EP0815325B1 - Herstellungsverfahren für eisenbahnschienen aus stahl und verbesserungen dazu - Google Patents

Herstellungsverfahren für eisenbahnschienen aus stahl und verbesserungen dazu Download PDF

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Publication number
EP0815325B1
EP0815325B1 EP96904198A EP96904198A EP0815325B1 EP 0815325 B1 EP0815325 B1 EP 0815325B1 EP 96904198 A EP96904198 A EP 96904198A EP 96904198 A EP96904198 A EP 96904198A EP 0815325 B1 EP0815325 B1 EP 0815325B1
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EP
European Patent Office
Prior art keywords
rail
foot
weld
peening
cooling
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 - Lifetime
Application number
EP96904198A
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English (en)
French (fr)
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EP0815325A1 (de
Inventor
Vijay Jerath
John Anthony Chapman
David James Price
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.)
Corus UK Ltd
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Corus UK Ltd
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Publication of EP0815325A1 publication Critical patent/EP0815325A1/de
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Publication of EP0815325B1 publication Critical patent/EP0815325B1/de
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B31/00—Working rails, sleepers, baseplates, or the like, in or on the line; Machines, tools, or auxiliary devices specially designed therefor
    • E01B31/02—Working rail or other metal track components on the spot
    • E01B31/12—Removing metal from rails, rail joints, or baseplates, e.g. for deburring welds, reconditioning worn rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B11/00—Rail joints
    • E01B11/44—Non-dismountable rail joints; Welded joints
    • E01B11/46—General methods for making gapless tracks
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B11/00—Rail joints
    • E01B11/44—Non-dismountable rail joints; Welded joints
    • E01B11/50—Joints made by electric welding

