CN109913761B - V, Ni-containing steel for railway wagon combined brake beam and manufacturing method thereof - Google Patents
V, Ni-containing steel for railway wagon combined brake beam and manufacturing method thereof Download PDFInfo
- Publication number
- CN109913761B CN109913761B CN201910280593.4A CN201910280593A CN109913761B CN 109913761 B CN109913761 B CN 109913761B CN 201910280593 A CN201910280593 A CN 201910280593A CN 109913761 B CN109913761 B CN 109913761B
- Authority
- CN
- China
- Prior art keywords
- steel
- alloy
- brake beam
- cooling
- heating
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Landscapes
- Heat Treatment Of Steel (AREA)
- Treatment Of Steel In Its Molten State (AREA)
Abstract
The invention relates to V, Ni-containing steel for a railway wagon combined brake beam and a manufacturing method thereof, belonging to the field of ferrous metallurgy. The invention provides V, Ni-containing steel for a railway wagon combined brake beam, which comprises the following chemical components in percentage by weight: c: 0.14% -0.18%, Si: 0.25-0.40%, Mn: 1.35-1.55%, Cr: 0.20% -0.30%, V: 0.10% -0.14%, Ni: 0.20-0.25%, Nb is less than or equal to 0.005%, N: 0.0090-0.0110%, P is less than or equal to 0.015%, S is less than or equal to 0.015%, and the balance of Fe and inevitable impurities. After the steel is subjected to normalizing at 920 ℃ and tempering at 480 ℃, the yield strength is more than or equal to 460MPa, Akv (-40 ℃) is more than or equal to 27J, and the steel has no crack for 100 ten thousand times.
Description
Technical Field
The invention relates to V, Ni-containing steel for a railway wagon combined brake beam and a manufacturing method thereof, belonging to the field of ferrous metallurgy.
Background
The combined brake beam of the railway wagon is a key part of a railway wagon bogie brake system, plays an important role in transferring brake braking force and fixing and supporting the wagon brake system in the running process of a vehicle, is often subjected to complex alternating stress such as impact, torsion, shearing and the like, so that deformation and even fracture occur, and the safety and reliability of the brake system are reduced, so that the combined brake beam has high requirements on mechanical properties, fatigue properties and the like, and the combined brake beam has the requirements that the yield strength is more than or equal to 460MPa, Akv (-40 ℃) is more than or equal to 27J, and the fatigue properties are 100 million times without cracks.
The prior art generally adopts low-alloy high-strength steel Q460E to manufacture the combined brake beam of the railway freight car, but the situation of performance is often caused because the strength and toughness matching performance requirement is higher. Specifically, the strength of the low alloy steel is generally improved by adding a certain amount of micro alloy elements such as V, Ti, and Nb, but carbonitride formed by adding micro alloy elements such as V, Ti, and Nb is likely to form solid solution during heating to cause austenite lattice distortion, irregular transformation of needle (sheet) shaped ferrite occurs at a place where the lattice distortion is large during cooling after rolling, and austenite divided around reaches Ar3 and is transformed into pearlite surrounding the ferrite to form weissen structure, thereby greatly reducing low temperature impact toughness. For example, the document "study of Widmannstatten structure in steel Q460E for L-B type brake beam material" shows that when the steel contains 0.08% of V, 0.034% of Nb and 0.010% of Ti, and the heating temperature is above 940 ℃, certain Widmannstatten structure is generated no matter air cooling or air cooling is adopted, the content of Widmannstatten structure increases with the increase of the heating temperature, and the low-temperature impact energy Akv (-40 ℃) is in a step-like reduction with the increase of the content of Widmannstatten structure. The document Q460E quantitative analysis discussion of Widmannstatten structure for steel of railway wagon brake beam also shows that the impact energy of the sample is reduced in a step shape along with the increase of the percentage content of Widmannstatten structure area, and the impact energy is close to the lower limit specified by the technical conditions when the percentage content of Widmannstatten structure area is 15-38%. The document "quality control of railway train brake beam Q460E process" also shows that the widmannstatten area content is about 3% when the heating temperature is 920 ℃ and the steel contains 0.15% of V, 0.06% of Nb, 0.01% of Ti and 0.59% of Ni. Although the strength and mechanical performance indexes can meet the standard requirements when a certain amount of widmannstatten structures are contained, the risk of performance incompatibility is caused. Therefore, how to ensure that the steel has good and stable obdurability matching through chemical composition design or process and structure control while improving the strength is the key control of the steel grade at present.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention aims to provide V, Ni-containing steel for the combined brake beam of the railway wagon. The invention also aims to provide a manufacturing method of the steel for the combined brake beam of the railway wagon.
