CN111376652A - Vanadium-containing axle for urban rail subway and heat treatment process thereof - Google Patents
Vanadium-containing axle for urban rail subway and heat treatment process thereof Download PDFInfo
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- CN111376652A CN111376652A CN202010211319.4A CN202010211319A CN111376652A CN 111376652 A CN111376652 A CN 111376652A CN 202010211319 A CN202010211319 A CN 202010211319A CN 111376652 A CN111376652 A CN 111376652A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
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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
- C21D6/00—Heat treatment of ferrous alloys
- C21D6/004—Heat treatment of ferrous alloys containing Cr and Ni
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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
- C21D6/00—Heat treatment of ferrous alloys
- C21D6/005—Heat treatment of ferrous alloys containing Mn
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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
- C21D6/00—Heat treatment of ferrous alloys
- C21D6/008—Heat treatment of ferrous alloys containing Si
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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
- C21D9/28—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor for plain shafts
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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
- C22C38/002—Ferrous alloys, e.g. steel alloys containing In, Mg, or other elements not provided for in one single group C22C38/001 - C22C38/60
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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
- C22C38/02—Ferrous alloys, e.g. steel alloys containing silicon
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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
- C22C38/04—Ferrous alloys, e.g. steel alloys containing manganese
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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
- C22C38/06—Ferrous alloys, e.g. steel alloys containing aluminium
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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
- C22C38/18—Ferrous alloys, e.g. steel alloys containing chromium
- C22C38/40—Ferrous alloys, e.g. steel alloys containing chromium with nickel
- C22C38/44—Ferrous alloys, e.g. steel alloys containing chromium with nickel with molybdenum or tungsten
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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
- C22C38/18—Ferrous alloys, e.g. steel alloys containing chromium
- C22C38/40—Ferrous alloys, e.g. steel alloys containing chromium with nickel
- C22C38/46—Ferrous alloys, e.g. steel alloys containing chromium with nickel with vanadium
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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
- C22C38/18—Ferrous alloys, e.g. steel alloys containing chromium
- C22C38/40—Ferrous alloys, e.g. steel alloys containing chromium with nickel
- C22C38/54—Ferrous alloys, e.g. steel alloys containing chromium with nickel with boron
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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
- C22C38/18—Ferrous alloys, e.g. steel alloys containing chromium
- C22C38/40—Ferrous alloys, e.g. steel alloys containing chromium with nickel
- C22C38/58—Ferrous alloys, e.g. steel alloys containing chromium with nickel with more than 1.5% by weight of manganese
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B2310/00—Manufacturing methods
- B60B2310/50—Thermal treatment
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B2360/00—Materials; Physical forms thereof
- B60B2360/10—Metallic materials
- B60B2360/102—Steel
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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
- C21D2211/00—Microstructure comprising significant phases
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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
- C21D2211/00—Microstructure comprising significant phases
- C21D2211/002—Bainite
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Abstract
The invention provides a vanadium-containing axle for urban rail subways and a heat treatment process thereof, compared with the prior art, the axle comprises the following components: 0.32-0.38%, Si: 0.20-0.40%, Mn: 1.30-1.60%, Cr: 0.20-0.50%, Ni: 0.10-0.20%, Mo: 0.10-0.20%, V: 0.05-0.10%, Ca: 0.001-0.005%; b: 0.0015-0.0030%, P is less than or equal to 0.010%, S is less than or equal to 0.008%, T [ O ] is less than or equal to 0.0010%, Als: 0.015-0.035%, and the rest is Fe and other inevitable impurities. The invention has the advantages of high strength and excellent fatigue resistance after the normalizing and tempering (quenching and high-temperature tempering) heat treatment.
Description
Technical Field
The invention belongs to the field of alloy steel, and particularly relates to a vanadium-containing axle for urban rail subways and a heat treatment process thereof.
Background
Axles are one of the most important moving and load-bearing parts involved in safety in various vehicles. Because the axle bears dynamic load, the stress state is more complex, such as bending load, torsion load and bending-torsion composite load, and is impacted to a certain extent, particularly, the stress state of the axle of an urban rail subway is more complex. Therefore, the urban rail subway axle may break during service due to fatigue, bending, torsion or tensile stress, etc., wherein fatigue fracture is a common fracture form of high-speed axles. To ensure safe operation of the vehicle, the urban rail subway axle must have sufficient reliability and fatigue safety factor. The material of the urban rail subway axle is one of the key factors for determining the service life and the reliability of the axle, so the research and development of steel for the urban rail subway axle and the research on the fatigue performance are very important at home and abroad.
