CN112159940A - 大过冷度深硬化层道岔钢轨及其制备方法 - Google Patents
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Abstract
本发明属于道岔钢轨的生产技术领域,具体涉及大过冷度深硬化层道岔钢轨及其制备方法。本发明所要解决的技术问题是提供一种硬度分布均匀,深硬化层的大过冷度深硬化层道岔钢轨及其制备方法。该方法是:将入炉铁水依次进行转炉冶炼→小平台→LF精炼→RH真空处理→浇铸得钢坯→缓冷坑缓冷→奥氏体均匀化→轧制得钢轨→热处理;所述转炉冶炼过程中添加0.2~0.3%的Cr,0.04~0.06%的V,0.75~0.80%的C;所述热处理过程分两段进行冷却。本发明方法制备得到的道岔钢轨的深硬化层更深,硬度分布更均匀,抗接触疲劳性能更优,同时兼顾良好的耐磨性能。
Description
技术领域
本发明属于道岔钢轨的生产技术领域,具体涉及大过冷度深硬化层道岔钢轨及其制备方法。
背景技术
道岔作为铁路轨道连接和列车导向的关键部件和核心枢纽,在以高速和重载为主要特征的新的铁路运输环境下,必须进行全面更新和升级换代,开发出用于制造道岔的关键基础材料的道岔钢轨成为其中的首要任务之一。
对于高速铁路用道岔来说,其质量优劣直接影响列车运行速度和安全性。针对道岔轨在制作道岔存在“尖轨和心轨转换不足、位移大、转换阻力大”等突出问题,满足我国高速铁路发展对高速道岔钢轨的迫切需求,亟需全力开展道岔钢轨的研制工作。
对于重载铁路用道岔来说,由于重载铁路大轴重、高密度和大运量的运输工况构成了道岔极其严酷的运行条件,其磨耗和伤损速度和程度远高于普通线路同型号道岔,导致道岔的频繁更换。道岔的频繁更换不仅显著增加铁路部门的养护量及维护成本,同时还为行车安全带来隐患。道岔的服役性能除制造工艺外,主要取决于道岔钢轨的性能。目前,国内外重载道岔主要采用热轧空冷态供货,由道岔厂完成切铣加工及热处理。
采用二次加热离线热处理工艺,轨头部位硬化层深度较浅且随着深度增加,硬度加速递减,在服役时易产生过快磨耗及接触疲劳伤损;同时,道岔轨热处理过程中将发生弯曲,全长平直度难以保证;而且还显著增加了能源消耗,降低了道岔制造效率并带来环境污染。因此,研制强韧性更高、服役寿命更长、节能环保的高性能道岔轨迫在眉睫。
道岔钢轨,特别是尖轨,通常在转换轨端部加工为极薄的尖轨。为保证道岔钢轨的安全性和耐用性,道岔钢轨通常需要较深的硬化层深度,以及硬度梯度。因此,现有轧制的普通碳素道岔钢轨难以满足国内外重载线路的发展需求,亟需一种大过冷度深硬化层道岔钢轨及其生产方法。
发明内容
本发明所要解决的技术问题是提供一种硬度分布均匀,深硬化层的大过冷度深硬化层道岔钢轨及其制备方法。
本法发明为解决上述技术问题采用的技术方案是提供了大过冷度深硬化层道岔钢轨的制备方法。该方法包括如下步骤:
将入炉铁水依次进行转炉冶炼→小平台→LF精炼→RH真空处理→浇铸得钢坯→缓冷坑缓冷→奥氏体均匀化→轧制得钢轨→热处理;所述转炉冶炼过程中添加0.2~0.3%的Cr,0.04~0.06%的V,0.75~0.80%的C;所述热处理过程分两段进行冷却。
其中,上述大过冷度深硬化层道岔钢轨的制备方法中,所述奥氏体均匀化的温度为1000℃~1300℃,时间为200~500min。
进一步地,所述轧制过程的总变形量为85%~95%。
进一步地,所述热处理是将轧制后的钢轨利用余热进入热处理机组,进入热处理机组的温度为800~850℃。
进一步地,所述热处理过程进行110s,其中,轧制后的钢轨进入热处理机组的前80s采用3~5℃/s的速度冷却;后30s采用0.5~2℃/s的速度冷却。
进一步地,所述热处理进行冷却采用的介质为压缩空气或水和空气的混合物;当冷却介质为水和空气的混合物时,空气和水的压缩比≤1:3。
进一步地,钢轨经热处理后,自然冷却至100℃以下,采用立卧矫直机进行矫直。
本发明还提供了由上述制备方法得到的大过冷度深硬化层道岔钢轨。
进一步地,所述大过冷度深硬化层道岔钢轨的化学成分按重量百分比计为:C0.75~0.80%,Si 0.1~0.6%,Mn 0.6~1.3%,P≤0.020%,S≤0.020%,Cr 0.2~0.3%,V 0.04~0.06%,余量为Fe及不可避免的杂质。
本发明的有益效果是:
本发明通过在冶炼过程中添加0.2~0.3%的Cr,0.75~0.80%的C提高钢轨的淬透性,添加0.04~0.06%的V使钢轨硬度分布均匀,抗接触疲劳性能更优,同时兼顾良好的耐磨性能。同时,本发明采用两段冷却方式,提高道岔钢轨过冷度的同时,深硬化层液有大幅度提高。本发明方法制备得到的道岔钢轨满足HBW2-0.6*HBW3-0.4*HBW1>0,同时,HBW1、HBW2、HBW3三处位置任何两点间的硬度差值不大于30HBW,表面硬度与表层下30mm硬度差值≤5HRC,相对传统轧制的普通碳素热处理道岔钢轨而言,本发明道岔钢轨的深硬化层更深,硬度分布更均匀,抗接触疲劳性能更优,同时兼顾良好的耐磨性能。
