EP0620865A1 - Tron on de voie ferree et son procede de fabrication. - Google Patents

Tron on de voie ferree et son procede de fabrication.

Info

Publication number
EP0620865A1
EP0620865A1 EP93901743A EP93901743A EP0620865A1 EP 0620865 A1 EP0620865 A1 EP 0620865A1 EP 93901743 A EP93901743 A EP 93901743A EP 93901743 A EP93901743 A EP 93901743A EP 0620865 A1 EP0620865 A1 EP 0620865A1
Authority
EP
European Patent Office
Prior art keywords
rail
track part
section
steel
approximately
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.)
Granted
Application number
EP93901743A
Other languages
German (de)
English (en)
Other versions
EP0620865B1 (fr
Inventor
Wilhelm Heller
Gerhard Ratz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Butzbacher Weichenbau GmbH
Voestalpine Turnout Technology Germany GmbH
Original Assignee
Voestalpine BWG GmbH
Butzbacher Weichenbau GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=6449363&utm_source=***_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP0620865(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Voestalpine BWG GmbH, Butzbacher Weichenbau GmbH filed Critical Voestalpine BWG GmbH
Publication of EP0620865A1 publication Critical patent/EP0620865A1/fr
Application granted granted Critical
Publication of EP0620865B1 publication Critical patent/EP0620865B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • 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
    • C22C38/18—Ferrous alloys, e.g. steel alloys containing chromium
    • C22C38/24—Ferrous alloys, e.g. steel alloys containing chromium with vanadium
    • 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
    • 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
    • C22C38/18—Ferrous alloys, e.g. steel alloys containing chromium
    • C22C38/22—Ferrous alloys, e.g. steel alloys containing chromium with molybdenum or tungsten
    • 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
    • C21D2211/00—Microstructure comprising significant phases
    • C21D2211/009—Pearlite
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S148/00—Metal treatment
    • Y10S148/902—Metal treatment having portions of differing metallurgical properties or characteristics

