CA1041799A - Alloyed steel for rail wheel - Google Patents
Alloyed steel for rail wheelInfo
- Publication number
- CA1041799A CA1041799A CA227,664A CA227664A CA1041799A CA 1041799 A CA1041799 A CA 1041799A CA 227664 A CA227664 A CA 227664A CA 1041799 A CA1041799 A CA 1041799A
- Authority
- CA
- Canada
- Prior art keywords
- wheel
- steel
- rail wheel
- weight
- rail
- 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.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B17/00—Wheels characterised by rail-engaging elements
- B60B17/0055—Wheels characterised by rail-engaging elements with non-elastic tyres (e.g. of particular profile or composition)
-
- 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
- C22C38/04—Ferrous alloys, e.g. steel alloys containing manganese
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Materials Engineering (AREA)
- Metallurgy (AREA)
- Organic Chemistry (AREA)
- Heat Treatment Of Articles (AREA)
- Heat Treatment Of Steel (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A wheel for use on rails with a high tensile strength, i.e. at least 900 N/mm2 and a yield point of at least 650 N/mm2 includes a rim, disc and hub, at least the wheel rim being formed of a steel having the composition by weight: 0.04 to 0.12% carbon, 0.20 to 0.70% silicon, 3.5 to 5.0% manganese or 1 to 1.5% chrom-ium together with manganese totalling 3.5 to 5.0%, 0.005 to 0.025% nitrogen, 0 to 0.4% niobium 0 to 0.4% vanadium, but 0.002 to 0.4 niobium+ vanadium, 0 to 2.0% copper, 0 to 0.5 molybdenum, 0 to 0.2% zirconium, 0 to 0.01% boron, 0 to 0.3 titanium, 0 to 0.1% metallic aluminium, the remainder being iron and the usual impurities.
A wheel for use on rails with a high tensile strength, i.e. at least 900 N/mm2 and a yield point of at least 650 N/mm2 includes a rim, disc and hub, at least the wheel rim being formed of a steel having the composition by weight: 0.04 to 0.12% carbon, 0.20 to 0.70% silicon, 3.5 to 5.0% manganese or 1 to 1.5% chrom-ium together with manganese totalling 3.5 to 5.0%, 0.005 to 0.025% nitrogen, 0 to 0.4% niobium 0 to 0.4% vanadium, but 0.002 to 0.4 niobium+ vanadium, 0 to 2.0% copper, 0 to 0.5 molybdenum, 0 to 0.2% zirconium, 0 to 0.01% boron, 0 to 0.3 titanium, 0 to 0.1% metallic aluminium, the remainder being iron and the usual impurities.
Description
: .
4:17~
The invention relates to a rail wheel with wheel rim, wheel disc and wheel hub.
Rail wheels are predominantly prod~ced from unalloyed carbon steels. They are used in the naturally hard, normali~ed ~ `
heat-treated and trea~-heat-treated state. The rail wheel as a solid wheel can consist of one and the same steel or in the form of a composite material it may have a high-carbon material -at the periphery (wheel rim) and a softer carbon steel in the interior (wheel disc and wheel hub~. Such a composite rail wheel is for example described in UAS. Patent Specification 1,149,267.
The high carbon wheel rim has a structure of`mor~ or less c finely laminated pearlite. This structure and the chemical compo-sition of the wheel rim impair the tenacity of the steel. To this is added the fact that when abrasion occurs by block braking or by slipping and sliding and martensite is formed because of the high carbon content, high martensite hardnesses are attained which can lead to an acute danger of cracking. In order to raise the tenacity in the wheel rim or in the whole rail wheel alloye~ steels have been used. With these alloyed steels a heat treated structure is `
developed in order to attain high tenacities by a heat treatment ;~
consisting of hardening and tempering. Even if a bainitic structure is produced by carefully adjusting the analysis and taking into ~ account the given shape of the rail wheel and this is tempered in order to improve tenacity properties the susceptibility to damage to the outer surface by abrasion martensite is not removed.
When stress is very high, e.g. in high velocity traffic, ~:
considerable risks remain as the resistance to rupture is not sufficient because of insufficient tenacity and the danger of the formation of abrasion martensite exists.
