CN1063916A - High-strength, damage-resistant rail and manufacture method thereof - Google Patents
High-strength, damage-resistant rail and manufacture method thereof Download PDFInfo
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- CN1063916A CN1063916A CN91105133A CN91105133A CN1063916A CN 1063916 A CN1063916 A CN 1063916A CN 91105133 A CN91105133 A CN 91105133A CN 91105133 A CN91105133 A CN 91105133A CN 1063916 A CN1063916 A CN 1063916A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
- B21B—ROLLING OF METAL
- B21B1/00—Metal-rolling methods or mills for making semi-finished products of solid or profiled cross-section; Sequence of operations in milling trains; Layout of rolling-mill plant, e.g. grouping of stands; Succession of passes or of sectional pass alternations
- B21B1/08—Metal-rolling methods or mills for making semi-finished products of solid or profiled cross-section; Sequence of operations in milling trains; Layout of rolling-mill plant, e.g. grouping of stands; Succession of passes or of sectional pass alternations for rolling structural sections, i.e. work of special cross-section, e.g. angle steel
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- C—CHEMISTRY; METALLURGY
- C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
- C22C—ALLOYS
- C22C38/00—Ferrous alloys, e.g. steel alloys
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- C—CHEMISTRY; METALLURGY
- C21—METALLURGY OF IRON
- C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
- C21D9/00—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor
- C21D9/04—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor for rails
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- C—CHEMISTRY; METALLURGY
- C21—METALLURGY OF IRON
- C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
- C21D2221/00—Treating localised areas of an article
- C21D2221/02—Edge parts
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Abstract
The present invention proposes a kind of formation of high-strength, damage-resistant rail.The components based on weight percentage of this rail is calculated and is C:(0.60～0.85) %, Si:(0.1～1.0) %, Mn:(0.5～1.5) and %, P: below 0.035%, S: below 0.040%, Al: below 0.05%, all the other are Fe and unavoidable impurities.The hardness of bight 2 and cephalic region 3 is HB341～HB405, and the hardness of crown portion is above-mentioned bight and below 90% of cephalic region hardness.
Utilize the present invention, can suppress the damage of the crown portion that produces owing to excessive contact pressure that head draws trace etc. to cause, can prolong the life-span of rail.
Description
The present invention relates to wear-resisting, high strength, damage-resistant rail and manufacture method thereof, this rail is applicable to that high load capacity loads, racing becomes high rigid track section.The wheel that this rail can use at the improvement initial stage and the running-in ability of rail improve the traumatic resistance at rail top.
Rail's end portion generally comprises crown portion, bight, cephalic region and jaw portion.Load at high load capacity, when zig zag railway section is used wooden crossties, the wear-resistant high duty rails of Shi Yonging in the past, in the bight and cephalic region and the crown portion hardness heat-transmission processing method such as mostly adopt.Therefore see that from the material aspect rail bight is identical with rail head top mar proof.
Yet, contacting between wheel and rail is complicated, each contact condition of rail's end portion is different, high load capacity loads the railway racing and becomes section, inboard bight of rail and rail head side slip are big, contact pressure then at the rail head top and the inboard bight of rail big, therefore, in the wear-resisting high-strength degree rail of usefulness in the past, inboard bight of rail and rail head sidepiece are gone through evil than the wearing and tearing of rail head top, the rail head top is usually slow than the wearing and tearing in the inboard bight of rail, and the contact pressure of wheel is maximum in the slow part of rail head center of top wearing and tearing just in time.
This rail's end portion wearing character, for even wear-resistant high duty rails in the past, just become aforesaid and the wheel state of contact, therefore new rail uses the initial stage, and just slow with the break-in of wheel, there is local excessive contact stress in the long period, easily take place tired, and even after wheel and rail break-in, the rail head top also is the maximum contact pressure position.Using on the track of wooden crossties, problem is also littler, but under the situation of the high rigidity railway that uses the cement sleeper, escort vehicle by the time impact maximum contact pressure and increase, rail's end portion is central to be called the damage of " head draws trace ".
In the past, this in order to prevent " head draws trace " before rail fatigue accumulation, adopt the method that eliminates the rail's end portion top layer, but this will change time and expense, and determined the also thing of this a kind of difficulty of the suitable time that eliminates.
Purpose of the present invention is just in view of above-mentioned weak point, a kind of high strength, damage-resistant rail and manufacture method thereof are provided, use this rail, under the situation that does not alleviate vehicle weight, can relax the maximum contact stress that the rail head center of top produces, the rail head center of top is not put aside fatigue yet under the situation that does not eliminate the rail's end portion surface, the contact resistance fatigue damage is good, and good with wheel initial fitting property energy.