With the rapid development of urban rail transit, the requirement on the axle is increased sharply, at present, the markets at home and abroad, particularly Europe and Asia, mainly adopt the axles made of EA1N and EA4T materials in EN13261, although the standards give the requirements on the chemical components and the mechanical properties of the axles made of the two materials, key heat treatment process parameters are not given, EA1N is a normalizing axle which is mainly used on low-speed urban rails and subway models, the fatigue strength is low, the requirements on the high-speed development of the urban rail subways cannot be met, EA4T is an alloy steel axle, the heat treatment process is quenching and tempering heat treatment, but the internal structure (the existence of ferrite which cannot be allowed) and the properties (the near-center strength, the toughness and the fatigue properties are low) of the quenched and tempered large-size urban rail subway axles are difficult to meet the standard requirements. Meanwhile, the contents of Cr, Mo and Ni are higher, so that the production cost of the axle is higher, and the axle is limited in practical application, so that the development of an economical new-material urban rail subway axle with high strength, high toughness and long fatigue life is urgently needed.
Disclosure of Invention
The invention aims to provide a vanadium-containing urban rail subway axle, which adopts less addition of alloy elements, reduces the production cost, and has the advantages of high strength and excellent fatigue resistance.
The invention also aims to provide a heat treatment process of the vanadium-containing urban rail subway axle, which improves the strength toughness and the fatigue resistance of the axle by the designed heat treatment process and matching with the designed chemical components.
The specific technical scheme of the invention is as follows:
the invention provides a vanadium-containing urban rail subway axle which comprises the following chemical components in percentage by weight: c: 0.32-0.38%, Si: 0.20-0.40%, Mn: 1.30-1.60%, Cr: 0.20-0.50%, Ni: 0.10-0.20%, Mo: 0.10-0.20%, V: 0.05-0.10%, Ca: 0.001-0.005%; b: 0.0015-0.0030%, P is less than or equal to 0.010%, S is less than or equal to 0.008%, T [ O ] is less than or equal to 0.0010%, Als: 0.015-0.035%, and the rest is Fe and other inevitable impurities.
The functions and the proportion of the elements are as follows:
c: the element C is necessary for obtaining high strength and hardness of the axle steel. The C content in the traditional axle steel is higher, such as the carbon content in the existing steel LZ50 for the axle of the railway wagon is about 0.50 percent. The high C content is advantageous for the strength, hardness, etc. of the steel, but is extremely disadvantageous for the plasticity and toughness of the steel, and decreases the yield ratio, increases the decarburization sensitivity, and deteriorates the fatigue resistance and workability of the steel. Therefore, the C content in the steel is properly reduced and controlled to be less than 0.40%. However, in order to obtain the required high strength and the required fatigue property after quenching and high temperature tempering, the C content should be 0.30% or more, and the C content of the present invention is preferably controlled to 0.32 to 0.38%.
Si: si is a main deoxidizing element in steel and has strong solid solution strengthening effect, but the plasticity and toughness of the steel are reduced due to the excessively high content of Si, the activity of C is increased, the decarburization and graphitization tendency of the steel in the rolling and heat treatment processes is promoted, smelting is difficult, inclusions are easy to form, and the fatigue resistance of the steel is deteriorated. Therefore, the Si content is controlled to be 0.20-0.40%.
Mn: mn is an effective element for deoxidation and desulfurization, the hardenability and the strength of steel are mainly improved, ferrite is prevented from appearing after the heat treatment of the large-specification axle, the fatigue resistance of the axle is influenced, and the effect is difficult to play when the content is less than 1.30 percent. However, Mn and P tend to be strongly intergranular co-segregated during tempering of quenched steel, thereby promoting temper brittleness and deteriorating toughness of steel, and the Mn content is controlled to be 1.30 to 1.60%.
Cr: cr can effectively improve the hardenability and the tempering resistance of the steel so as to obtain the required high strength; meanwhile, Cr can also reduce the activity of C, can reduce the decarburization tendency of the surface of steel in the heating, rolling and heat treatment processes, and is beneficial to obtaining high fatigue resistance. However, since too high a content deteriorates the toughness of the steel, the Cr content is controlled to be 0.20 to 0.50%.
Ni: ni can improve the hardenability and corrosion resistance of the steel and ensure the toughness of the steel at low temperature. In view of economy, the Ni content is controlled to be 0.10-0.20%.