~n object of the present invention is to ~evelop a rail wheel which ha$ a tensile strength in the rim of at least 900 N/mm2 without necessarily involvin~ expensive heat treatment and a yield ;;
''.'
4:17~
The invention relates to a rail wheel with wheel rim, wheel disc and wheel hub.
Rail wheels are predominantly prod~ced from unalloyed carbon steels. They are used in the naturally hard, normali~ed ~ `
heat-treated and trea~-heat-treated state. The rail wheel as a solid wheel can consist of one and the same steel or in the form of a composite material it may have a high-carbon material -at the periphery (wheel rim) and a softer carbon steel in the interior (wheel disc and wheel hub~. Such a composite rail wheel is for example described in UAS. Patent Specification 1,149,267.
The high carbon wheel rim has a structure of`mor~ or less c finely laminated pearlite. This structure and the chemical compo-sition of the wheel rim impair the tenacity of the steel. To this is added the fact that when abrasion occurs by block braking or by slipping and sliding and martensite is formed because of the high carbon content, high martensite hardnesses are attained which can lead to an acute danger of cracking. In order to raise the tenacity in the wheel rim or in the whole rail wheel alloye~ steels have been used. With these alloyed steels a heat treated structure is `
developed in order to attain high tenacities by a heat treatment ;~
consisting of hardening and tempering. Even if a bainitic structure is produced by carefully adjusting the analysis and taking into ~ account the given shape of the rail wheel and this is tempered in order to improve tenacity properties the susceptibility to damage to the outer surface by abrasion martensite is not removed.
When stress is very high, e.g. in high velocity traffic, ~:
considerable risks remain as the resistance to rupture is not sufficient because of insufficient tenacity and the danger of the formation of abrasion martensite exists.
~n object of the present invention is to ~evelop a rail wheel which ha$ a tensile strength in the rim of at least 900 N/mm2 without necessarily involvin~ expensive heat treatment and a yield ;;
''.'
- 2 - ~
~;nt of at least 650 N/mm2, having a high resistance to rupture, a good abrasion resistance and in spite of this not susceptible to the formation of abrasion martensite.
According to the present invention there is provided a rail wheel in which at least the wheel rim consists of a steel having the following composition:-0.04 to 0.12 % carbon 0.20 to 0.70 % silicon
~;nt of at least 650 N/mm2, having a high resistance to rupture, a good abrasion resistance and in spite of this not susceptible to the formation of abrasion martensite.
According to the present invention there is provided a rail wheel in which at least the wheel rim consists of a steel having the following composition:-0.04 to 0.12 % carbon 0.20 to 0.70 % silicon
3.5 to 5.0 % managanese 0.005 to 0.025 % nitrogen 0 to 0.4 % niobium 0 to 0.4 % vanadium, but 0.002 to 0.4 % niobium + vanadium P
0 to 2.0 % copper 0 to 0.5 ~ molybdenum 0 to 0.2 % zirconium 0 to 0.01 % boron 0 to 0.3 % titanium 0 to 0.1 % metallic aluminium remainder being iron and the normal low impurities.
It is possible, but noL preferred, to replace (substitute) 1 to 1.5% of the manganese by chromium.
~ A preferred composition contains a minimum proportion of molybdenum of 0.05%, zirconium of 0.02~, boron of 0.002~ and titanium of 0.01%.
Very good results are attained by a composition having 0.07 to 0.12 ~ carbon 0.20 to 0.50 % silicon
0 to 2.0 % copper 0 to 0.5 ~ molybdenum 0 to 0.2 % zirconium 0 to 0.01 % boron 0 to 0.3 % titanium 0 to 0.1 % metallic aluminium remainder being iron and the normal low impurities.
It is possible, but noL preferred, to replace (substitute) 1 to 1.5% of the manganese by chromium.
~ A preferred composition contains a minimum proportion of molybdenum of 0.05%, zirconium of 0.02~, boron of 0.002~ and titanium of 0.01%.