Definitions

  • This invention relates to steel rails and to methods of producing the same. More especially, the invention relates to the production of high integrity long welded steel rails.
  • railway tracks have traditionally comprised a plurality of rails connected together by bolts and fish plates. In use, such tracks have proved to be noisy, uneven and require considerable maintenance. More recently, individual rails have been welded together in continuous lengths thereby enabling higher train speeds to be achieved at relatively low noise and vibration levels. The welds between adjoining individual rails have, however, previously been subject to occasional bending fatigue failures from the foot of the rail caused inter alia by positive tensile loading stresses experienced by the rail foot during service.
  • One object of the present invention is to provide a high integrity long welded steel rail which exhibits a bending fatigue life commensurate with that of non-welded rail and an overall improved residual stress pattern across the weld HAZ profile. Another object is to provide a welded steel rail in which the bending fatigue strength of each weld is at least equal to if not greater than the fatigue strength of the parent rails joined by that weld. A further object is to produce a welded steel rail in which the presence of the welds is not apparent from a visual inspection (that is to say an invisibly welded rail). A further object is to provide a method or methods of manufacturing welded steel rail by which the objectives set out above can be achieved.
  • a long welded rail is a length of the order of 100m to 300m or longer.
  • a steel rail which comprises a plurality of individual rails welded together with any resulting excess material removed from the rail by a stripping process in which weld sites at and below the foot of each rail are subjected to grinding.
  • Each weld site may be coated with a corrosion inhibiting material.
  • a corrosion inhibiting material may be applied to the rail foot and or the rail web and/or the rail head.
  • the coating may, of course, alternatively be applied to the entire weld site.
  • Welding may be by flash butt welding. Other welding processes may however be employed.
  • the present invention provides a method of producing a welded steel rail which comprises the steps of welding individual rails together, removing any resulting excess material from the weld sites and subsequently subjecting the weld sites at and below the foot of each rail to air cooling, grinding and peening.
  • As-rolled rail grades such as 700 and 900 achieve weld HAZ hardness levels similar to those of the parent rails following natural air cooling of the welds in still air. These rails following welding are, therefore, not normally subjected to accelerated cooling. It has, however, been found advantageous to increase the hardness/strength, in particular, of the welded rail foot by accelerated cooling with a view to improving the bending fatigue strength of the welded rail.
  • Accelerated cooling may be achieved by applying air, air mist or water under pressure independently to the head and/or the web and/or the foot of the rail at each weld site.
  • forced cooling is applied through the appropriate phase transformation temperature range, eg austenite to pearlite, austenite to bainite or austenite to martensite.
  • cooling is initiated at a temperature within the high temperature austenite phase of the steel and stopped at a temperature deemed suitable for the completion of a given phase transformation. Accelerated cooling may typically be effected for a period of between 30 and 120 seconds.
  • Forced cooling may be effected by either individual hoods or nozzles positioned above and to the sides of the head of the rail, opposite each web of the rail, and below the foot surface of the rail, each independent hood or nozzle being supplied with air, air mist or water under pressure from a common or a different source.
  • cooling may be effected to, for example, only the rail head,foot or web, or to the entire rail.
  • Fine grinding or surface material removal by another technique of the welded regions may be applied to the head and/or the underside of the rail foot and/or to the web of the rail.
  • Invisibly welding of a rail entails, however, grinding or other surface material removal all around the rail profile after welding of the individual rails together.
  • Robotic material removal techniques may be employed. Surface material removal may be effected either cold or at a temperature below the austenite temperature of the steel from which the rail is produced. Sensors may be provided to ensure that the required material removal depth and surface finish are achieved.
  • Peening may, for example, be by a shot or a hammer peening process and may be applied to the underside of the foot of the rail and/or to the head and/or web of the rail or to the entire welded or unwelded (ie parent rail) rail profile.
  • Peening may be achieved by directing a peening medium under pressure independently to the foot and/or head and/or web of the rail at each weld site.
  • the depth of the residual compressive stress layer may be, for example, between 0.75mm and 1mm and the compressive stresses achieved may be, for example, of the order of 60% to 80% of the yield strength of the rail material in compression.
  • Peening is generally carried out at a temperature below the stress relieving temperature of the steel from which the rail is produced, typically below 250°C.
  • the welded rail illustrated in Figure 1 has a head 1, a web 2 and a foot 3.
  • Typical bending fatigue initiation sites in the illustrated welded rail are indicated by reference numbers 4, 5 and 6. As will be seen, all of these fatigue initiation sites are located in the foot region of the rail. Of the sites illustrated, site 4 located in the base of the foot 3 is found to be the most prevalent, and is generally caused by maximum tensile stresses occasioned by the bending forces generated during service.
  • This objective is currently achieved by flash butt welding (otherwise called electrical resistance welding) individual steel rails together, stripping the resulting flash from the weld sites and then subjecting the weld sites to one, more than one or indeed all of the process steps of natural air or forced cooling, fine grinding and peening.
  • Flash butt welding is a process in which the rail ends to be joined together are held between water cooled copper grips, which act as both clamps and electrodes.
  • the first stage in the flash butt welding sequence is generally termed the “Burn-Off” or the “Pre-flashing” stage. During this stage, the rail ends are separated slightly and arcing/flashing is initiated between them in order to square up the rail ends. "Burn-Off" times are typically between 5 and 10 seconds, with 1-5mm of platten movement.
  • the next stage in the welding sequence is the preheating stage.
  • the main aim of the preheating stage is to heat the rail ends to a sufficient temperature so that flashing initiates easily, and a suitable temperature gradient is achieved in the rail ends, prior to the onset of the final flashing sequence.
  • Preheating is generally achieved by bringing the rail ends into contact, and allowing a high current to flow across the rail ends. The rail ends are brought together and allowed to heat by means of resistance heating.
  • the movable platten of the welding machine is accelerated so that the rail ends are butted together either under a constant platten speed or under impact loading of up to 600 kN.