Mo: the function of Mo in steel is mainly to improve hardenability, improve tempering resistance and prevent tempering brittleness. In addition, the reasonable matching of the Mo element and the Cr element can obviously improve the hardenability and the tempering resistance. If the Mo content is too low, the above effect is limited, and if the Mo content is too high, the above effect is saturated, and the cost of the steel is increased. Therefore, the Mo content is controlled to be 0.10 to 0.20%.
V: v is a strong carbide forming element, and fine dispersion carbides formed by combining with C can prevent grains from growing up during heating, and play a role in fine grain strengthening and precipitation strengthening, so that the strength, toughness and fatigue resistance of the steel can be improved simultaneously. The content of V is lower than 0.05 percent, and the effect is not obvious; the content of V is higher than 0.10%, the above effects are saturated, and the cost of steel is increased. Thus controlling the V content to be 0.05-0.10%.
Ca: ca has the functions of deoxidation and desulfurization and the modification treatment of nonmetallic inclusions, thereby improving the toughness and fatigue resistance of steel. The above effect cannot be obtained with a Ca content of less than 0.001%, but if the content exceeds 0.005%, the addition is difficult and the amount of inclusions increases. Thus, the Ca content is controlled to be 0.001-0.005%.
B: the main function of B in steel is to increase the hardenability of steel, ferrite is most easily nucleated at grain boundaries in the austenite transformation process of steel, and the B is adsorbed on the grain boundaries to fill defects and reduce the energy level of the grain boundaries, so that new phase nucleation is difficult, and the austenite stability is increased, thereby improving the hardenability, but a reticular 'B phase' is formed when the content of B is too high, and the toughness of the steel is reduced, therefore, the content control range of B is 0.0015-0.003%.
P: p can form micro segregation when molten steel is solidified, and then is partially gathered at a crystal boundary when the molten steel is heated at an austenitizing temperature, so that the brittleness of the steel is obviously increased, and the content control range of P is less than or equal to 0.010 percent.
S: unavoidable impurities in the steel form MnS inclusions and cause segregation at grain boundaries to deteriorate the toughness and fatigue resistance of the steel, so that the content of S is controlled to be less than or equal to 0.008 percent.
T [ O ]: oxygen forms various oxide inclusions in the steel. Under the action of stress, stress concentration is easily generated at the oxide inclusions, and microcrack is initiated, so that the mechanical properties, particularly toughness and fatigue resistance, of the steel are deteriorated. Therefore, measures must be taken in the metallurgical production to reduce the content thereof as much as possible. In consideration of economy, the content is controlled to be less than or equal to 0.0010 percent.
Al: besides reducing dissolved oxygen in the molten steel, aluminum can also play a role in refining grains. However, excessive Al content reduces harmful elements such as Ti in steel on one hand, and secondary oxidation is easy to cause molten steel pollution during continuous casting, so that the Al content is controlled to be 0.015-0.035%.
Compared with EA4T, the invention: (1) proper C element content, improving the hardenability and strength of the steel, (2) proper Mn element in the steel is increased, and trace V, Ni element is added, so as to improve the hardenability of the steel, improve the toughness, particularly the low-temperature toughness of the steel, and improve the fatigue resistance of the steel; (3) properly reducing Cr element in steel to improve the toughness and the matching property of the axle; (4) at the same time, the contents of impurity elements T [ O ], P, S, etc. in the steel are strictly controlled to further improve the fatigue resistance of the steel; (5) according to the requirement, trace B element can be added into the steel to further improve the hardenability of the steel. The invention organically combines the optimization and adjustment of components and the control of metallurgical quality, and obtains excellent fatigue failure resistance and lower cost while obtaining high strength.
The invention provides a heat treatment process of an axle for a vanadium-containing urban rail subway. By adopting a V, Ni and Cr composite alloying principle, combining a heat treatment process and high-temperature normalizing, the structural uniformity of steel is improved, the austenite grain size of the steel is ensured to be larger than 8.0 grade by a proper quenching temperature, the steel is ensured to have high enough hardenability, and meanwhile, the steel is rapidly cooled after high-temperature tempering, so that the steel obtains a uniform fine tempered sorbite + lower bainite metallographic structure on the one hand, and on the other hand, impurity elements are prevented from being segregated to an original austenite grain boundary by Mo elements, and the occurrence of high-temperature tempering brittleness is avoided by combining rapid cooling, and finally the longitudinal mechanical property of the axle can reach: rm：650MPa-800MPa，ReLOr Rp0.2420MPa or more, A18% or more, Z40% or more, and longitudinal impact absorption energy KU at-20 deg.C2More than or equal to 60J, and the fatigue limit R of a sample with a smooth surfacefLFatigue limit R of sample with gap on surface being more than or equal to 350MPafE≥270MPa，RfL/RfE≤1.30。
The normalizing specifically comprises the following steps: heating to 870 ℃ and 890 ℃, preserving the heat, and then air-cooling to below 200 ℃.