The invention provides V, Ni-containing steel for a railway wagon combined brake beam, which comprises the following chemical components in percentage by weight: c: 0.14% -0.18%, Si: 0.25-0.40%, Mn: 1.35-1.55%, Cr: 0.20% -0.30%, V: 0.10% -0.14%, Ni: 0.20-0.25%, Nb is less than or equal to 0.005%, N: 0.0090-0.0110%, P is less than or equal to 0.015%, S is less than or equal to 0.015%, and the balance of Fe and inevitable impurities.
Further, the chemical components by weight percentage are as follows: c: 0.15% -0.17%, Si: 0.26-0.37%, Mn: 1.37% -1.51%, Cr: 0.22-0.30%, V: 0.10% -0.14%, Ni: 0.20% -0.25%, Nb: 0.001-0.002%, N: 0.0094% -0.0108%, P: 0.010-0.012%, S: 0.006-0.009%, and the balance Fe and inevitable impurities.
Further, the steel for the combined brake beam of the railway wagon is prepared by the following method: smelting to obtain molten steel with the chemical components, continuously casting the molten steel into a steel billet, heating the steel billet, rolling the steel billet into the section steel for the combined brake beam of the railway wagon, and cooling to obtain the steel.
Further, the continuous casting satisfies at least one of:
controlling the temperature of a tundish of a continuous casting machine to 1530-1550 ℃;
preferably, controlling the temperature of a tundish of the continuous casting machine to be 1534-1542 ℃;
and naturally cooling the continuously cast steel billet to room temperature.
In the invention, the liquidus temperature of the steel is 1510 ℃, the superheat degree of a tundish of a continuous casting machine is controlled to be 20-40 ℃ during continuous casting, and the molten steel is cast into a billet. This temperature is achieved by electrical heating in the LF furnace.
Further, the billet heating satisfies at least one of the following conditions:
the heating temperature is 1000-1100 ℃;
preferably, the highest heating temperature is 1086-1191 ℃;
the total heating time does not exceed the total time calculated by the formula T ═ C × B, wherein T represents the total heating time and has the unit of h; c represents the thickness of the steel billet and has the unit of cm; b represents a coefficient, and the value range is 0.15-0.20;
preferably, the total heating time is 105-134 min;
soaking time is 10-20 min;
preferably, the soaking time is 16-18 min.
Further, the cooling satisfies at least one of:
the cooling speed is not more than 2.5 ℃/s;
preferably, the cooling speed is 0.5-2.2 ℃/s;
the cooling mode is natural air cooling;
cooling to below 400 deg.C and collecting.
The invention provides a manufacturing method of steel for a combined brake beam of a railway wagon, which comprises the following steps: smelting to obtain molten steel with the chemical components, continuously casting the molten steel into a steel billet, heating the steel billet, rolling the steel billet into the section steel for the combined brake beam of the railway wagon, and cooling to obtain the steel.
Preferably, the smelting comprises the following steps: smelting in a converter, refining in an LF furnace, and carrying out vacuum treatment.
Further, the converter smelting meets at least one of the following conditions:
adding molten iron and/or scrap steel into the converter, and controlling the S content to be not more than 0.060% and the Nb content to be not more than 0.005%;
tapping into a steel ladle when the components of the molten steel are initially refined to 0.05-0.10 percent of C, not more than 0.010 percent of P and not more than 0.010 percent of S, and the temperature of the molten steel is not lower than 1670 ℃;
adding FeSi alloy, FeMn alloy, FeCr alloy, alloy containing V element and alloy containing Ni element in the tapping process, controlling C within the range of 0.10-0.15%, controlling Si within the range of 0.25-0.40%, controlling Mn within the range of 1.35-1.55%, controlling Cr within the range of 0.20-0.30%, controlling V within the range of 0.10-0.14%, and controlling Ni within the range of 0.20-0.25%;
the V-containing alloy is selected from FeV and/or VN alloy;
preferably, when the VN alloy is added, the N in the molten steel is controlled to be below 0.0090%;
adding deoxidation alloy in the tapping process to pre-deoxidize the molten steel;
the deoxidation alloy is selected from one or more than two of aluminum-iron alloy, silicon-manganese alloy and silicon-calcium-barium alloy;
the alloy addition was started at 1/3 tapping and completed at 2/3 tapping.