  • the load is calculated to give a pressure at the weld interface of approximately 50-60 N/mm 2 , to ensure adequate weld consolidation.
  • the welding current is generally supplied during the initial part of the forging operation to avoid oxidation at the weld interface.
  • a typical forging distance of between 12 and 20 mm is generally employed.
  • the molten and soft steel is forced out of the weld joint. This extruded material, generally termed "flash" is then removed quickly by means of an automatic weld upset removal tool.
  • flash butt welding is that good quality welds requiring no external weld metal can be produced in a relatively short period of time, typically within 45 to 90 seconds.
  • Accelerated forced cooling is a process for rapidly and controllably reducing the temperature of a product.
  • the weld sites for example, of heat treated, plain carbon pearlitic rail are cooled through the austenite to pearlite transformation temperature range (typically from 700°C to 500°C) at, for example, up to 7°C/second.
  • Enhanced cooling of the weld sites at the correct rate produces weld HAZ hardness levels which match those of the parent plain carbon heat treated rail.
  • the effect of different forced cooling rates on HAZ hardness can be seen from Figure 4.
  • the effect of independent forced air cooling of the welded rail head, web and foot weld sites is effected with a view to increasing the hardness and wear resistance of the rail head, to improve the rolling contact fatigue life of the welded rail head and bending fatigue strength of the rail foot, and to improve the overall residual stress pattern across the weld HAZ profile.
  • As-rolled rail grades such as 700 and 900 achieve weld HAZ hardness levels similar to those of the parent rails following natural air cooling of the welds in still air. These rails following welding are, therefore, not normally subjected to accelerated cooling. It has, however, been found advantageous to increase the hardness/strength, in particular, of the welded rail foot by accelerated cooling with a view to improving the bending fatigue strength of the welded rail.
  • Cooling medium is air and in Figure 3 water.
  • cooling hoods 7 supported within a frame 9 and each connected by conduits 8 to a source of air under pressure are positioned above and to each side of the rail head, alongside each rail web and below the rail foot.
  • the arrangement is such that one or more (or indeed all) of the hoods may be connected to direct cooling air under pressure onto the adjoining rail surface.
  • the flow of air through the conduits is individually controlled by means of valves positioned, for example, within the conduits.
  • water is supplied under pressure via nozzle 11 to a manifold 12. Cooling water is selectively projected onto the head, web and/or foot of the rail by nozzles 14.
  • Surface grinding of the welded rail head is carried out as a routine production procedure to match the profile of the parent rail.
  • surface material removal from the rail head may be carried out by another technique.
  • Additional surface grinding (or surface material removed by another technique) to the web and foot of the rail may be effected in the present invention with a view to rendering the weld invisible to the eye.
  • Beneficial grinding (or other method of surface material removal) of the weld sites may be effected to reduce the number of potential fatigue initiation sites, eg surface pitting and by removing all traces of weld flash and decarburized layer from each weld site, particularly that from the rail foot which experiences tensile loading stresses during service.
  • Surface material removal for example, by grinding may be carried out by use of a robotic grinder which automatically fine grinds selected parts or each entire weld site of the rail.
  • Grinding may be effected either cold or at a temperature below the austenite temperature of the rail, typically 700°C. Sensors may be provided to ensure that the required grinding depth and surface finish are achieved.
  • FIG. 5 A graph illustrating the generation of residual stress in a 4340 steel after surface grinding is shown in Figure 5. The beneficial compressive stress introduced by fine grinding is to be noted.
  • fine grinding or other surface material removal technique particularly of the base of the welded rail foot also enables a full in-line automatic non-destructive testing (NDT) and/or additional alternative manual inspection of the welded rail to be carried out.
  • NDT non-destructive testing
  • the rail head, web and foot can readily be ultrasonically tested to a required specification
  • the rail foot base can be eddy current tested, and the flatness of the rail running surface and the rail head sides can be inspected.
  • manual ultrasonic inspection of each weld site for transverse defects can be effected with considerable ease.
  • Peening may be effected by, for example, a shot or hammer peening process.
  • Shot peening is a cold working process in which the surface of a part is bombarded with small spherical media called shot. Each piece of shot striking the material acts as a tiny peening hammer, imparting to the surface a small indentation or dimple.
  • the surface fibres of the material In order for the dimple to be created, the surface fibres of the material must be yielded in tension. Below the surface, the fibres try to restore the surface to its original shape, thereby producing below the dimple, a hemisphere of cold-worked material highly stressed in compression. Overlapping dimples develop an even layer of metal in residual compressive stress. It is known that a compressively stressed zone increases the initiation time required for a crack to form for a given applied tensile stress range.
  • Shot peening apparatus for use, for example, with the invention is schematically illustrated in Figure 6.
  • This apparatus comprises a plurality of nozzles 15 positioned above, below and to the sides of the rail.
  • Each nozzle is mounted on a frame 16 and is connected to receive a source of gas under pressure and shot.
  • Each nozzle can be independently controlled whereby the head, web and foot of the rail can be together or selectively peened.
  • peening is effected to welded rail and/or unwelded rail, i.e. parent rail, thereby creating compressive stresses which act to minimise the onset of crack initiation during service.
  • shot peening to the specification MIL-S-13165C was applied to the rails in the present invention.
  • This peening process employed a shot size of 1.375mm (MI 550) at an intensity of 0.012-0.014C.
  • MI 550 1.375mm
  • a range of shot sizes and intensity levels can, nevertheless, be employed to obtain beneficial compressive stresses.
  • Typical compressive stresses achieved by the process are, for example, of the order of 60 to 80% of the yield strength of the rail material in compression.
  • the depth of the residual compressive layer produced by peening is, for example, typically between 0.75mm and 1.0mm. Peening is generally effected at a temperature below the stress relieving temperature of the steel from which the rail is produced, typically below 250°C.
  • Figure 7 of the drawings The effect of induced compressive and tensile stresses in a shot peened material with no external load is illustrated in Figure 7 of the drawings and Figure 8 graphically illustrates longitudinal residual stress distribution in a conventional rail, a weld and a shot peened weld.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Heat Treatment Of Articles (AREA)
  • Heat Treatment Of Steel (AREA)
  • Forging (AREA)