Very good results are attained by a composition having 0.07 to 0.12 ~ carbon 0.20 to 0.50 % silicon
4.0 to 5O0 % manganese 0.04 to 0.12 % niobium 0.007 to 0.012 % nitrogen and 0.005 to 0.025 % metallic aluminium. ;
;
'' ~ ' ,~thermore it is preferred to provide a minimum proportion of carbon of 0.09% and/or manganese of 4.5%. A minimum proportion of 0.3% molybdenum may be useful.
In a particularly preferred embodiment not only the - ~ -wheel rim consists of such a steel, but the whole wheel (solid wheel) is made of such a steel.
Surprisingly it has been shown that a rail wheel of -a steel as defined above can have a tensile strength of up to or over 1.000 N/mm2 with a yield point of 750 - 1.000 N/mm2 and with a high yield point ratio. Despite this the rail wheel has tenacity against rupture and shows no tendency towards the forma-tion of abrasion martensite in use. -~
~n production it is expedient to ensure a low hydrogen content in the steel, for which various treatments are possible.
The steel can he melted low in hydrogen and/or the hydrogen content can be reduced by one of the known steel degassing treatments.
Another measure c.onsists in precipitating the heat- _ formed wheels or wheel rims for the purpose of the removal of '~
hydrogen at room temperature or elevated temperature, preferably in the region between 300 to ~00C. Such measures for the removal of hydrogen are known in the art.
The wheels or wheel rims are preferably heat formed in `
- a heat from the raw ingot to the finished section. Cooling of the finished wheel or wheel rim can normally take p-lace in air.
In order to permit removal of hydrogen a delayed cooling in air is possible. During cooling in air a structure of bainite and ferrite results. ~
According to a preferred process the wheels or wheel x rims are quenched in water or in another quenching medium after heat forming. This accelerated cooling results in a pure bainite structure which surprisingly has a better resistance to !'~'. ' rupture than the structure resulting from slower air cooling.
- 4 - ;
. ~ '. .
4~ ;~9S~
A particular advantage is seen in that the whole rail wheel can be prepared from one material, this material being abrasion-resistant, resistant to rupture and not inclined to form abrasion martensite. This can be explained by reference to Tables 1 and 2.
In both Tables are given eight steels, numbers 1 and 2 showing previously known steels used for the wheel rims, numbers 3 to 8 being within the present invention. Table 1 gives the chemical composition whereas Table 2 gives the essential mechanical properties of the material.
~',, '' .
;
'' ~ ' ,~thermore it is preferred to provide a minimum proportion of carbon of 0.09% and/or manganese of 4.5%. A minimum proportion of 0.3% molybdenum may be useful.
In a particularly preferred embodiment not only the - ~ -wheel rim consists of such a steel, but the whole wheel (solid wheel) is made of such a steel.
Surprisingly it has been shown that a rail wheel of -a steel as defined above can have a tensile strength of up to or over 1.000 N/mm2 with a yield point of 750 - 1.000 N/mm2 and with a high yield point ratio. Despite this the rail wheel has tenacity against rupture and shows no tendency towards the forma-tion of abrasion martensite in use. -~
~n production it is expedient to ensure a low hydrogen content in the steel, for which various treatments are possible.
The steel can he melted low in hydrogen and/or the hydrogen content can be reduced by one of the known steel degassing treatments.
Another measure c.onsists in precipitating the heat- _ formed wheels or wheel rims for the purpose of the removal of '~
hydrogen at room temperature or elevated temperature, preferably in the region between 300 to ~00C. Such measures for the removal of hydrogen are known in the art.
The wheels or wheel rims are preferably heat formed in `
- a heat from the raw ingot to the finished section. Cooling of the finished wheel or wheel rim can normally take p-lace in air.
In order to permit removal of hydrogen a delayed cooling in air is possible. During cooling in air a structure of bainite and ferrite results. ~
According to a preferred process the wheels or wheel x rims are quenched in water or in another quenching medium after heat forming. This accelerated cooling results in a pure bainite structure which surprisingly has a better resistance to !'~'. ' rupture than the structure resulting from slower air cooling.