When VN alloy is added, N in molten steel is controlled to be below 0.0090% so as to prevent the N content from exceeding the upper limit of 0.0110% due to natural N absorption in the subsequent process, and insufficient N can be supplemented after vacuum treatment.
Further, the refining of the LF furnace controls the electrical heating temperature to be 60-90 ℃ higher than the liquidus temperature.
Further, the vacuum treatment satisfies at least one of the following:
carrying out vacuum treatment by AD, AOD or RH vacuum treatment equipment;
the processing time with the vacuum degree less than or equal to 3mbar is not less than 12 min;
finely adjusting the components of the chemical components at the later stage of vacuum treatment to obtain molten steel of the chemical components;
the content of N is adjusted by adding the alloy containing N at the later stage of vacuum treatment or feeding the cored wire containing the N alloy after the vacuum treatment.
After the V, Ni-containing steel for the combined brake beam of the railway wagon is subjected to 920 ℃ normalizing and 480 ℃ tempering, the yield strength is more than or equal to 460MPa, Akv (-40 ℃) is more than or equal to 27J, and the steel is subjected to 100 ten thousand times of crack-free fatigue performance test according to the GB/T1978 standard after being prepared into the combined brake beam of the railway wagon.
Detailed Description
The invention provides V, Ni-containing steel for a railway wagon combined brake beam, which comprises the following chemical components in percentage by weight: c: 0.14% -0.18%, Si: 0.25-0.40%, Mn: 1.35-1.55%, Cr: 0.20% -0.30%, V: 0.10% -0.14%, Ni: 0.20-0.25%, Nb is less than or equal to 0.005%, N: 0.0090-0.0110%, P is less than or equal to 0.015%, S is less than or equal to 0.015%, and the balance of Fe and inevitable impurities.
The invention relates to a chemical composition design and improvement based on the existing low-alloy high-strength steel Q460E. Wherein, 0.0090% -0.0110% of N is added, which is mainly used for combining with V in steel to form fine V (C, N) particles, and the fine grain strengthening effect of V is more fully exerted to improve the obdurability of steel.
Secondly, the invention optimizes the content of V: 0.10 to 0.14 percent of V is added, on one hand, the strength of the steel is improved through the solid solution strengthening effect of V, and on the other hand, N in the steel can be fixed, so that the aging performance of the steel is ensured.
Thirdly, the invention optimizes the content of Ni: 0.20 to 0.25 percent of Ni is added, the main function is to form carbide with carbon to stabilize austenite and reduce the coarsening tendency of austenite, and the Ni is mutually soluble with iron to play a role in refining ferrite grains, so that the low-temperature impact property of steel can be greatly improved while the strength is improved.
The invention may also have the following additional technical features:
according to some embodiments of the invention, the heating temperature of the billet is controlled to be 1000-1100 ℃, the total heating time is not more than the total time calculated by the formula T-C-B, the soaking time is 10-20 min, a natural air cooling mode is selected, the cooling speed is controlled to be not more than 2.5 ℃/s, the billet is cooled to be below 400 ℃ for collection, accelerated cooling such as water spraying, air blowing and spraying is not performed on the rolled section steel, and adverse effects of Widmannstatten structures on low-temperature impact performance can be avoided. When the natural environment is low, the cooling rate is more than 2.5 ℃/s under the natural cooling condition, and the cooling speed is ensured to be not more than 2.5 ℃/s by adopting the modes of entering a slow cooling pit for slow cooling, timely stacking and the like.