Further, heating to 870-;
and (3) keeping the temperature, wherein the heat preservation time is calculated according to × R of 1.2-1.6min, and R is the maximum diameter and the unit is mm.
After normalizing, not only the grains are refined, but also the nonuniformity of the structure is improved, and the structure preparation is made for the subsequent final heat treatment.
The quenching specifically comprises the following steps: heating to 850-870 ℃, preserving the temperature, and then cooling to room temperature by water.
Further, the mixture is heated to the temperature of 850 ℃ and 870 ℃ at the heating speed of 50-80 ℃/h.
And (3) keeping the temperature, wherein the heat preservation time is calculated according to × R of 1.4-1.8min, and R is the maximum diameter and the unit is mm.
The tempering specifically comprises the following steps: heating to 630-650 ℃, preserving heat, then air-cooling to below 150 ℃ according to 400 ℃/h of 350-650 ℃, and then air-cooling to room temperature.
Further, heating to the temperature of 630-650 ℃ at a heating rate of 50-80 ℃/h.
And (3) the heat preservation time is calculated according to × R of 2-2.4min, wherein R is the maximum diameter and the unit is mm.
Through tempering, the metallographic structure of uniform and fine tempered sorbite and lower bainite can be obtained, so that good toughness and plasticity and appropriate strength index can be obtained.
The invention aims to improve the impact resistance and fatigue resistance of the urban rail subway axle, reasonably and uniformly utilize resources, and reduce the production cost by adopting less alloy element addition.
The vanadium-containing axle for urban rail subways produced by adopting the chemical components, the process flow and the heat treatment process parameters of the invention has the following longitudinal mechanical properties: rm：650MPa-800MPa，ReLOr Rp0.2420MPa or more, A18% or more, Z40% or more, and longitudinal impact absorption energy KU at-20 deg.C2More than or equal to 60J, and the fatigue limit R of a sample with a smooth surfacefLFatigue limit R of sample with gap on surface being more than or equal to 350MPafE≥270MPa，RfL/RfELess than or equal to 1.30. The austenite grain size of the steel is more than or equal to 8.0 grade. The invention relates to a vanadium-containing urban rail subway vehicleThe structure of the shaft normalized and quenched and tempered (quenched and high-temperature tempered) heat-treated steel is tempered sorbite and bainite, wherein the content of tempered sorbite on the near surface of the shaft is more than 80%, and the content of tempered sorbite at the radius of the shaft 1/2 is 60-70%.
Compared with the prior art, the invention has the advantages of high strength and excellent fatigue resistance. The high strength of 650MPa or more can be obtained, the plasticity and the toughness of the steel are obviously superior to those of commercial steel, the fatigue limit of the steel is obviously higher than that of the commercial steel, and the steel has good strength and toughness coordination and excellent fatigue resistance.
Drawings
FIG. 1 is the maximum diameter, 1/2 radius, of the axle produced in example 1;
FIG. 2 is the maximum diameter, 1/2 radius, of the axle produced in example 2;
FIG. 3 is the maximum diameter, 1/2 radius, of the axle produced in example 3;
FIG. 4 is the maximum diameter, 1/2 radius, of the axle produced in example 4;
FIG. 5 is the maximum diameter, 1/2 radius, of the axle produced in comparative example 1;
FIG. 6 is the maximum diameter, 1/2 radius, of the axle produced in comparative example 2.
Detailed Description
The following examples are intended to illustrate the invention, but the scope of protection of the invention is not limited to the following examples.
Example 1 to example 4
An axle for vanadium-containing urban rail subways is produced according to the following process flow: electric arc furnace or converter smelting → LF furnace refining → RH or VD vacuum degassing → continuous casting → heating of casting blank heating furnace → axle blank rolling → axle blank forging → rough turning of blank axle → axle alignment end face processing → heat treatment process → axle excircle finish turning → excircle grinding → flaw detection.
The heat treatment process comprises normalizing, quenching and tempering, and the heat treatment process parameters of the vanadium-containing urban rail subway axle produced in the embodiments 1 to 4 are as follows:
normalizing: heating to 880 deg.C at 80 deg.C/h, maintaining the temperature for 300min, and air cooling to below 200 deg.C.