Definitions

  • the invention relates to track parts produced using steel, the proportions of at least carbon (C), silicon (Si), manganese (Mn), chromium (Cr), molybdenum (Mo), vanadium (V), phosphorus (P) , optionally aluminum (AI), iron and usual melting-related impurities. Furthermore, the invention relates to a method for producing track parts by at least rolling steel, the at least carbon (C), silicon (Si), manganese (Mn), chromium (Cr), molybdenum (Mo), vanadium (V), Contains phosphorus (P), optionally aluminum (Al), iron and usual melting-related impurities.
  • Rails and switches in particular, should have a high resistance to wear, crushing and fatigue damage. Break resistance and suitability for welding should also be provided. These requirements justified the use of rails with 900 N / mm 2 and 1100 N / mm 2 minimum tensile strength.
  • C carbon
  • Mn manganese
  • Si silicon
  • Cr chromium
  • Pmax phosphorus max
  • Smax sulfur max
  • Rm tensile strength
  • A5 elongation at break.
  • a disadvantage of martensitic tempering i.e. austenitizing, quenching and tempering, is inadequate hardening and / or tensile strengths below 1300 N / mm 2 in the case of hardnesses below 400 HV.
  • tempered steels In switch parts, especially in the heart area, the material group of the rail steels was replaced by tempered steels. Steels such as 50 Cr Mo4 and 50 Cr V4 are used. The hardening takes place on tensile strengths of 1100 N / mm 2 to 1350 N / mm 2 .
  • the production of tempered rails has been discontinued.
  • One of the reasons for this was that the use of tempered steels in switches does not allow the manufacture of switches from a uniform type of material, since the tempered steels, when rolled into rails, do not show the required mechanical and technological properties. They also show limits in their remuneration strength.
  • Fine pearlizing is based on UIC 900 A rails according to Table 1 or a comparable AREA quality. Good hardening depths are achieved, although the maximum values are limited to ⁇ 400 HV.
  • the yield strength and tensile strength will be 850 N / mm 2 and 1250 N / mm 2 (see, for. Example, "Er ⁇ probung high strength naturally hard rails on the Gotthard route", Ch. Hoffmann, W. Heller, J. Flugge, R Schweitzer, ETR 38 (1989), pages 775/781.
  • the combination of fine pearlizing with simultaneous precipitation hardening allows hardening from 400 HV to 440 HV at yield strengths of 800 N / mm 2 to 900 N / mm 2 .
  • the steels used are at the limit of the permissible fracture toughness.
  • a tensile strength of 1400 N / mm 2 is generally considered to be the upper limit.
  • the present invention is based on the problem of providing track parts or a method for producing them which can be used both for normal track and for the turnout area, the steel when used as a rail material in its fracture toughness and thus in the fracture resistance of pearlitic splints of corresponding strength levels should be clearly superior.
  • the strength and associated yield point should also ensure resistance to plastic deformation, which in particular can occur in highly stressed switches.
  • the problem is solved according to the invention with a track part made of steel of the type mentioned at the outset in that the steel is vacuum-treated and at least 0.53 to 0.62% C, 0.65 to 1.1% Mn, 0.8 to 1, 3% Cr, 0.05 to 0.11% Mo, 0.05% to 0.11% V, ⁇ 0.02% P, residual iron and usual impurities due to melting, that the track part in the form of a rail rolled steel is with pearlitic structure and that the track part in the form of a switch section is a rolled rail section as the starting material, which by tempering has a martensitic structure at least in the rail head.
  • the Al content without controlled additions of AI should be between 0.001% and 0.005%, if possible below 0.003%.
  • Al As alloy component, 0.015 to 0.025% Al should be added.
  • the hydrogen content should in all cases be below 2 ppm.
  • the Si content is between 0.15% and 0.25%.
  • the ratio of Mn to Cr is approximately
  • the steel can contain niobium (Nb) in a proportion of up to 0.05%, preferably between 0.002% and 0.04%.
  • Nb niobium
  • the problem is solved according to the invention in that steel with at least 0.53 to 0.62% C, 0.65 to 1.1% Mn, 0.8 to 1.3% Cr, 0.05 to 0.11% Mo, 0.05 to 0.11% V, ⁇ 0.2% P, residual iron and usual melting-related impurities are used, that a rail is rolled as a sliding part of the steel and a pearlitic structure with a minimum strength of 900 N / mm 2 has that in order to produce a switch section as a track part, a section of the rolled rail, at least in the area of its head, is heated to an austenitizing temperature of approximately 850 ° C.
  • cooling fluid in 60 to 120 seconds a temperature of about 850 ° C to about 500 ° C and in 140 to 400 seconds cooled from a temperature of about 500 ° C to about 200 ° C and then annealed to a minimum strength of 1,500 N / mm 2 becomes. Further cooling to room temperature can take place, for example, in air.
  • the Al content should be between 0.001% and 0.005%, if possible below 0.003%, without the controlled addition of Al.
  • AI alloy component 0.015 to 0.025% AI should be added.
  • the rail section is preferably inductively heated and then compressed air at a cooling rate of about 175 ° C / minute from about 850 ° C to about 500 ° C, then at a cooling rate of about 75 ° C / minute of about 500 ° C to about 200 ° C. optionally subsequently cooled to room temperature in still air and then subjected to a tempering treatment at approximately 500 ° C., which preferably lasts in approximately 30 minutes to 120 minutes.
  • the possibility has been created through material and heat treatment of a pearlitic steel in the rolled state, which is of the same type with standard and special grades and can be butt welded, with initial strengths of> 900 N / mm 2 or> 1000 N / mm 2 or> 1100 N / mmm 2 by hardening and tempering in the rail head to set strengths above 1500 N / mm 2 corresponding to a hardness> 450 HV.