The scheme of the invention will be explained with reference to the examples. It will be appreciated by those skilled in the art that the following examples are illustrative of the invention only and should not be taken as limiting the scope of the invention. The examples, where specific techniques or conditions are not indicated, are to be construed according to the techniques or conditions described in the literature in the art or according to the product specifications. The reagents or instruments used are not indicated by the manufacturer, and are all conventional products commercially available.
EXAMPLE 1 manufacture of Steel for Combined brake Beam of railway wagon according to the invention
The invention relates to a method for producing section steel for a combined brake beam of a railway wagon by adopting the technology of the invention on the process of a converter with the nominal capacity of 120 tons (the actual steel tapping amount is within the range of 120-140 tons) in a certain steel plant, and the production process comprises the following steps: converter smelting → LF furnace electric heating → RH vacuum treatment → 6 machine 6 flow square billet caster casting 150mm x 150mm steel billet → billet heating → rolling to form the steel section for the railway wagon combined brake beam. The specific process comprises the following steps:
firstly, 140 tons of molten iron is added into a converter, the S content of the added molten iron is not more than 0.060 percent, and the Nb content is not more than 0.005 percent. After molten iron is added into a converter, the molten iron is primarily smelted into molten steel by utilizing the oxygen blowing and decarburization function of the converter, when the molten steel components are primarily smelted to 0.07 percent of C, 0.0010 percent of P and 0.006 percent of S and the temperature is 1682 ℃, the molten steel is discharged into a ladle, and the actual steel discharge amount is 134 tons at the moment. FeSi, FeMn, FeCr, a Ni plate, a FeV alloy and anthracite are added into molten steel in the tapping process to carry out alloying of C, Si, Mn, Cr, Ni and V, and the content of C, Si, Mn, Cr, V and Ni in the molten steel is controlled to be 0.14%, 0.37%, 1.50%, 0.29%, 0.14% and 0.24%. And adding certain deoxidation alloy (the deoxidation alloy can be Al-Fe, Si-Mn alloy, Si-Ca-Ba alloy, etc.) to pre-deoxidize the molten steel. Alloy addition was started at the time of tapping 1/3 and had to be completed at the time of tapping 2/3.
And after the molten steel reaches the LF furnace, carrying out electric heating and refining, and transferring the molten steel to an RH procedure when the temperature of the molten steel reaches 1588 ℃.
And (3) carrying out vacuum treatment after the molten steel reaches an RH procedure, wherein the treatment time with the vacuum degree of less than or equal to 3mbar is 15min, and finely adjusting chemical components, wherein N is adjusted by adopting an alloy cored wire feeding mode containing N.
A150 mm multiplied by 150mm billet is cast on a 6-machine 6-flow billet caster, the temperature of a tundish during continuous casting is 1542 ℃, the liquidus temperature of steel is 1510 ℃, and the chemical components of molten steel are analyzed by sampling in the caster to be 0.17% of C, 0.37% of Si, 1.51% of Mn, 0.29% of Cr, 0.14% of V, 0.24% of Ni, 0.002% of Nb (residual), 0.012% of P, 0.006% of S, 0.0108% of N, and the balance of Fe and inevitable other impurities. And stacking the casting blanks and naturally cooling to room temperature.
And cooling the casting blank, and then conveying the casting blank to a section production line for heating and rolling. The highest heating temperature of the casting blank is 1091 ℃, the total heating time is 105min, the soaking time is 16min, then the casting blank is taken out of the furnace and rolled into the section steel for the combined brake beam of the railway wagon, the section steel is naturally cooled in air after being put on a cooling bed, the cooling speed is 0.5-2.2 ℃/s, and the section steel is collected when the section steel is cooled to the temperature below 400 ℃.
After being tempered at 920 ℃ and 480 ℃, the mechanical property test result of the steel is as follows: 491MPa for ReL, 653MPa for Rm, 38.5% for A, and 91J for Akv (-40 ℃); the structure is ferrite plus pearlite, and the widmannstatten structure is 0 grade. After the combined brake beam of the railway freight car is manufactured, the fatigue performance is tested for 100 ten thousand times without cracks according to the GB/T1978 standard.