High-strength, damage-resistant rail of the present invention has two kinds, and the 1st kind, composition is as follows by weight percentage,
C：（0.60～0.85）%
Si：（0.1～1.0）%
Mn：（0.5～1.5）%
Below the P:0.035 %
Below the S:0.040 %
Below the Al:0.05 %
All the other are Fe and unavoidable impurities.
The hardness of its bight and cephalic region is HB 341～405
The hardness of its crown portion is below 90 percent of this bight and cephalic region hardness.
The 2nd kind, composition is as follows by weight percentage:
C：（0.60～0.85）%
Si：（0.1～1.0）%
Mn：（0.5～1.5）%
Below the P:0.035 %
Below the S:0.040 %
Below the Al:0.05 %
Following element then select wherein more than a kind or a kind,
Cr：（0.05～1.5）%
Mo：（0.01～0.20）%
V：（0.01～1.0）%
Ni：（0.1～1.0）%
Nb：（0.005～0.50）%
All the other are Fe and unavoidable impurities.The hardness of rail bight and cephalic region is HB341～405, and the hardness at rail head top is this bight and below 90% of cephalic region hardness.
The manufacture method of described high-strength, damage-resistant rail is as follows, make the former material of rail of above-mentioned the 1st kind or the 2nd kind composition, the head of the former material of above-mentioned rail is remained on the austenitizing temperature zone, a plurality of coolant jets by refrigerating head spray refrigerating medium to the former material of rail then, make the rail's end portion cooling, in above-mentioned cooling procedure, the nozzle number of above-mentioned refrigerating head, nozzle diameter and refrigerating medium ejection pressure is regulated wherein a kind of so that the cooling velocity at rail head top is slower than the cooling velocity of rail head sidepiece at least.
The cooling means of rail comprises following technology among the present invention: the former material of rail remains on the austenitizing temperature scope, a plurality of coolant jets by refrigerating head spray refrigerating medium to the former material of rail then, nozzle number, diameter and refrigerating medium ejection pressure are regulated wherein a kind of so that each position cooling velocity difference of rail's end portion at least.
In high strength, damage-resistant rail, the initial fitting property at rail head top reaches under high regidity rail mode of occupation, and the traumatic resistance at rail head top all can improve.
Below, the present invention is elaborated:
The high strength that Fig. 1 proposes for the present invention, the head sectional drawing of damage-resistant rail, the head of rail comprises crown portion 1, bight 2, cephalic region 3 and jaw portion 4.One of two bights in use become the inboard bight that contacts with wheel.
" head draws trace " of the damage of rail, particularly crown portion 1, along with the contact stress that is added in rail's end portion is higher, damage is faster, with reference to Fig. 2 and Fig. 3 this point is described.Fig. 2 is that the fatigue test method schematic diagram is rotated in two cylinder contacts, and 21 is the rail test part among this Fig. 2, and 22 is the wheel testpieces; 23 is sliding agent.Two cylinders 21,22 to be respectively the tread radius be that 15 millimeters, maximum gauge are that 30 millimeters rail test part and diameter is 30 millimeters, side face is the wheel testpieces of flat shape, after having tried to achieve Vertical loading and damaged life relation according to this test, just can obtain result as shown in Figure 3.Promptly can confirm when just contact stress is big, will damage in the short time (promptly damaging the life-span weak point) when the vertical load height.
In addition, use the initial stage at new high duty rails, under the bad situation of wheel break-in, concentrated vertical load acts on the rail, easily damages.And the shape of rail and wheel contact portion will be because under the situation of the wearing and tearing of rail and wheel break-in, vertical stress will optionally act on the slow part of the rate of wear.Therefore, we can say in order to prolong the life-span of rail that at the crown face of existing rail, it is effectively that maximum perpendicular stress over effect is disperseed.
Like this,, can consider or reduce the load that acts on rail, perhaps control the contact pressure of wheel and do not want concentration of local in order to prevent " head draws trace " of crown portion 1.
Among the present invention, never reduce the consideration of rail truck wheel load aspect and adopt the latter, promptly when keeping supporting the intensity and mar proof of train, reduce the maximum contact stress at rail head top, regulate the composition of rail, and then make the hardness ratio bight at rail head top and cephalic region hardness low.
Below, just the qualification reason of rail composition of the present invention is illustrated.
At first, the percentage by weight of C is 0.60～0.85%, and getting more than 0.6% is in order to obtain good intensity and abrasion resistance properties.Surpass at 0.85% o'clock, owing to just analyse cementite, and toughness is descended.
The percentage by weight of Si is 0.1～1.0%, and it is necessary being selected in more than 0.1% in order to ensure the intensity of rail, but surpasses at 1.0% o'clock, and it is bad that toughness and weldability become.
The percentage by weight of Mn is 0.5～1.5%.It is necessary being selected in more than 0.5% in order to ensure rail strength, but surpasses at 1.5% o'clock, and toughness and weldability are had bad influence.