- 4 - ;
. ~ '. .
4~ ;~9S~
A particular advantage is seen in that the whole rail wheel can be prepared from one material, this material being abrasion-resistant, resistant to rupture and not inclined to form abrasion martensite. This can be explained by reference to Tables 1 and 2.
In both Tables are given eight steels, numbers 1 and 2 showing previously known steels used for the wheel rims, numbers 3 to 8 being within the present invention. Table 1 gives the chemical composition whereas Table 2 gives the essential mechanical properties of the material.
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aJ ~ ." .; -~; ~ ~ ' ' I` ~ :''`.' . ' 1 7~
The previously known high-carbon steels 1 and 2 have a good tensile stxength, but poor values for tenacity (toughness).
The impact value ls low so that these steels are inclined to rupture, especially at high traffic velocities and low temperatures.
They are also inclined to form abrasion martensite.
On the other hand the rail wheel steels 3 to 8 within the present invention have good technological properties for use as rail wheels. The reduction of area is considerably more than 50%
and the impact value according to the DVMF test known in Germany or according to the internationally known ISO-V test show especiallY
good values at temperatures of -30C and room temperature, respect-ively. Moreover the fatigue strength (bending change strength) is clearly above 400 N/mm , as steel numbers 3 and 4 show.
Column 2 of Table 1 gives the treatment after heat forming. Cooling in air is labelled with (L) and quenching in water with (W). It is surprising that the impact values of the samples 5(W), 6(W), 7(W) and 8(W) quenched in water are higher than the same samples in the air-coole~ state. Therefore, with regard to increased resistance to rupture, quenching in water is preferred.
The properties of the rail wheel steels 3 to 8 are so good that the ' whole rail wheel may consist of a single steel composition so as to overcome the difficulties initially mentioned.
: .
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104~ 799 .~ ~Z Ul o ~ ~
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O ~ h r ,.
~ h ~ ~ ~ .
E~ ~ ~ ;1 ~ 1 3 ~ !~
aJ ~ ." .; -~; ~ ~ ' ' I` ~ :''`.' . ' 1 7~
The previously known high-carbon steels 1 and 2 have a good tensile stxength, but poor values for tenacity (toughness).
The impact value ls low so that these steels are inclined to rupture, especially at high traffic velocities and low temperatures.
They are also inclined to form abrasion martensite.
On the other hand the rail wheel steels 3 to 8 within the present invention have good technological properties for use as rail wheels. The reduction of area is considerably more than 50%
and the impact value according to the DVMF test known in Germany or according to the internationally known ISO-V test show especiallY
good values at temperatures of -30C and room temperature, respect-ively. Moreover the fatigue strength (bending change strength) is clearly above 400 N/mm , as steel numbers 3 and 4 show.
Column 2 of Table 1 gives the treatment after heat forming. Cooling in air is labelled with (L) and quenching in water with (W). It is surprising that the impact values of the samples 5(W), 6(W), 7(W) and 8(W) quenched in water are higher than the same samples in the air-coole~ state. Therefore, with regard to increased resistance to rupture, quenching in water is preferred.
The properties of the rail wheel steels 3 to 8 are so good that the ' whole rail wheel may consist of a single steel composition so as to overcome the difficulties initially mentioned.
: .
.. . . . .
Claims (6)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A rail wheel with wheel rim, wheel disc and wheel hub, wherein at least the wheel rim consists of a steel having the following composition by weight:
the remainder being iron and the normal low impurities.
the remainder being iron and the normal low impurities.
2. A rail wheel according to claim 1 wherein the steel includes by weight at least 0.05% molybdenum, at least 0.02%
zirconium, at least 0.002% boron and at least 0.01% titanium.
zirconium, at least 0.002% boron and at least 0.01% titanium.