EXAMPLE 2 manufacture of Steel for Combined brake Beam of railway wagon according to the invention
The invention relates to a method for producing section steel for a combined brake beam of a railway wagon by adopting the technology of the invention on the process of a converter with the nominal capacity of 120 tons (the actual steel tapping amount is within the range of 120-140 tons) in a certain steel plant, and the production process comprises the following steps: converter smelting → LF furnace electric heating → RH vacuum treatment → 6 machine 6 flow square billet caster casting into 200mm x 200mm steel billet → billet heating → rolling into the section steel for the railway wagon combined brake beam. The specific process comprises the following steps:
firstly, 136 tons of molten iron is added into a converter, the S content of the added molten iron is not more than 0.060 percent, and the Nb content is not more than 0.005 percent. After molten iron is added into a converter, the molten iron is primarily smelted into molten steel by utilizing the oxygen blowing and C removing function of the converter, when the molten steel components are primarily smelted to 0.05 percent of C, 0.007 percent of P and 0.008 percent of S and the temperature is 1689 ℃, steel is discharged into a steel ladle, and the actual steel discharge amount is 131 tons at the moment. FeSi, FeMn, FeCr, a Ni plate, a FeV alloy and anthracite are added into molten steel in the tapping process to carry out alloying of C, Si, Mn, Cr, Ni and V, and the content of C, Si, Mn, Cr, V and Ni in the molten steel is controlled to be 0.14%, 0.25%, 1.36%, 0.23%, 0.13% and 0.20%. And adding certain deoxidation alloy (the deoxidation alloy can be Al-Fe, Si-Mn alloy, Si-Ca-Ba alloy, etc.) to pre-deoxidize the molten steel. Alloy addition was started at the time of tapping 1/3 and had to be completed at the time of tapping 2/3.
And after the molten steel reaches the LF furnace, carrying out electric heating and refining, and transferring the molten steel to an RH procedure when the temperature of the molten steel reaches 1588 ℃.
And (3) carrying out vacuum treatment after the molten steel reaches an RH procedure, wherein the treatment time with the vacuum degree of less than or equal to 3mbar is 13min, and finely adjusting chemical components, wherein N is adjusted by adopting an alloy cored wire feeding mode containing N.
A casting blank of 200mm multiplied by 200mm is cast on a 6-machine 6-flow billet caster, the temperature of a tundish during continuous casting is 1534 ℃, the liquidus temperature of steel is 1510 ℃, and the chemical components of molten steel are analyzed by sampling in the caster to be 0.15% of C, 0.26% of Si, 1.37% of Mn, 0.22% of Cr, 0.13% of V, 0.20% of Ni, 0.002% of Nb (residual), 0.010% of P, 0.009% of S, 0.0098% of N, and the balance of Fe and inevitable other impurities. And stacking the casting blanks and naturally cooling to room temperature.
And cooling the casting blank, and then conveying the casting blank to a section production line for heating and rolling. And (3) taking the casting blank out of the furnace and rolling the casting blank into the section steel for the combined brake beam of the railway wagon, wherein the maximum heating temperature of the casting blank is 1090 ℃, the total heating time is 134min, and the soaking time is 18min, and naturally cooling the section steel after the section steel is put on a cooling bed at the cooling speed of 0.5-2.2 ℃/s until the section steel is cooled to below 400 ℃ and then collecting the section steel.
After being tempered at 920 ℃ and 480 ℃, the mechanical property test result of the steel is as follows: : 479MPa for ReL, 651MPa for Rm, 34.0% for A, and 67J for Akv (-40 deg.C); the structure is ferrite plus pearlite, and the widmannstatten structure is 0 grade. After the combined brake beam of the railway freight car is manufactured, the fatigue performance is tested for 100 ten thousand times without cracks according to the GB/T1978 standard.