As for P and S, become bad in order to prevent ductility, be selected in respectively below 0.035% and 0.040%.
Because Al is the composition that makes the fatigue behaviour deterioration, be the upper limit so get 0.05%.
The rail of using during particularly for wheel and rail contact conditions demand harshness in order further to improve the mar proof and the intensity in the inboard bight of rail, also can add one or more Cr, Mo, V, Ni and Nb low-alloy composition.
The percentage by weight of Cr is 0.05～1.50%, 0.05% when above, and the pearlite platelet is little at interval, makes the pearlite miniaturization, has improved intensity mar proof and traumatic resistance, and surpasses at 1.50% o'clock, and welding performance is had bad influence.
The percentage by weight of Mo is 0.01～0.20%, and Mo is the same with Cr to be the element that improves intensity, and its effect is just showing more than 0.01%, but surpasses at 0.2% o'clock, and is unfavorable to weldability.
Nb and V belong to the dispersion-strengtherning element, percentage by weight respectively is 0.005～0.050% and 0.01～0.10%, in order to obtain the effect of dispersion-strengtherning, be necessary that Nb is taken at more than 0.005%, V is taken at more than 0.01%, in addition, as Nb surpass 0.05% or V surpass at 0.10% o'clock, will separate out thick Nb or V charcoal, nitrogen compound, make the toughness deterioration of rail.
Ni has the element that improves intensity and toughness effect, and percentage by weight is taken as 0.1～1.0%, is less than the performance of 0.1% effect and does not come out, and it is saturated to reach 1.0% its effect.
Rail of the present invention, comprise above-mentioned composition, have the fine pearlite tissue, therefore, in the present invention, as previously mentioned, can regulate the Hardness Distribution of rail's end portion, the wearing character of each one of control rail is owing to reduced maximum contact stress, thereby in the time of being suppressed at high rigidity rail high contact stress takes place, the head that produces at the rail head top draws the trace damage.Good Hardness Distribution is to realize by the heat treatment of regulating each several part.
In addition, by the metallographic structure that changes crown portion, adjust the rate of wear and also can obtain same effect.That is, in the present invention, be organized as prerequisite, rely on suitable processing to regulate the Hardness Distribution of rail, and, do not consider hardness, also can control wearing character by changing metallographic structure with fine pearlite.For example, as shown in Figure 4, under same hardness, the fine pearlite tissue, wearing character is best.As shown in this figure, by the control metallographic structure, improve hardness and improve fatigue strength, but also may increase the rate of wear simultaneously.
Below, the rail that just has the fine pearlite tissue, having obtained the rail head top of above-mentioned actual effect and the hardness ratio between rail bight and cephalic region is illustrated, as previously mentioned, the contact condition of concentration of local does not take place for the contact pressure that obtains wheel, make the hardness of the hardness ratio rail bight at rail head top and cephalic region little good, desirable hardness ratio can be done the damage life test by two drum type brakes rotation testing machines and grasp, in this test, get actual wheel and rail 1/4 section size, make cylinder test spare.And the hardness of wheel testpieces is about HB(cloth third constellations hardness) 331.The rail test part adopts C-Mn steel (percentage by weight composition, C:0.77%, Si:0.23%, Mn:0.90%, P:0.019%, S:0.008% dissolves Al:0.004%) to the head appropriate section heat-treat, the hardness of rail bight appropriate section is to be HB370 approximately, makes softening and selected its difference of hardness of rail head top appropriate section.Its result as shown in Figure 5.Transverse axis is the hardness ratio (Brinell hardness) between rail's end portion appropriate section and rail bight appropriate section among Fig. 5, and the longitudinal axis is the crown portion damage life-span ratio of existing wear-resisting high-strength degree rail (slack quenching rail).Fig. 5 has represented the relation between them, can confirm that as shown in Figure 5 hardness ratio when the hardness of rail head top appropriate section and rail bight appropriate section is taken as 0.9 when following, the damage of rail head top appropriate section has obtained inhibition significantly, and, can also confirm, in this scope, promoted the break-in of initial stage rail's end portion and wheel, therefore, in the present invention, hardness ratio with between rail head top and rail bight and cephalic region is set at below 0.9.But hardness ratio is 0.6 when following, and the appropriate section damage of the inboard bight of rail takes place, and therefore, this hardness ratio wishes to be selected in more than 0.6.