3. A rail wheel according to claim 1 wherein the following constituents of the steel composition are within the ranges:
4. A rail wheel according to claim 1, 2 or 3, wherein the steel contains at least 0.09% by weight carbon.
5. A rail wheel according to claim 1, 2 or 3, wherein the steel contains at least 4.5% by weight manganese.
6. A rail wheel according to claim 1, 2 or 3 wherein the steel contains at least 0.3% by weight molybdenum.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE2425187A DE2425187C3 (en) | 1974-05-24 | 1974-05-24 | Use of a steel with a low carbon content as a material for rail wheels |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1041799A true CA1041799A (en) | 1978-11-07 |
Family
ID=5916400
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA227,664A Expired CA1041799A (en) | 1974-05-24 | 1975-05-23 | Alloyed steel for rail wheel |
Country Status (9)
| Country | Link |
|---|---|
| JP (1) | JPS556700B2 (en) |
| AT (1) | AT344241B (en) |
| BR (1) | BR7503290A (en) |
| CA (1) | CA1041799A (en) |
| DE (1) | DE2425187C3 (en) |
| FR (1) | FR2271944B1 (en) |
| GB (1) | GB1452450A (en) |
| IT (1) | IT1038237B (en) |
| SE (1) | SE407696B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109355578A (en) * | 2018-12-14 | 2019-02-19 | 辽宁衡业高科新材股份有限公司 | A kind of preparation method of 1000MPa rank heat treatment wheel |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1475976A (en) * | 1975-02-24 | 1977-06-10 | Messerschmitt Boelkow Blohm | Rail wheel |
| KR101353838B1 (en) * | 2011-12-28 | 2014-01-20 | 주식회사 포스코 | Wear resistant steel having excellent toughness and weldability |
| BR112016028776A2 (en) * | 2014-06-11 | 2017-08-22 | Jfe Steel Corp | rail vehicle wheel and method of manufacture rail vehicle wheel |
| RU2618033C1 (en) * | 2016-05-19 | 2017-05-02 | РЕЙЛ 1520 АйПи ЛТД | Steel for production of rail roadwheels |
| AT524669B1 (en) * | 2021-04-23 | 2022-08-15 | Siemens Mobility Austria Gmbh | Rail vehicle undercarriage wheel, rail vehicle undercarriage and method of manufacturing a rail vehicle undercarriage wheel |
-
1974
- 1974-05-24 DE DE2425187A patent/DE2425187C3/en not_active Expired
-
1975
- 1975-05-19 IT IT23467/75A patent/IT1038237B/en active
- 1975-05-19 GB GB2129875A patent/GB1452450A/en not_active Expired
- 1975-05-23 SE SE7505904A patent/SE407696B/en unknown
- 1975-05-23 AT AT393375A patent/AT344241B/en not_active IP Right Cessation
- 1975-05-23 CA CA227,664A patent/CA1041799A/en not_active Expired
- 1975-05-23 FR FR7516170A patent/FR2271944B1/fr not_active Expired
- 1975-05-23 JP JP6115575A patent/JPS556700B2/ja not_active Expired
- 1975-05-26 BR BR4206/75A patent/BR7503290A/en unknown
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109355578A (en) * | 2018-12-14 | 2019-02-19 | 辽宁衡业高科新材股份有限公司 | A kind of preparation method of 1000MPa rank heat treatment wheel |
| CN109355578B (en) * | 2018-12-14 | 2022-02-18 | 辽宁衡业高科新材股份有限公司 | Preparation method of 1000 MPa-level heat-treated wheel |
Also Published As
| Publication number | Publication date |
|---|---|
| SE407696B (en) | 1979-04-09 |
| IT1038237B (en) | 1979-11-20 |
| AT344241B (en) | 1978-07-10 |
| FR2271944A1 (en) | 1975-12-19 |
| AU8143975A (en) | 1976-11-25 |
| FR2271944B1 (en) | 1978-09-22 |
| DE2425187B2 (en) | 1978-01-12 |
| GB1452450A (en) | 1976-10-13 |
| SE7505904L (en) | 1975-11-25 |
| BR7503290A (en) | 1976-04-27 |
| ATA393375A (en) | 1977-11-15 |
| DE2425187A1 (en) | 1975-12-04 |
| JPS556700B2 (en) | 1980-02-19 |
| JPS516812A (en) | 1976-01-20 |
| DE2425187C3 (en) | 1980-04-03 |
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