EXAMPLE 3 production of Steel for Combined brake Beam of railway wagon according to the invention
The invention relates to a method for producing section steel for a combined brake beam of a railway wagon by adopting the technology of the invention on the process of a converter with the nominal capacity of 120 tons (the actual steel tapping amount is within the range of 120-140 tons) in a certain steel plant, and the production process comprises the following steps: converter smelting → LF furnace electric heating → RH vacuum treatment → 6 machine 6 flow square billet caster casting into 160mm billet → billet heating → rolling into the section steel for the railway wagon combined brake beam. The specific process comprises the following steps:
firstly, 131 tons of molten iron is added into a converter, the S content of the added molten iron is not more than 0.060 percent, and the Nb content is not more than 0.005 percent. After molten iron is added into a converter, the molten iron is primarily refined into molten steel by utilizing the oxygen blowing and C removing functions of the converter, when the molten steel components are primarily refined to 0.06 percent of C, 0.007 percent of P and 0.007 percent of S and the temperature is 1688 ℃, steel is discharged into a steel ladle, and the actual steel discharge amount is 124 tons at the moment. FeSi, FeMn, FeCr, a Ni plate, a FeV alloy and anthracite are added into molten steel in the tapping process to carry out alloying of C, Si, Mn, Cr, Ni and V, and the content of C, Si, Mn, Cr, V and Ni in the molten steel is controlled to be 0.15%, 0.33%, 1.42%, 0.30%, 0.10% and 0.25%. And adding certain deoxidation alloy (the deoxidation alloy can be Al-Fe, Si-Mn alloy, Si-Ca-Ba alloy, etc.) to pre-deoxidize the molten steel. Alloy addition was started at the time of tapping 1/3 and had to be completed at the time of tapping 2/3.
After the molten steel reaches the LF furnace, electric heating and refining are carried out, and when the temperature of the molten steel reaches 1589 ℃, the molten steel is transferred to an RH procedure.
And (3) carrying out vacuum treatment after the molten steel reaches an RH procedure, wherein the treatment time with the vacuum degree of less than or equal to 3mbar is 14min, and finely adjusting chemical components, wherein N is adjusted by adopting an alloy cored wire feeding mode containing N.
A casting blank of 200mm multiplied by 200mm is cast on a 6-machine 6-flow billet caster, the temperature of a tundish during continuous casting is 1536 ℃, the liquidus temperature of steel is 1510 ℃, and the chemical components of molten steel are analyzed by sampling in the caster to be 0.15% of C, 0.33% of Si, 1.42% of Mn, 0.30% of Cr, 0.10% of V, 0.25% of Ni, 0.001% of Nb (residual), 0.011% of P, 0.006% of S, 0.0094% of N, and the balance of Fe and inevitable other impurities. And stacking the casting blanks and naturally cooling to room temperature.
And cooling the casting blank, and then conveying the casting blank to a section production line for heating and rolling. And (3) casting blanks are heated to 1086 ℃ at the highest temperature, the total heating time is 111min, the soaking time is 17min, the blanks are taken out of the furnace and rolled into the section steel for the combined brake beam of the railway wagon, the section steel is naturally cooled in air after being loaded on a cooling bed, the cooling speed is 0.5-2.2 ℃/s, and the sections steel are collected when the sections steel is cooled to the temperature below 400 ℃.
After being normalized at 920 ℃ and tempered at 480 ℃, the mechanical property test result of the steel is that ReL is 483MPa, Rm is 626MPa, A is 37.5 percent, and Akv (-40 ℃) is 101J; the structure is ferrite plus pearlite, and the widmannstatten structure is 0 grade. After the combined brake beam of the railway freight car is manufactured, the fatigue performance is tested for 100 ten thousand times without cracks according to the GB/T1978 standard.
It should be appreciated that the particular features, structures, materials, or characteristics described in this specification may be combined in any suitable manner in any one or more embodiments. Furthermore, the various embodiments and features of the various embodiments described in this specification can be combined and combined by one skilled in the art without contradiction.
Claims (11)
1. V, Ni-containing steel for a railway wagon combined brake beam, which is characterized in that: the chemical components by weight percentage are as follows: c: 0.15% -0.17%, Si: 0.26-0.37%, Mn: 1.37% -1.51%, Cr: 0.22-0.30%, V: 0.10% -0.14%, Ni: 0.20% -0.25%, Nb: 0.001-0.002%, N: 0.0094% -0.0108%, P: 0.010-0.012%, S: 0.006-0.009%, and the balance of Fe and inevitable impurities; the steel for the combined brake beam of the railway wagon is prepared by the following method: smelting to obtain molten steel with the chemical components, continuously casting the molten steel into a steel billet, heating the steel billet, rolling the steel billet into the section steel for the combined brake beam of the railway wagon, and cooling to obtain the steel billet; wherein the heating temperature for heating the steel billet is 1000-1100 ℃; the total heating time does not exceed the total time calculated by the formula T ═ C × B, wherein T represents the total heating time and has the unit of h; c represents the thickness of the steel billet and has the unit of cm; b represents a coefficient, and the value range is 0.15-0.20; soaking time is 10-20 min; the cooling speed of the cooling is not more than 2.5 ℃/s; the cooling mode is natural air cooling; cooling to below 400 deg.C and collecting.