In addition, best for the intensity and the mar proof that make rail, the hardness of rail bight and cephalic region is taken in HB341～HB405 scope as high strength of the present invention, damage-resistant rail head Hardness Distribution one example, as shown in Figure 6.In (a) of Fig. 6, wide 1/4 the inside from the rail head side to rail's end portion, from the rail head end face to dark 15 millimeters part, and among (a) of Fig. 6 from an A, the part that A ' impales to the straight line and the rail head side of jaw portion is rail bight and rail head sidepiece, in order to make it have the wearing character of rolled products of ordinary high-strength rail, the hardness of these parts is selected in HB341～HB405 scope, the rail head top is elected ratio to rail bight and rail head sidepiece hardness as below 0.9 by crown face to the hardness of 25 mm depths parts, 0.6 in the above scope, and to make it satisfy HB be more than 265, can make thus between the inboard bight of rail head top and rail and produce the wearing character difference, elect this difference as optimal value at various rail environments for use, just can solve the excessive maximum contact pressure problem of rail head center of top.
In (b) of Fig. 6, in 15 millimeters of distance rail head end faces, point apart from 15 millimeters inside, rail head side is a starting point, and from this to the rail bight and the part that impales of the straight line that connects of jaw portion, getting hardness is HB341～HB405, is adjusted in below 0.9 apart from the hardness and the above-mentioned hardness ratio of other parts of rail head end face 25 mm depths, more than 0.6, adopt this hardness pattern, also can obtain the effect same with Fig. 6 (a).
In addition, not under the situation that lotus is carved so at wheel and rail contact conditions, the hardness range of the high strength in cephalic region, inboard bight part also can be reduced to HB320～HB380.Also have,,,, be also included within the scope of the present invention, also can obtain same effect until making its rail that softens to above-mentioned hardness ratio by the dark about 25 millimeters part of crown face at 1/2 width place of rail crown middle body as (c) of Fig. 6.
In rail of the present invention, the Hardness Distribution of rail's end portion, because rail uses the rate of wear of initial stage crown portion faster than bight and cephalic region, and promote the break-in of itself and wheel, thus the generation of local excessive contact stress can be alleviated in early days, in addition, after the period of adjustment end of a period, under rail and the wheel contact condition, the rate of wear difference of rail's end portion each several part, the wearing and tearing of crown central authorities of portion preferentially take place.Thus, the vertical load that acts on the rail head top can be evenly dispersed in above the rail's end portion, and the amplitude stress that acts on the rail head top can be relaxed, maximum contact pressure is dropped to below the fatigue strength, thus, can suppress the generation of fatigue damage, prolong rail life.
The following describes the manufacture method of rail of the present invention.
Usually, rail is to make like this.At first, utilize hot rolling to make the former material of rail, then, the head of the former material of rail is remained on austenitizing temperature, again by this temperature cooling.And the cooling velocity during by the control cooling produces the crown portion rail different with cephalic region hardness.
The cooling of the former material head of rail faces toward the former material of rail crown portion and cephalic region as shown in figure 10, and configured head top refrigerating head 11 and 2 cephalic region refrigerating heads 12 have a plurality of nozzles on these refrigerating heads respectively, sprays cooling medium such as air by these nozzles to the former material of rail.At this moment, owing to have a kind of the adjusting at least in the ejection pressure of nozzle number, nozzle diameter and cooling medium, can make each position cooling velocity difference of rail head.
In addition, by the austenitizing temperature cooling, speed is slower, and the hardness of rail is littler.
Therefore, in the present invention, the former material of rail with composition scope of the present invention, by hot rail manufacturing, the head with the former material of this rail remains on the austenitizing temperature state again, then by this state of temperature cooling, the cooling velocity at rail head top is slower than rail head sidepiece cooling velocity, this is by adjusting refrigerating head nozzle number, at least a realization in the ejection pressure of diameter and refrigerating medium, thus can produce the crown portion rail lower than cephalic region hardness.
And, after the hot rolling,, just can directly cool off the former material of rail if the former material of rail remains on the austenitizing temperature scope, but when the temperature of the former material of rail is lower than austenitizing temperature, then the former material of rail must be heated to the austenitizing temperature scope again after, cooling again.
Below, be the simple declaration of accompanying drawing.
Fig. 1 is the head sectional drawing of rail of the present invention;
Wherein, 1 is crown portion, and 2 is the bight, and 3 is cephalic region, and 4 is jaw portion.
Fig. 2 is used for illustrating two cylinder contact rotation tests, and purpose is normal load and the relation between the damage life-span that acts on the rail in order to grasp, and 21 is the rail test part among the figure, and 22 is the wheel testpieces, and 23 is sliding agent;
Normal load and the relation between the damage life-span in testing shown in Fig. 3 presentation graphs 2;
Fig. 4 represents in two drum type brake contact rotation wear tests, the relation between relation between the hardness and the rate of wear and tissue and the rate of wear;
Fig. 5 represents hardness ratio between rail head top and bight and the relation between the injuring speed;
Fig. 6 represents the example of rail Hardness Distribution of the present invention;
Fig. 7 represents the Hardness Distribution of rail's end portion, 4. is crown central authorities of portion among the figure; 3., 5. be the bight; 2., 6. be cephalic region; 1., 7. be jaw portion.