Claims (12)

  1. Stahlschienenstrang, bestehend aus mehreren einzelnen miteinander verschweißten Schienen, bei dem irgendein sich ergebendes überschüssiges Material von dem Schienenstrang durch ein Abstreifverfahren entfernt wird, bei dem Schweißstellen am Fuß einer jeden Schiene und darunter einem Schleifvorgang unterworfen werden.
  2. Schienenstrang nach Anspruch 1, bei welchem die Schweißstellen an dem Schienenfuß jeder Schiene und darunter einer Umgebungsluftkühlung ausgesetzt werden.
  3. Schienenstrang nach Anspruch 1, bei welchem die Schweißstellen an und unter dem Schienenfuß jeder Schiene einer unabhängigen Beschleunigungskühlung unterworfen werden.
  4. Schienenstrang nach einem der vorhergehenden Ansprüche, bei welchem die Schweißstellen an und unter dem Schienenfuß jeder Schiene einem Hämmervorgang unterworfen werden.
  5. Schienenstrang nach einem der vorhergehenden Ansprüche, bei welchem jede Schweißstelle mit einem Korrosionsschutzmaterial überzogen ist.
  6. Verfahren zur Erzeugung eines verschweißten Schienenstrangs mit den folgenden Schritten: es werden einzelne Schienen miteinander verschweißt; es wird das sich ergebende überschüssige Material von der Schweißstelle entfernt, und es werden danach die-Schweißstellen an und unter dem Schienenfuß jeder Schiene einer Luftkühlung, einem Schleifvorgang und einem Hämmervorgang unterworfen.
  7. Verfahren nach Anspruch 6, bei welchem die Schweißstellen einer Beschleunigungskühlung unterworfen werden, indem Luft, Luftnebel oder Wasser unter Druck auf den Fuß jeder Schiene und unter diesen gespritzt wird.
  8. Verfahren nach Anspruch 7, bei welchem die Beschleunigungskühlung während einer Dauer zwischen 30 und 120 Sekunden durchgeführt wird.
  9. Verfahren nach Anspruch 7 oder Anspruch 8, bei welchem eine Zwangskühlung um die gesamte Schweißstelle einer jeden Schiene bewirkt wird, indem ein Kühlmedium über Düsen gerichtet wird, die über dem Kopf der Schiene und seitlich zu diesem sowie auf gegenüberliegenden Seiten des Schienensteges und unter der Oberfläche des Schienenfußes jeder Schiene angeordnet sind.
  10. Verfahren nach Anspruch 6, bei welchem der Hämmervorgang über die gesamte Schweißstelle jeder Schiene dadurch bewirkt wird, daß ein Kugelstrahl unter Druck auf den Schienenfuß und unter diesen sowie auf den Kopf und den Steg einer jeden Schiene gerichtet wird.
  11. Verfahren nach Anspruch 10, bei welchem die Tiefe der erreichten Restdruck-Beanspruchungsschicht zwischen 0,75 mm und 1 mm dick ist und die sich ergebenden Druckbeanspruchungen zwischen 60% und 80% der Streckfestigkeit des unter Druck stehenden Schienenmaterials liegen.
  12. Schienenstrang nach den Ansprüchen 10 oder 11, bei welchem der Hämmervorgang bei einer Temperatur durchgeführt wird, die unter der Spannungsentlastungs-Temperatur des Stahls liegt, aus dem die Schiene erzeugt ist.
EP96904198A 1995-03-20 1996-03-01 Herstellungsverfahren für eisenbahnschienen aus stahl und verbesserungen dazu Expired - Lifetime EP0815325B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
GB9505567A GB2299044B (en) 1995-03-20 1995-03-20 Improvements in and relating to steel rails and methods of producing the same
GB9505567 1995-03-20
PCT/GB1996/000458 WO1996029469A1 (en) 1995-03-20 1996-03-01 Improvements in and relating to steel rails and methods of producing the same

Publications (2)

Publication Number Publication Date
EP0815325A1 EP0815325A1 (de) 1998-01-07
EP0815325B1 true EP0815325B1 (de) 2002-07-31

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EP96904198A Expired - Lifetime EP0815325B1 (de) 1995-03-20 1996-03-01 Herstellungsverfahren für eisenbahnschienen aus stahl und verbesserungen dazu

Country Status (8)