2. The steel for a railway freight car composite brake beam as claimed in claim 1, wherein: the continuous casting satisfies at least one of the following:
controlling the temperature of a tundish of a continuous casting machine to 1530-1550 ℃;
and naturally cooling the continuously cast steel billet to room temperature.
3. The steel for a railway freight car composite brake beam as claimed in claim 1, wherein: the temperature of the tundish of the continuous casting machine is controlled to be 1534-1542 ℃.
4. The steel for a railway freight car composite brake beam as claimed in claim 1, wherein: the heating of the steel billet meets at least one of the following conditions:
the highest heating temperature is 1086-1191 ℃;
the total heating time is 105-134 min;
the soaking time is 16-18 min.
5. The steel for a railway freight car composite brake beam as claimed in claim 1, wherein: the cooling speed is 0.5-2.2 ℃/s.
6. A method for manufacturing a steel for a combined brake beam of a railway wagon as claimed in any one of claims 1 to 5, wherein the method comprises the following steps: the method comprises the following steps: smelting to obtain molten steel with the chemical components, continuously casting the molten steel into a steel billet, heating the steel billet, rolling the steel billet into the section steel for the combined brake beam of the railway wagon, and cooling to obtain the steel.
7. The manufacturing method according to claim 6, wherein: the smelting comprises the following steps: smelting in a converter, refining in an LF furnace, and carrying out vacuum treatment.
8. The manufacturing method according to claim 7, wherein: the converter smelting meets at least one of the following conditions:
adding molten iron and/or scrap steel into the converter, and controlling the S content to be not more than 0.060% and the Nb content to be not more than 0.005%;
tapping into a steel ladle when the components of the molten steel are initially refined to 0.05-0.10 percent of C, not more than 0.010 percent of P and not more than 0.010 percent of S, and the temperature of the molten steel is not lower than 1670 ℃;
adding FeSi alloy, FeMn alloy, FeCr alloy, alloy containing V element and alloy containing Ni element in the tapping process, controlling C within the range of 0.10-0.15%, controlling Si within the range of 0.25-0.40%, controlling Mn within the range of 1.35-1.55%, controlling Cr within the range of 0.20-0.30%, controlling V within the range of 0.10-0.14%, and controlling Ni within the range of 0.20-0.25%;
the V-containing alloy is selected from FeV and/or VN alloy;
adding deoxidation alloy in the tapping process to pre-deoxidize the molten steel;
the deoxidation alloy is selected from one or more than two of aluminum-iron alloy, silicon-manganese alloy and silicon-calcium-barium alloy;
the alloy addition was started at 1/3 tapping and completed at 2/3 tapping.
9. The method of manufacturing according to claim 8, wherein: when VN alloy is added, the N content in the molten steel is controlled below 0.0090%.
10. The manufacturing method according to claim 7, wherein: and the refining control electric heating temperature of the LF furnace is 60-90 ℃ higher than the liquidus temperature.