Fig. 8 represents the measuring point of Hardness Distribution shown in Figure 7.4. crown central authorities of portion among this figure; 3., 5. be the bight; 2., 6. be cephalic region; 1., 7. be jaw portion.
Fig. 9 represents hardness ratio and the relation between the damage life-span in the different testpieces of composition or heat treatment method;
Figure 10 is used to illustrate the former material cooling means of rail;
Figure 11 a, Figure 11 b represent rail cooling means of the present invention and have the nozzle arrangement situation of the rail head top refrigerating head that uses in the cooling means.
Introduce embodiments of the invention below.
With the steel shown in the table 1 in the rail composition range of the present invention as the former material of rail.
[table 1]: (seeing below)
Get the 60 kilograms of former materials of rail of C-Mn steel in the table 1, make two kinds of rail, one of them head obtains existing hardhead rail by existing slack quenching heat treatment, and another kind dies down the cooling of crown portion, has carried out special slack quenching, makes rail of the present invention.
Rail of the present invention is made with the following method, after making the former material of rail by hot rolling, utilize the crown portion tempering air refrigerating head 11 and the cephalic region tempering air refrigerating head 12 of configuration as shown in figure 10, refrigerating head is provided with a plurality of nozzles, by these nozzles air is sprayed to the former material head of the rail that is in more than the Arl temperature, the former material head of cooling rail.Figure 11 a represents the nozzle arrangement of crown portion tempering air refrigerating head 11.As shown in the drawing, the number of its central portion nozzle bore has reduced.That is to say that refrigerating head use in the cooling of existing crown portion, shown in Figure 11 b, nozzle bore is evenly to dispose.After but the nozzle bore number of refrigerating head central portion reduced here, the air capacity that sprays to the rail head top will reduce.And by controlling the air pressure of refrigerating head, the air pressure that is sprayed on crown portion is lower than the air pressure that is sprayed on cephalic region.The number ratio of the air pressure of table 2 expression crown portion and cephalic region and crown portion and cephalic region nozzle bore.Above in the table 2 is embodiment, is the prior art example below.
[table 2]: (seeing below)
The Hardness Distribution of these 1 millimeter depths of rail head end face, as shown in Figure 7.Symbol A represents the distribution of existing rail hardness among Fig. 7, and symbol B represents the Hardness Distribution of rail of the present invention.And the numeral of band garden circle on Fig. 7 transverse axis, corresponding to the position of the band garden number of turns word of record actual hardness measuring point shown in Figure 8.
As shown in Figure 7, in the existing rail, the difference of hardness between crown portion and cephalic region and bight is very little, and in the rail of the present invention, the hardness of crown portion has reduced.Make the garden tube testpieces of actual wheel and rail 1/4 section size by the former material of the rail of composition shown in the table 1, utilize two gardens cartridge type to rotate testing machine and damage life test, the hardness of wheel testpieces is about HB331.The rail test part in rail head top appropriate section, has feature of the present invention in order to make it, the hardness of rail head top appropriate section is taken as below 90% of hardness (fixing on Hb370 approximately) of bight appropriate section.And, after the C-Mn steel in the table 1 carries out the slack quenching processing, make the testpieces of crown portion annealing in process, also carry out same test, reaching crown portion thus is the globular pearlite tissue, thereby the hardness of crown portion is reduced.
The result of this test is illustrated among Fig. 9, as shown in Figure 9, no matter which kind of testpieces, compares with rail bight hardness, and the hardness of crown portion is 90% when following of rail bight hardness, damages the life-span and brings up to more than 1.2 times, and maximum can arrive 1.9 times.
In addition, select Ni for use, Cr, Mo, Nb, the Cr-V steel that the element among the V makes, the Cr-Mo-V steel, in the Ni-Nb steel testpieces, than the testpieces that the C-Mn steel that does not contain these yuan makes, the damage life-span is long.Thus, alloying element such as Cr can be confirmed to add and its damage life-span can be improved.
As rail of the present invention, be with the C-Mn steel shown in the table 1, in order to make it have the Hardness Distribution shown in Fig. 7 b, and carry out rail after slack quenching is handled with existing high duty rails, and be laid on the high load capacity railway to realize on the circuit, make vehicle do current test, the result of test shows, rail of the present invention is at the laying initial stage, good with the break-in of wheel.And after passing through 250000000 tons, the damage incidence of rail head end face is not only laid the initial stage for 1/6 of existing rail, and traumatic resistance is also good than existing rail later on.
By these result of the tests, can know clearly that in order to prolong the damage life-span, in the present invention, adopting the dispersion wheel is effectively to the vertical stress of rail head end face.