Country Link
EP (1) EP0815325B1 (de)
AT (1) ATE221596T1 (de)
AU (1) AU4838796A (de)
CA (1) CA2215941A1 (de)
DE (1) DE69622698D1 (de)
GB (1) GB2299044B (de)
WO (1) WO1996029469A1 (de)
ZA (1) ZA961892B (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108304647A (zh) * 2018-01-30 2018-07-20 太原科技大学 基于轨道接头缺陷的铸造起重机金属结构特征寿命评估方法
WO2018147755A1 (ru) * 2017-02-07 2018-08-16 Общество С Ограниченной Ответственностью Научно-Производственное Предприятие "Томская Электронная Компания" (Ооо Нпп "Тэк") Способ изготовления и термообработки рельсовых плетей и комплекс для осуществления способа

Families Citing this family (8)

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Publication number Priority date Publication date Assignee Title
GB2403174B (en) * 2003-06-26 2006-11-15 Corus Uk Ltd Steel rails
AT6941U3 (de) * 2004-02-23 2005-03-25 Plasser Bahnbaumasch Franz Schweissaggregat zur verschweissung von zwei schienen eines gleises und verfahren
CA2756855C (en) * 2009-03-30 2013-11-19 Nippon Steel Corporation Method of cooling rail weld zone, device for cooling rail weld zone, and rail weld joint
US9617690B2 (en) 2009-10-30 2017-04-11 Nippon Steel & Sumitomo Metal Corporation Flash butt welding method of rail steel
US9334546B2 (en) * 2011-11-29 2016-05-10 Evraz Inc. Na Canada Method and apparatus for treatment of a rail weld
US10851436B2 (en) 2017-09-29 2020-12-01 Cf&I Steel L.P. Method for joining steel rails with controlled weld heat input
AT521312B1 (de) * 2018-06-01 2021-10-15 Linsinger Maschb Gesellschaft M B H Vorrichtung zur nichtabrasiven Härtung von Schienenkopfoberflächen
CN112475821B (zh) * 2020-11-13 2022-07-19 攀钢集团攀枝花钢铁研究院有限公司 一种低轨腰残余拉应力钢轨及其制备方法

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GB494175A (en) * 1936-04-22 1938-10-21 Martial Jules Bal Improvements in the heat treatment of rail weldings
FR841129A (fr) * 1938-01-13 1939-05-10 Dispositif pour le traitement thermique des soudures de rails
US2231014A (en) * 1938-12-03 1941-02-11 Union Carbide & Carbon Res Lab Welding process and apparatus
GB1471596A (en) * 1974-04-22 1977-04-27 London Transport Executive Method and means for profile finishing welded rails and the like
SU613868A1 (ru) * 1975-10-08 1978-07-05 Ордена Ленина И Трудового Красного Знамени Институт Электросварки Имени Е.О.Патона Гидросистема механизма зажати деталей контактной стыковой сварочной машины клещевого типа
GB1525643A (en) * 1976-02-26 1978-09-20 Nippon Densetsu Kogyo Co Ltd Method of assembling a composite electric conductor rail
FR2642087B1 (fr) * 1989-01-23 1993-05-14 Unimetall Sa Procede de traitement de la couche superficielle de rails ou d'appareils de voie

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018147755A1 (ru) * 2017-02-07 2018-08-16 Общество С Ограниченной Ответственностью Научно-Производственное Предприятие "Томская Электронная Компания" (Ооо Нпп "Тэк") Способ изготовления и термообработки рельсовых плетей и комплекс для осуществления способа
RU2681046C1 (ru) * 2017-02-07 2019-03-01 Общество С Ограниченной Ответственностью Научно-Производственное Предприятие "Томская Электронная Компания" (Ооо Нпп "Тэк") Способ изготовления рельсовых плетей и комплекс для осуществления способа
EA036937B1 (ru) * 2017-02-07 2021-01-18 Общество С Ограниченной Ответственностью Научно-Производственное Предприятие "Томская Электронная Компания" Способ изготовления рельсовых плетей и комплекс для осуществления способа
CN108304647A (zh) * 2018-01-30 2018-07-20 太原科技大学 基于轨道接头缺陷的铸造起重机金属结构特征寿命评估方法
CN108304647B (zh) * 2018-01-30 2021-04-09 太原科技大学 基于轨道接头缺陷的铸造起重机金属结构特征寿命评估方法

Also Published As

Publication number Publication date
ZA961892B (en) 1996-09-12
CA2215941A1 (en) 1996-09-26
DE69622698D1 (de) 2002-09-05
AU4838796A (en) 1996-10-08
GB9505567D0 (en) 1995-05-03
ATE221596T1 (de) 2002-08-15
WO1996029469A1 (en) 1996-09-26
GB2299044A (en) 1996-09-25
GB2299044B (en) 1998-09-30
EP0815325A1 (de) 1998-01-07

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