Quenching: heating to 860 deg.C at a rate of 80 deg.C/h, maintaining for 360min, and cooling to room temperature.
Tempering: heating to 640 ℃ at the temperature of 80 ℃/h, heating and preserving heat for 510min, air-cooling to below 150 ℃ at the temperature of 400 ℃/h according to the temperature of 350-.
The other process flows are carried out according to the prior art.
The vanadium-containing urban rail subway axle produced by the method has the maximum diameter of phi 235mm and the length of 2200mm, the mass percentage (wt%) of smelting chemical components is shown in table 1, and the performance index of the vanadium-containing urban rail subway axle subjected to the heat treatment is shown in table 2.
Comparative examples 1 to 2
The axle steel is produced according to the following process flow: electric arc furnace or converter smelting → LF furnace refining → RH or VD vacuum degassing → continuous casting → heating of casting blank heating furnace → axle blank rolling → axle blank forging → rough turning of blank axle → axle alignment end face processing → heat treatment process → axle excircle finish turning → excircle grinding → flaw detection.
The heat treatment process comprises quenching and tempering, and the specific heat treatment process parameters are as follows:
quenching: heating to 850 deg.C at 120 deg.C/h, maintaining for 300min, and cooling to room temperature.
Tempering: heating to 640 deg.C at 100 deg.C/h, maintaining for 480min, and cooling to room temperature.
The other process flows are carried out according to the prior art.
The vanadium-containing urban rail subway axle produced by the method has the maximum diameter of phi 235mm and the length of 2200mm, the mass percentage (wt%) of smelting chemical components is shown in a table 1, and the performance indexes are shown in a table 2.
TABLE 1 melting chemical composition in weight percent (wt%) of each example and comparative example axle steel, the balance being Fe and unavoidable impurities
TABLE 2 Performance index of axle steel after heat treatment of each of examples and comparative examples
TABLE 2 examples and comparative examples of performance indexes of axle steel after heat treatment
The vanadium-containing urban rail subway axle steel provided by the invention has the advantages that the plasticity and the toughness are obviously superior to those of commercial steel, the fatigue limit is obviously higher than that of the commercial steel, and the vanadium-containing urban rail subway axle steel has good strength-toughness matching and excellent fatigue resistance.
Claims (9)
1. The vanadium-containing urban rail subway axle is characterized by comprising the following chemical components in percentage by weight: c: 0.32-0.38%, Si: 0.20-0.40%, Mn: 1.30-1.60%, Cr: 0.20-0.50%, Ni: 0.10-0.20%, Mo: 0.10-0.20%, V: 0.05-0.10%, Ca: 0.001-0.005%; b: 0.0015-0.0030%, P is less than or equal to 0.010%, S is less than or equal to 0.008%, T [ O ] is less than or equal to 0.0010%, Als: 0.015-0.035%, and the rest is Fe and other inevitable impurities.
2. The heat treatment method of the vanadium-containing urban rail subway axle shaft according to claim 1, wherein the heat treatment process comprises normalizing, quenching and tempering.
3. The heat treatment method according to claim 2, characterized in that the normalizing is specifically: heating to 870 ℃ and 890 ℃, preserving the heat, and then air-cooling to below 200 ℃.
4. The heat treatment method as claimed in claim 3, wherein the heating is carried out at a heating rate of 50-80 ℃/h to a temperature of 870-.
5. The heat treatment method according to claim 2 or 3, wherein the heat-retaining time is calculated as 1.2 to 1.6min × R, R being the maximum diameter in mm.
6. The heat treatment method according to claim 2, characterized in that the quenching is in particular: heating to 850-870 ℃, preserving the temperature, and then cooling to room temperature by water.
7. The thermal processing method of claim 6, wherein said holding time is calculated as 1.4-1.8min × R, R being the maximum diameter in mm.
8. The heat treatment method according to claim 2, wherein the tempering is in particular: heating to 630-650 ℃, preserving heat, then air-cooling to below 150 ℃ according to 400 ℃/h of 350-650 ℃, and then air-cooling to room temperature.
9. The thermal processing method of claim 7, wherein said holding time is calculated as 2-2.4min × R, where R is the maximum diameter in mm.
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| CN202010211319.4A CN111376652A (en) | 2020-03-24 | 2020-03-24 | Vanadium-containing axle for urban rail subway and heat treatment process thereof |
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| Publication number | Priority date | Publication date | Assignee | Title |
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