Past, be not conceived to the contact stress that wheel acts on rail's end portion, different and different with the position, so do not control the precedent of rail's end portion wearing character, and rail of the present invention has advantages of good abrasion and traumatic resistance, along with popularizing of high stiffness track from now on, in order to reduce the maintenance cost of track, it is effectively that rail of the present invention is expected.
Utilize the present invention, can suppress to draw the generation of excessive contact stress such as trace and the damage of the crown portion that produces, thereby prolong life-span of rail along with head.Thus, in high load capacity railway zig zag section, adopt cement sleeper etc., the problem that easily produces when making high rigidity railway can be resolved, and repaiies expense thereby reduced railway.Thus, economic worth of the present invention also is very high.
Table 1
| Chemical composition (weight %) | ||||||||||||
| C | Si | Mn | P | S | Ni | Cr | Mo | Nb | V | Sol?AL | Fe | |
| The C-Mn steel | 0.77 | 0.23 | 0.90 | 0.019 | 0.008 | － | ?－ | － | － | － | 0.004 | All the other |
| The Cr-V steel | 0.76 | 0.23 | 0.91 | 0.019 | 0.008 | － | 0.30 | － | － | 0.04 | 0.003 | All the other |
| The Cr-Mo-V steel | 0.76 | 0.23 | 0.90 | 0.018 | 0.008 | － | 0.16 | 0.08 | － | 0.02 | 0.002 | All the other |
| The Ni-Nb steel | 0.77 | 0.22 | 0.90 | 0.015 | 0.009 | 0.24 | － | － | 0.020 | － | 0.004 | All the other |
Table 2
Claims (5)
1, a kind of high strength, damage-resistant rail, it is characterized in that: the percentage by weight of its composition is as follows, C: (0.60～0.85) %, Si: (0.1～1.0) %, Mn: (0.5～0.05) %, P are below 0.035%, S below 0.040%, Al: below 0.05%, all the other are Fe and unavoidable impurities; The bight of rail and the hardness of cephalic region are HB341～HB405, and the hardness of its crown portion is above-mentioned bight and below 90% of cephalic region hardness.
2, a kind of high strength, damage-resistant rail, it is characterized in that: the percentage by weight of this rail composition is as follows, C:(0.60～0.85) %, Si:(0.1～1.0) %, Mn:(0.5～1.5) %, P: below 0.035%, S: below 0.04%, Al: below 0.05%, also contain (0.05～1.5) %Cr in addition, (0.01～0.20) %Mo, (0.01～0.10) %V, (0.1～1.0) %Ni, the interpolation element more than a kind or a kind among (0.005～0.50) %Nb, all the other are Fe and unavoidable impurities, the bight of rail and the hardness of cephalic region are HB341～HB405, and the hardness of its crown portion is above-mentioned bight and below 90% of cephalic region hardness.
3, the manufacture method of high strength, damage-resistant rail, it is characterized in that: at first utilize hot rolling to make the former material of rail, the weight percent composition of the composition of this former material is as follows, C:(0.60～0.85) %, Si:(0.1～1.0) %, Mn:(0.5～1.5) and %, P: below 0.035%, S: below 0.040%, Al:
All the other are Fe and unavoidable impurities below 0.05%.
Next is with the head of the former material of above-mentioned rail, remain in the austenitizing temperature scope, a plurality of coolant jets by refrigerating head, to the former material ejected coolant of rail, make the rail's end portion cooling, adjusting is wherein a kind of at least in the ejection pressure of nozzle number, nozzle diameter and the refrigerating medium of above-mentioned refrigerating head in above-mentioned process for cooling, so that make the cooling velocity at rail head top slower than the cooling velocity of rail head sidepiece.
4, a kind of high strength, the manufacture method of damage-resistant rail, it is characterized in that: at first, utilize hot rolling to make the former material of rail, the percentage by weight of this former material is as follows, C:(0.60～0.85) %, Si:(0.1～1.0) %, Mn:(0.5～1.5) %, P: below 0.035%, S: below 0.04%, Al: below 0.05%, also contain the element Cr more than a kind or a kind in addition: (0.05～1.5) %, Mo:(0.01～0.20) %, V:(0.01～0.10) %, Ni:(0.1～1.0) %, Nb:(0.005～0.50) %, all the other are Fe and unavoidable impurities; Secondly, the head of the former material of above-mentioned rail is remained in the austenitizing temperature scope, by a plurality of coolant jets of refrigerating head,, make the rail's end portion cooling again to the former material ejected coolant of rail; In above-mentioned cooling procedure, the nozzle number of above-mentioned refrigerating head, in the ejection pressure of nozzle diameter and refrigerating medium, adjusting is wherein a kind of at least, so that make the cooling velocity at rail head top slower than the cooling velocity of rail head sidepiece.