  • the steel in the rolled state is pearlitic in its fracture toughness and thus in fracture resistance Clearly superior rails of the corresponding strength levels.
  • the strength and the associated yield strength make it resistant to plastic deformations, which occur particularly in high-stress switches.
  • the desired strength levels can be achieved with steels, the directional analyzes of which can be found in Table 2:
  • the profile UIC 60 with the same strength compared to rails according to the technical delivery conditions UIC 860 achieved significantly better toughness and above all crack toughness values, as can be seen in Table 3.
  • the fracture toughness is particularly suitable for assessing the fracture behavior and is a measure of the fracture resistance.
  • the rail parts tempered according to the invention also show considerable advantages in terms of their mechanical properties compared to finely pearlized rails, as shown in Table 4 below:
  • the yield strength Rp 02 which is important for maintaining the geometry in turnouts, has increased by 59% and the tensile strength Rm by 24% compared to fine pearlized turnouts.
  • the flexural fatigue strength which determines the resistance to fatigue damage such as breakouts, has improved by 75%.
  • the fracture toughness K, c could be increased by approximately 70%.
  • the teaching according to the invention results in considerable advantages both in track construction and in particular in switch construction.
  • the expected long service life brings an improvement in the safety against breakage, the driving comfort and the economy.
  • Fig. 1 shows a cross section through a heat treated according to the invention
  • Fig. 2 shows a temperature / time profile in a heat treatment (semi-schematic)
  • Fig. 3 shows the course of hardness of heat-treated rails.
  • FIG. 1 shows a cross section of a track part (10) produced according to the invention in the form of a rail, which comprises a rail foot (12), a web (14) and a rail head (16).
  • a vacuum-treated steel analysis was used to manufacture the rail, which can be seen in Table 2.
  • the Al content is preferably 0.001% and 0.005%, if possible below 0.003%.
  • aluminum with a proportion of 0.01% to 0.05% and niobium with a proportion of 0.02% to 0.04% can also be present.
  • the rail is formed by rolling and after rolling has a pearlitic structure with a ULTRASONIC strength of 900 N / mm 2 to 1220 N / mm 2 at Rißzähig ⁇ speeds over 1500 N / mm 3/2.
  • tempering is carried out, that is to say martensitic hardening and tempering.
  • the rail head (16) is heated to the hardening temperature, ie to the austenitizing temperature in the range from 850 ° C. to 1,050 ° C., preferably heated inductively.
  • the temperature range between 850 ° C. and 500 ° C. being carried out in 60 to 120 seconds and the temperature range from 500 ° C. to 200 ° C. in 140 to 400 seconds.
  • the higher cooling rate should be used in the lower alloy area and the lower in the upper alloy area. get fertilized.
  • bainite fractions of up to 70% are formed between 500 ° C and 250 ° C. They prevent the build-up of high cooling and transformation stresses in the transition to the base material and allow the use of comparatively high C contents without the formation of stress cracks.
  • the area provided with the reference symbol (18) (outer head region) is the compensation region
  • the region provided with the reference symbol (20) (inner head region) is the transition region and the region underneath and having the reference symbol (22) the one that corresponds to the rolling condition.
  • This area (22) extends from the lower part of the rail head (16) over the web (14) to the rail base (12).
  • tempering takes place in the temperature range between 450 ° C and 600 ° C depending on the selected duration.
  • the 2 shows a semi-schematic representation of the temperature-time curve in the heat treatment provided.
  • the area (24) corresponds to the heating, the area (26) to the temperature compensation, the area (28) to the cooling area between 950 ° C and 500 ° C, the area (30) to the cooling area between 500 ° C and 200 ° C, the area (32) the cooling area between 200 ° C and 20 ° C.
  • the region (34) starts the tempering, ie the heating to the tempering temperature.
  • the area (36) shows the holding time at the starting temperature.
  • the area (38) is intended to reflect the cooling to room temperature.
  • the scatter band (48) thus corresponds to a fine pearlization according to DE 34 46 794 Cl.
  • the scatter band (50) is said to represent a fine pearlization according to "head-hardened rail for the highest operational demands", H. Schmedders, H. Bienzefsler, K.-H-Tücke and K-Wid, ETR (1990) No. 4.
  • the line (52) in FIG. 3 which is an inductive remuneration according to "For rail production and development in Great Britain, in the USA, in Canada and in Japan", Stahl und Eisen 90 (1970), pp. 922/28 , corresponds to the hardness valley which is disadvantageous in the case of martensitic structures and which often already occurs at impermissible depths.
  • the entire cross section of the track part (10) can be austenitized and cooled in such a way that the area (18) in Fig. 1 forms martensite, the area (20) predominantly bainite and the remaining cross section forms pearlite structure. Starting is done as already described.
  • An advantage of this variant is that no softening occurs in the transition from the heat-treated area to the base material.
  • the entire cross section can be hardened and the areas (18) and (20) can be left on as described.
  • the remaining cross section is additionally tempered at a temperature which is 100 to 150 ° C higher in such a way that the strength in this area is approximately 400 N / mm 2 lower than in areas (18) and (20).
  • the advantage of this variant is also that a particularly high level of break resistance is set in the web (14) and foot (12) of the rail section (10).