附图说明
图1为实施例和对比例道岔钢轨断面硬度检测的位置。
图2为实施例和对比例道岔钢轨断面硬度检测的位置标记。
具体实施方式
具体的,本发明提供了大过冷度深硬化层道岔钢轨的制备方法。该方法包括如下步骤:
将入炉铁水依次进行转炉冶炼→小平台→LF精炼→RH真空处理→浇铸得钢坯→缓冷坑缓冷→奥氏体均匀化→轧制得钢轨→热处理;所述转炉冶炼过程中添加0.2~0.3%的Cr,0.04~0.06%的V,0.75~0.80%的C;所述热处理过程分两段进行冷却。
本发明中,在冶炼过程中添加0.75~0.80%的C、0.2~0.3%的Cr和0.04~0.06%的V。其中,添加C和Cr主要是使C曲线右移,提高道岔钢轨的淬透性。V的主要作用为析出强化,促进钢轨轨头部位硬度分布更均匀,抗接触疲劳性能更优,同时兼顾良好的耐磨性能。
本发明中,奥氏体均匀化的温度为1000℃~1300℃,时间为200~500min,目的是使奥氏体原始晶粒度长大均匀,同时促进成分均匀化,保证钢轨轧制和热处理后珠光体组织均匀可控。
本发明中,热处理过程采用两段冷却方式:整个热处理过程进行110s。
第一阶段(相变前):道岔钢轨因单重大于60kg/m,轨腰约为普通对称钢轨的两倍,因此,轧制后的道岔钢轨的热熔大,钢轨表面温度可达900~1000℃。终轧温度高,带来的是后续热处理过程中,过冷度不能提高,轨头心部热量无法散热。
因此,对于轧制后的道岔钢轨进行第一阶段强制冷却,即轧制后的钢轨进入热处理机组的前80s冷却速度为3~5℃/s进行冷却,以提高过冷度,降低钢轨心部热容,增加心部相变驱动力,提高心部硬度。若第一段冷却的速度过低达不到冷却效果;冷却速度过高,钢轨表层冷却速度过快,心部因热容大无法快冷,钢轨硬度梯度会存在显著跳跃,不能满足硬度梯度均匀过度。
第二阶段冷却,即后30s采用0.5~2℃/s的速度冷却,道岔钢轨的表面和心部已过相变点,可以适当降低冷却速度,保证心部热量的进一步扩散。
采用本发明方法在提高道岔钢轨过冷度的同时,深硬化层硬度也大幅提高。制备得到的道岔钢轨的耐磨性能和抗接触疲劳性能均有了提高。
下面将通过具体的实施例对本发明作进一步地详细阐述。
表1实施例及对比例道岔钢轨的化学成分/%
表2实施例和对比例热处理过程及组织
工艺实施例与对比例的其余工艺参数相同。
分别在钢轨取断面硬度样,并按附图所示进行断面硬度检验,如表3所示。
表3实施例和对比例硬度检验
由表3可以看出,实施例均满足公式HBW2-0.6*HBW3-0.4*HBW1>0,说明采用本发明方法制备得到的钢轨硬度从表面至心部均匀递减,深层硬度更高。
分别在实施例和对比例的钢轨轨头处取磨损试样,测试结果见表4。
表4本发明实施例及对比例钢轨轨头磨损
分别在实施例和对比例的钢轨轨头处取接触疲劳试样,测试结果见表5。
表5本发明实施例及对比例钢轨接触疲劳
通过对比上述结果,采用本发明方法能有效增加深硬化层硬度,对钢轨的耐磨损性能和抗接触疲劳性能均有明显改善,本发明方法制备得到的道岔钢轨适用于大轴重高密度重载和高速铁路线路。
Claims (8)
1.大过冷度深硬化层道岔钢轨的制备方法,其特征在于:包括如下步骤:
将入炉铁水依次进行转炉冶炼→小平台→LF精炼→RH真空处理→浇铸得钢坯→缓冷坑缓冷→奥氏体均匀化→轧制得钢轨→热处理;所述转炉冶炼过程中添加0.2~0.3%的Cr,0.04~0.06%的V,0.75~0.80%的C;所述热处理过程分两段进行冷却。
2.根据权利要求1所述的大过冷度深硬化层道岔钢轨的制备方法,其特征在于:所述奥氏体均匀化的温度为1000℃~1300℃,时间为200~500min。
3.根据权利要求1或2所述的大过冷度深硬化层道岔钢轨的制备方法,其特征在于:所述轧制过程的总变形量为85%~95%。
4.根据权利要求1~3任一项所述的大过冷度深硬化层道岔钢轨的制备方法,其特征在于:所述热处理是将轧制后的钢轨利用余热进入热处理机组,进入热处理机组的温度为800~850℃。
5.根据权利要求1~4任一项所述的大过冷度深硬化层道岔钢轨的制备方法,其特征在于:所述热处理过程进行110s,其中,轧制后的钢轨进入热处理机组的前80s采用3~5℃/s的速度冷却;后30s采用0.5~2℃/s的速度冷却。
6.根据权利要求1~5任一项所述的大过冷度深硬化层道岔钢轨的制备方法,其特征在于:钢轨经热处理后,自然冷却至100℃以下,采用立卧矫直机进行矫直。
7.权利要求1~6任一项所述的方法制备得到的大过冷度深硬化层道岔钢轨。
8.根据权利要求7所述的大过冷度深硬化层道岔钢轨,其特征在于:化学成分按重量百分比计为:C 0.75~0.80%,Si 0.1~0.6%,Mn 0.6~1.3%,P≤0.020%,S≤0.020%,Cr0.2~0.3%,V 0.04~0.06%,余量为Fe及不可避免的杂质。
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