5, a kind of rail cooling control method is characterized in that, earlier the former material of rail is remained in the austenitizing temperature scope, by a plurality of coolant jets of refrigerating head,, make the rail's end portion cooling then to the former material ejected coolant of rail, in cooling procedure, regulate refrigerating head nozzle number at least; A kind of in nozzle diameter and the refrigerating medium ejection pressure is so that make rail head each several part cooling velocity difference.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US55962890A | 1990-07-30 | 1990-07-30 | |
| USUS559,628 | 1990-07-30 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN1063916A true CN1063916A (en) | 1992-08-26 |
Family
ID=24234362
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN91105133A Pending CN1063916A (en) | 1990-07-30 | 1991-07-30 | High-strength, damage-resistant rail and manufacture method thereof |
Country Status (10)
| Country | Link |
|---|---|
| EP (1) | EP0469560B1 (en) |
| JP (1) | JPH0617193A (en) |
| KR (1) | KR930010334B1 (en) |
| CN (1) | CN1063916A (en) |
| AT (1) | ATE128486T1 (en) |
| AU (1) | AU642279B2 (en) |
| BR (1) | BR9103264A (en) |
| CA (1) | CA2048097C (en) |
| DE (1) | DE69113358T2 (en) |
| SU (1) | SU1839687A3 (en) |
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| CN103741021A (en) * | 2013-12-26 | 2014-04-23 | 马钢(集团)控股有限公司 | High-toughness wheel steel for railway wagons and wheel preparation method |
| CN104988405A (en) * | 2015-07-23 | 2015-10-21 | 攀钢集团攀枝花钢铁研究院有限公司 | Steel rail for passenger and freight mixed carrying and production method and application of steel rail |
| CN105154773A (en) * | 2015-07-23 | 2015-12-16 | 攀钢集团攀枝花钢铁研究院有限公司 | Steel rail for heavy haul railway and production method and application of steel rail for heavy haul railway |
| CN110468632A (en) * | 2019-08-30 | 2019-11-19 | 武汉钢铁有限公司 | It is a kind of for straight line-curve transition rail and its production method |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| AU663023B2 (en) * | 1993-02-26 | 1995-09-21 | Nippon Steel Corporation | Process for manufacturing high-strength bainitic steel rails with excellent rolling-contact fatigue resistance |
| AU682675B2 (en) * | 1993-08-27 | 1997-10-16 | Nkk Corporation | Steel bar for prestressed concrete excellent in delayed fracture resistance at weld zone |
| DE69427189T3 (en) * | 1993-12-20 | 2013-08-08 | Nippon Steel & Sumitomo Metal Corporation | HIGH-RESISTANCE, ABRASIVE-RESISTANT RAIL WITH PERLIT STRUCTURE AND METHOD FOR THE PRODUCTION THEREOF |
| CZ156894A3 (en) * | 1994-06-27 | 1996-01-17 | Zdb | Steel for railway vehicle wheels, particularly for railway wheel tyres |
| RU2112051C1 (en) | 1994-11-15 | 1998-05-27 | Ниппон Стил Корпорейшн | Rail from perlitic steel with high wear resistance and method of rail manufacture |
| US6783610B2 (en) * | 2001-03-05 | 2004-08-31 | Amsted Industries Incorporated | Railway wheel alloy |
| JP4949144B2 (en) * | 2007-07-02 | 2012-06-06 | 新日本製鐵株式会社 | Perlite rail excellent in surface damage resistance and wear resistance and method for producing the same |
| ES2731660T3 (en) | 2009-08-18 | 2019-11-18 | Nippon Steel & Sumitomo Metal Corp | Perlite rail |
| RU2449045C1 (en) * | 2010-11-26 | 2012-04-27 | Открытое акционерное общество "Новокузнецкий металлургический комбинат" | Rail steel |
| RU2457272C1 (en) * | 2011-02-17 | 2012-07-27 | Открытое акционерное общество "ЕВРАЗ Объединенный Западно-Сибирский металлургический комбинат" (ОАО "ЕВРАЗ ЗСМК") | Rail steel |
| HUE027275T2 (en) | 2011-11-28 | 2016-10-28 | Tata Steel Uk Ltd | Rail steel with an excellent combination of wear properties, rolling contact fatigue resistance and weldability |
| JP5776565B2 (en) * | 2012-01-23 | 2015-09-09 | 新日鐵住金株式会社 | Rail steel and wheel steel material selection method |
| WO2013114600A1 (en) * | 2012-02-02 | 2013-08-08 | Ｊｆｅスチール株式会社 | Rail cooling method and rail cooling device |