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Materials Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • Crystallography & Structural Chemistry (AREA)
  • Thermal Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Heat Treatment Of Articles (AREA)
  • Heat Treatment Of Steel (AREA)
  • Magnetic Heads (AREA)
  • Laminated Bodies (AREA)
  • Pressure Welding/Diffusion-Bonding (AREA)
  • Adornments (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
  • Medicines Containing Material From Animals Or Micro-Organisms (AREA)
  • Manufacturing Of Magnetic Record Carriers (AREA)

Abstract

En vue de l'utilisation d'un tronçon de voie ferrée (10) pour une voie normale ainsi que pour une section d'aiguillage, on utilise un acier traité sous vide, renfermant au moins 0,53 à 0,62 % C, 0,65 à 1,1 % Mn, 0,8 à 1,3 % Cr, 0,05 à 0,11 % Mo, 0,05 à 0,11 % V, 0,02 % P, le reste étant constitué par du fer et par les impuretés habituelles de l'élaboration de l'acier. Le tronçon de voie (10) se présente sous la forme d'un rail en acier laminé, à structure perlitique. Si le tronçon de voie doit être utilisé comme tronçon d'aiguillage, on utilisera comme matériau de départ un tronçon de rail laminé, présentant au moins dans la partie formant le champignon (16) une structure martensitique obtenue par traitement thermique.
EP93901743A 1992-01-11 1993-01-10 Tron on de voie ferree et son procede de fabrication Expired - Lifetime EP0620865B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4200545A DE4200545A1 (de) 1992-01-11 1992-01-11 Gleisteile sowie verfahren zur herstellung dieser
DE4200545 1992-01-11
PCT/EP1993/000035 WO1993014230A1 (fr) 1992-01-11 1993-01-10 Tronçon de voie ferree et son procede de fabrication

Publications (2)

Publication Number Publication Date
EP0620865A1 true EP0620865A1 (fr) 1994-10-26
EP0620865B1 EP0620865B1 (fr) 1996-04-24

Family

ID=6449363

Family Applications (1)

Application Number Title Priority Date Filing Date
EP93901743A Expired - Lifetime EP0620865B1 (fr) 1992-01-11 1993-01-10 Tron on de voie ferree et son procede de fabrication

Country Status (17)

Country Link
US (1) US5482576A (fr)
EP (1) EP0620865B1 (fr)
KR (1) KR950700434A (fr)
AT (1) ATE137272T1 (fr)
AU (1) AU3258893A (fr)
BR (1) BR9305723A (fr)
CZ (1) CZ292435B6 (fr)
DE (2) DE4200545A1 (fr)
DK (1) DK0620865T3 (fr)
ES (1) ES2089783T3 (fr)
FI (1) FI98313C (fr)
GR (1) GR3020593T3 (fr)
HU (1) HUT67897A (fr)
NO (1) NO942577L (fr)
PL (1) PL171175B1 (fr)
RU (1) RU94040705A (fr)
WO (1) WO1993014230A1 (fr)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB9313060D0 (en) * 1993-06-24 1993-08-11 British Steel Plc Rails
DE69427189T3 (de) * 1993-12-20 2013-08-08 Nippon Steel & Sumitomo Metal Corporation Hochfeste, abriebsresistente schiene mit perlitstruktur und verfahren zu deren herstellung
DE19621017C1 (de) * 1996-05-24 1998-01-08 Butzbacher Weichenbau Gmbh Verfahren zur Herstellung eines Gleisoberbauteils sowie Gleisoberbauteil
DE19735285C2 (de) 1997-08-14 2001-08-23 Butzbacher Weichenbau Gmbh Verfahren zur Herstellung eines Gleisteils
US20050172894A1 (en) * 2004-02-10 2005-08-11 Farnworth Warren M. Selective deposition system and method for initiating deposition at a defined starting surface
DE102006029818B3 (de) * 2006-06-28 2007-12-06 Siemens Ag Führungsschiene sowie Verfahren zum Herstellen einer Führungsschiene
KR100815985B1 (ko) * 2007-02-08 2008-03-24 조용삼 엘레베이터용 가이드 레일의 제조방법
US7591909B2 (en) * 2007-08-23 2009-09-22 Transportation Technology Center, Inc. Railroad wheel steels having improved resistance to rolling contact fatigue
US9040882B2 (en) * 2007-09-12 2015-05-26 Inductotherm Corp. Electric induction heating of a rail head with non-uniform longitudinal temperature distribution
JP5459453B1 (ja) * 2012-04-23 2014-04-02 新日鐵住金株式会社 レール
KR102370219B1 (ko) * 2020-07-29 2022-03-08 한국철도기술연구원 철도차량 연결기용 합금강

