quality, requires a large number of personnel, and has safety risks. The utility model adopts the vehicle-mounted flash welding technology, completes the welding of the short rail to the 100-meter rail on the vehicle in the base, and completes the joint welding of the 100-meter rail on the vehicle on site, and can be unloaded and welded at the same time; there is no need to carry out short rail welding work on the construction site, does not occupy the skylight time, has high operation efficiency, guarantees the welding quality, and reduces the construction safety risk.

[0087] The utility model addresses the problems that the construction method of the simple rail welding base in the prior art requires fixed base construction investment and is inconvenient for transportation, and many urban rail transit operating units do not have fixed sites for rail preparation construction. The utility model adopts a vehicle-mounted mobile welding base solution to realize on-vehicle rail welding, configuration and storage. The cost of building a rail welding factory and a simple rail welding base in urban rail transit is saved, and transportation is convenient for different lines and construction sites, thereby reducing construction costs.

[0088] This utility model addresses the existing problems of track-changing methods in the existing technology, which require a lot of manual labor and have certain safety risks, and the existing automated track-changing methods cannot adapt to the special working conditions of subways. This solution specially develops a track-changing vehicle for subway track-changing construction, which can adapt to subway working conditions, reducing the number of personnel, labor intensity and safety risks.

[0089] The utility model aims to solve the problem that the rail transportation mode in the prior art requires a certain longitudinal length for the deformation of the rails and cannot adapt to the requirement of the entire vehicle length for subway rail replacement. The utility model adopts a long rail transport vehicle solution to realize the overall transportation of the rails without occupying the longitudinal space of the rails; the length of the entire vehicle is shortened, which can better adapt to the construction environment of urban rail transit lines such as subways.

[0090] This utility model addresses the problem that existing urban rail transit lines are complex, with some lines requiring rail storage and others not requiring rail storage. Currently, rail overhaul construction can only address the problem of construction on lines requiring rail storage. By using this rail overhaul operation train and its operation method, rail transportation, welding, unloading, and rail replacement for long rails can be completed in one skylight, or in two skylights. This enables rail overhaul construction on lines requiring rail storage and others not requiring rail storage through different marshaling.

[0091] In summary, the utility model adopts the operation mode of unloading and welding at the same time, which can realize that a long rail is directly placed on the ground, eliminating the inconvenience of welding rails at the construction site, improving the efficiency of subway track replacement and overhaul construction, reducing the number of personnel and labor intensity, and improving safety.

[0092] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above and that the present invention can be embodied in other specific forms without departing from the spirit or essential characteristics of the present invention. Therefore, the embodiments should be considered in all respects as illustrative and non-restrictive, and the scope of the present invention is defined by the appended claims, not the foregoing description, and all variations within the meaning and range of equivalents of the claims are intended to be encompassed within the present invention. Any reference sign in a claim should not be construed as limiting the claim to which it relates.

[0093] In addition, it should be understood that although this specification is described in terms of implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

Claims

1. A rail overhaul train suitable for rail replacement in urban rail transit, characterized by: The invention comprises a working vehicle group consisting of a plurality of working vehicles arranged in a longitudinal direction of a train, wherein the working vehicle group comprises a rail transport vehicle (1), a rail welding vehicle (3), a rail matching vehicle (5), a tractor vehicle (9), a transition vehicle (10), a rail changing vehicle (13), and a rail unloading vehicle (16); The operating train set is divided into a track matching train set and a track changing train set; The rail transport vehicle (1), rail welding vehicle (3), and rail arranging vehicle (5) are combined and connected to form a rail arranging operation vehicle group; The tractor (9), rail transporter (1), rail welding vehicle (3), rail unloading vehicle (16), transition vehicle (10), and rail changing vehicle (13) are selected, combined, and connected to form a rail changing operation vehicle group according to the rail storage conditions of the line.

2. The rail overhaul train suitable for rail replacement in urban rail transit according to claim 1, characterized in that: The rail-changing operation train set is divided into the rail-changing operation train set of operation mode 1 and the rail-changing operation train set of operation mode 2 according to the rail storage conditions of the line; The rail-changing operation train set of the operation mode 1 is suitable for rail-changing operations on lines without rail storage conditions, and completes rail transport, rail unloading, rail welding, and rail-changing operations at a single EMU skylight point; the rail-changing operation train set of the operation mode 1 is composed of a tractor (9), a rail transport vehicle (1), a rail welding vehicle (3), a transition vehicle (10), and a rail-changing vehicle (13); The second rail-changing operation train set is suitable for rail-changing operations on lines with rail storage conditions, and completes rail transport, rail unloading, rail welding, and rail-changing operations for two EMU window points; the second rail-changing operation train set is divided into an EMU first window point formation and an EMU second window point formation; the EMU first window point formation is formed by a tractor (9), a rail transport vehicle (1), a rail welding vehicle (3), and a rail unloading vehicle (16); the EMU second window point formation is formed by a tractor (9) and a rail-changing vehicle (13).

3. The rail overhaul train suitable for rail replacement in urban rail transit according to claim 1 or 2, characterized in that: The rail transport vehicle (1) is provided with a manipulator (2).

4. The rail overhaul train suitable for rail replacement in urban rail transit according to claim 1 or 2, characterized in that: The rail welding vehicle (3) is provided with welding normalizing equipment (4).

5. The rail overhaul train suitable for rail replacement in urban rail transit according to claim 1 or 2, characterized in that: The rail distribution vehicle (5) is provided with a pre-welding rust removal device (6), a rail conveying device (7) and a vehicle-mounted door crane (8).

6. The rail overhaul train suitable for rail replacement in urban rail transit according to claim 1 or 2, characterized in that: The transition vehicle (10) is provided with a post-weld grinding device (11) and a flaw detection device (12).

7. The rail overhaul train suitable for rail replacement in urban rail transit according to claim 1 or 2, characterized in that: The rail-changing vehicle (13) is provided with a rail-shifting device (14) and a guiding device (15).

8. The rail overhaul train suitable for rail replacement in urban rail transit according to claim 1 or 2, characterized in that: The rail unloading vehicle (16) is provided with a hoist (17) and a rail unloading guide device (18).

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