| CN104480390B (en) * | 2015-01-07 | 2016-10-19 | 攀钢集团攀枝花钢铁研究院有限公司 | The rail of high impact toughness and production method thereof |
| US10047411B2 (en) * | 2015-01-23 | 2018-08-14 | Nippon Steel & Sumitomo Metal Corporation | Rail |
| RU2601847C1 (en) * | 2015-07-02 | 2016-11-10 | Открытое акционерное общество "ЕВРАЗ Объединенный Западно-Сибирский металлургический комбинат", ОАО "ЕВРАЗ ЗСМК" | Method of manufacturing rails of low-temperature reliability |
| CN115747464A (en) * | 2022-11-24 | 2023-03-07 | 攀钢集团攀枝花钢铁研究院有限公司 | Single-frequency induction heating heat treatment method for medium-carbon low-manganese steel rail welded joint |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR765157A (en) * | 1933-02-28 | 1934-06-04 | Petits Fils Francois Wendel | Method and installation for the heat treatment of rails and similar bars and resulting parts |
| GB619699A (en) * | 1946-07-17 | 1949-03-14 | Petits Fils Francois Wendel | Method and apparatus for heat treating railroad rails |
| GB2118579A (en) * | 1982-01-29 | 1983-11-02 | British Steel Corp | Heat treatment of rails |
| DE3579681D1 (en) * | 1984-12-24 | 1990-10-18 | Nippon Steel Corp | METHOD AND DEVICE FOR TREATING THE RAILS. |
| MX165036B (en) * | 1987-04-10 | 1992-10-16 | Signode Corp | CONTINUOUS TREATMENT OF COLD ROLLED CARBON MANGANESE STEEL |
| JPH01268846A (en) * | 1988-04-20 | 1989-10-26 | Kawasaki Steel Corp | Hot pressing tool steel |
| US4895605A (en) * | 1988-08-19 | 1990-01-23 | Algoma Steel Corporation | Method for the manufacture of hardened railroad rails |
-
1991
- 1991-07-29 SU SU915001556A patent/SU1839687A3/en active
- 1991-07-29 AU AU81432/91A patent/AU642279B2/en not_active Ceased
- 1991-07-29 CA CA002048097A patent/CA2048097C/en not_active Expired - Fee Related
- 1991-07-29 JP JP3188897A patent/JPH0617193A/en active Pending
- 1991-07-30 BR BR919103264A patent/BR9103264A/en not_active IP Right Cessation
- 1991-07-30 DE DE69113358T patent/DE69113358T2/en not_active Expired - Fee Related
- 1991-07-30 AT AT91112820T patent/ATE128486T1/en active
- 1991-07-30 EP EP91112820A patent/EP0469560B1/en not_active Expired - Lifetime
- 1991-07-30 KR KR1019910013150A patent/KR930010334B1/en not_active IP Right Cessation
- 1991-07-30 CN CN91105133A patent/CN1063916A/en active Pending
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103741021A (en) * | 2013-12-26 | 2014-04-23 | 马钢(集团)控股有限公司 | High-toughness wheel steel for railway wagons and wheel preparation method |
| CN104988405A (en) * | 2015-07-23 | 2015-10-21 | 攀钢集团攀枝花钢铁研究院有限公司 | Steel rail for passenger and freight mixed carrying and production method and application of steel rail |
| CN105154773A (en) * | 2015-07-23 | 2015-12-16 | 攀钢集团攀枝花钢铁研究院有限公司 | Steel rail for heavy haul railway and production method and application of steel rail for heavy haul railway |
| CN104988405B (en) * | 2015-07-23 | 2017-03-08 | 攀钢集团攀枝花钢铁研究院有限公司 | A kind of passenger-cargo mixed utilization rail and its production method and application |
| CN110468632A (en) * | 2019-08-30 | 2019-11-19 | 武汉钢铁有限公司 | It is a kind of for straight line-curve transition rail and its production method |
| CN112267063A (en) * | 2020-09-09 | 2021-01-26 | 邯郸钢铁集团有限责任公司 | Wear-resistant hot-rolled steel rail and production method thereof |
Also Published As
| Publication number | Publication date |
|---|---|
| KR920002236A (en) | 1992-02-28 |
| DE69113358T2 (en) | 1996-04-18 |
| AU8143291A (en) | 1992-02-06 |
| CA2048097A1 (en) | 1992-01-31 |
| EP0469560B1 (en) | 1995-09-27 |
| SU1839687A3 (en) | 1993-12-30 |
| DE69113358D1 (en) | 1995-11-02 |
| AU642279B2 (en) | 1993-10-14 |
| JPH0617193A (en) | 1994-01-25 |
| CA2048097C (en) | 1998-05-05 |
| KR930010334B1 (en) | 1993-10-16 |
| EP0469560A1 (en) | 1992-02-05 |
| BR9103264A (en) | 1992-02-18 |
| ATE128486T1 (en) | 1995-10-15 |
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