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Publication number Priority date Publication date Assignee Title
DE2541978C3 (de) * 1975-09-20 1978-08-24 Butzbacher Weichenbau Gmbh, 6308 Butzbach Verfahren zur Wärmebehandlung von Weichenteilen im Durchlaufverfahren
JPS52138428A (en) * 1976-05-17 1977-11-18 Nippon Steel Corp Production of rail having excellent wear resistance and damage resistance as rolled
JPS52138427A (en) * 1976-05-17 1977-11-18 Nippon Steel Corp Production of rail having excellent wear resistance and damage resistance as rolled
DE2821227C2 (de) * 1978-05-16 1982-12-23 Krupp Stahl Ag, 4630 Bochum Verfahren zur Herstellung von Schienen mit verminderter Riffelbildung
JPS5919173B2 (ja) * 1979-03-17 1984-05-02 新日本製鐵株式会社 溶接性低合金熱処理硬頭レ−ルの製造法
SU804702A2 (ru) * 1979-04-16 1981-02-15 Украинский Ордена Трудового Крас-Ного Знамени Научно-Исследовательс-Кий Институт Металлов Способ термической обработкиРЕльСОВ
BE884443A (fr) * 1980-07-23 1981-01-23 Centre Rech Metallurgique Perfectionnements aux procedes de fabrication de rails a haute resistance
US4404047A (en) * 1980-12-10 1983-09-13 Lasalle Steel Company Process for the improved heat treatment of steels using direct electrical resistance heating
CH648600A5 (de) * 1981-03-13 1985-03-29 Schweizerische Lokomotiv Gegenstaende mit erhoehter bestaendigkeit gegen oberflaechenbeschaedigung durch abroll- und/oder reibungsvorgaenge.
LU84417A1 (fr) * 1982-10-11 1984-05-10 Centre Rech Metallurgique Procede perfectionne pour la fabrication de rails et rails obtenus par ce procede
DE3336006A1 (de) * 1983-10-04 1985-04-25 Krupp Stahl Ag, 4630 Bochum Schiene mit hoher verschleissfestigkeit im kopf und hoher bruchsicherheit im fuss
BE899617A (fr) * 1984-05-09 1984-11-09 Centre Rech Metallurgique Procede et dispositif perfectionnes pour la fabrication de rails.
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JPS6299438A (ja) * 1985-10-24 1987-05-08 Nippon Kokan Kk <Nkk> 不安定破壊伝播停止能力を有する耐摩耗性高性能レ−ル
AT384624B (de) * 1986-05-22 1987-12-10 Voest Alpine Ag Einrichtung zur gesteuerten waermebehandlung von weichenteilen
JPH0730401B2 (ja) * 1986-11-17 1995-04-05 日本鋼管株式会社 靭性の優れた高強度レ−ルの製造方法

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Also Published As

Publication number Publication date
AU3258893A (en) 1993-08-03
BR9305723A (pt) 1996-12-31
DE59302373D1 (de) 1996-05-30
HUT67897A (en) 1995-05-29
PL171175B1 (pl) 1997-03-28
RU94040705A (ru) 1996-06-27
FI943293A (fi) 1994-07-11
NO942577L (no) 1994-09-09
DK0620865T3 (da) 1996-09-02
US5482576A (en) 1996-01-09
EP0620865B1 (fr) 1996-04-24
DE4200545A1 (de) 1993-07-15
CZ292435B6 (cs) 2003-09-17
ES2089783T3 (es) 1996-10-01
GR3020593T3 (en) 1996-10-31
CZ166294A3 (en) 1995-04-12
FI98313B (fi) 1997-02-14
FI943293A0 (fi) 1994-07-11
WO1993014230A1 (fr) 1993-07-22
HU9402027D0 (en) 1994-09-28
KR950700434A (ko) 1995-01-16
FI98313C (fi) 1997-05-26
ATE137272T1 (de) 1996-05-15
NO942577D0 (no) 1994-07-08

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