11. The manufacturing method according to claim 7, wherein: the vacuum treatment satisfies at least one of the following:
carrying out vacuum treatment by AD, AOD or RH vacuum treatment equipment;
the processing time with the vacuum degree less than or equal to 3mbar is not less than 12 min;
finely adjusting the components of the chemical components at the later stage of vacuum treatment to obtain molten steel of the chemical components;
the content of N is adjusted by adding the alloy containing N at the later stage of vacuum treatment or feeding the cored wire containing the N alloy after the vacuum treatment.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910280593.4A CN109913761B (en) | 2019-04-09 | 2019-04-09 | V, Ni-containing steel for railway wagon combined brake beam and manufacturing method thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910280593.4A CN109913761B (en) | 2019-04-09 | 2019-04-09 | V, Ni-containing steel for railway wagon combined brake beam and manufacturing method thereof |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109913761A CN109913761A (en) | 2019-06-21 |
| CN109913761B true CN109913761B (en) | 2020-11-10 |
Family
ID=66969081
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910280593.4A Active CN109913761B (en) | 2019-04-09 | 2019-04-09 | V, Ni-containing steel for railway wagon combined brake beam and manufacturing method thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN109913761B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114182176B (en) * | 2021-12-06 | 2022-11-29 | 中航卓越锻造（无锡）有限公司 | High-strength high-toughness low-alloy steel ring forging and manufacturing method thereof |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN100393903C (en) * | 2005-08-26 | 2008-06-11 | 首钢总公司 | High-toughness low-alloy constructional steel and producing method thereof |
| JP5476809B2 (en) * | 2009-06-23 | 2014-04-23 | Ｊｆｅスチール株式会社 | Low carbon martensitic Cr-containing steel with excellent heat resistance |
| CN108504935A (en) * | 2018-05-11 | 2018-09-07 | 攀钢集团攀枝花钢铁研究院有限公司 | Containing V, N Micro Alloying pre-hardened plastic mold steel and preparation method thereof |
-
2019
- 2019-04-09 CN CN201910280593.4A patent/CN109913761B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN109913761A (en) | 2019-06-21 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110791708B (en) | Non-quenched and tempered steel for automobile parts and production process thereof | |
| CN112853211B (en) | Cold forging steel for universal joint fork of passenger vehicle and manufacturing method thereof | |
| CN113278878B (en) | Hydrogen-induced cracking resistant pressure vessel steel plate with thickness of more than 200-250 mm and manufacturing method thereof | |
| KR102314171B1 (en) | Bearing steel for automobile wheel hub and manufacturing method thereof | |
| CN102719749B (en) | Steel for railway axle and production process for steel | |
| CN113265502B (en) | Preparation method of high-strength 550L automobile girder steel | |
| CN114717377B (en) | Continuous casting thick steel plate and production method thereof | |
| WO2016107517A1 (en) | High wear-resistant alloy steel for railway frog and manufacturing method therefor | |
| CN110904385B (en) | Low-cost cold-rolled steel plate for chain and production method thereof | |
| CN109913761B (en) | V, Ni-containing steel for railway wagon combined brake beam and manufacturing method thereof | |
| CN109852873B (en) | Steel with corrosion resistance for V-containing railway wagon combined brake beam and manufacturing method thereof | |
| CN107815601B (en) | Microalloy construction steel wire rod containing Nb and Cr and LF furnace production method thereof | |
| CN111101070A (en) | Steel for low-temperature liquid container tank car and preparation method thereof | |
| CN112011746B (en) | Steel material with yield strength of 600MPa grade after hot stamping and manufacturing method thereof | |
| CN111893385A (en) | Steel plate for axle housing of automobile axle and preparation method | |
| CN109930073B (en) | V, Ti-containing steel for railway wagon combined brake beam and manufacturing method thereof | |
| CN109913760B (en) | V-containing steel for railway wagon combined brake beam and manufacturing method thereof | |
| CN109930072B (en) | Nb and Ni-containing steel for railway wagon combined brake beam and manufacturing method thereof | |
| CN109913762B (en) | Nb and Ti-containing steel for railway wagon combined brake beam and manufacturing method thereof | |
| CN114875333B (en) | Manufacturing method of 650 MPa-level steel for commercial vehicle rim | |
| CN109930074B (en) | Nb-containing steel for wagon combined brake beam with corrosion resistance and manufacturing method thereof | |
| CN104862599A (en) | Steel for railway wagon axle and manufacturing method of steel | |
| CN115418560B (en) | Steel for high-speed motor train traction motor bearing and production method thereof | |
| CN112522611B (en) | Axle for large-axle heavy-duty freight train and heat treatment process and production process thereof | |
| CN115652208B (en) | 450MPa grade sulfuric acid dew point corrosion resistant rare earth steel and manufacturing method thereof |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |