EP0884396B1 - Verfahren zur Herstellung eines Eisenbahnrades und so hergestelltes Eisenbahnrad - Google Patents

Verfahren zur Herstellung eines Eisenbahnrades und so hergestelltes Eisenbahnrad Download PDF

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Publication number
EP0884396B1
EP0884396B1 EP98401042A EP98401042A EP0884396B1 EP 0884396 B1 EP0884396 B1 EP 0884396B1 EP 98401042 A EP98401042 A EP 98401042A EP 98401042 A EP98401042 A EP 98401042A EP 0884396 B1 EP0884396 B1 EP 0884396B1
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EP
European Patent Office
Prior art keywords
rim
mpa
wheel
steel
lateral flanks
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
EP98401042A
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English (en)
French (fr)
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EP0884396A1 (de
Inventor
François Demilly
Michel Pollet
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Valdunes SAS
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Valdunes SAS
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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
    • C21D9/34—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor for tyres; for rims
    • 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
    • C21D1/00—General methods or devices for heat treatment, e.g. annealing, hardening, quenching or tempering
    • C21D1/18—Hardening; Quenching with or without subsequent tempering

Definitions

  • the invention relates to a steel railway wheel and its manufacturing process.
  • a railway wheel has a rim, the peripheral part of which constitutes the running surface and a hub which is used to mount it on an axle.
  • the rim and the hub are connected by a connecting veil which can have various forms.
  • a braking device which can be disc or shoe.
  • a disc brake device consists of one or more discs mounted on the axle and brake shoes that can be tightened on the discs.
  • Such a device has the advantage of separating the rolling and braking functions, therefore allow to optimize separately the characteristics of the discs and the running surface.
  • it has the disadvantage of being bulky and, therefore, to be ill-suited to small diameter wheels, for example of diameter less than six hundred and fifty millimeters. It also has the disadvantage of being too costly to be economically usable for freight wagons commodity.
  • a shoe braking device generally comprises two shoes and means for applying these shoes against the running surface.
  • This device has the advantage of being less bulky than the previous one, but it makes the two fill rolling and braking functions by the same surface, which presents disadvantages. In particular, it is not possible to optimize the characteristics of the running surface since the requirements of each function are not not the same. In addition, the braking which is done by friction on the surface of bearing accelerates wheel wear.
  • This wheel essentially comprises a rim sufficiently massive to that the lateral flanks can serve as a bearing surface for the hooves which come grip the wheel as the brake shoes do for the locking devices disc braking.
  • friction braking on the lateral flanks generates overheating. This overheating, by transmitting to the hub, can deteriorate the setting of the wheel on the axle, or even cause an unacceptable heating of the grease of the bearing boxes.
  • Railway wheels whether of the conventional type or of the wheel type brake, are made of steels defined in standard UIC 812-3 (UIC: Union International Railways). These are either carbon steels containing 0.48% to 0.70% carbon, less than 0.5% silicon, less than 0.9% manganese, less than 0.3% chromium, less than 0.3% copper, less than 0.08% molybdenum, less than 0.3% nickel, and less than 0.05% vanadium.
  • the wheels are either standardized to obtain a ferrite-perlite type structure having a tensile strength of between 600 and 940 MPa, either hardened and returned to obtain a structure also of the ferrite-perlite type, but having a tensile strength of between 780 and 1050 Mpa. In general, quenching is limited to the running surface. But, for certain wheels, the hardening is performed in bulk.
  • tempering is carried out at a temperature less than or equal to 510 ° C., maximum tempering temperature that can be achieved while satisfying the conditions imposed by standard UIC 812-3, intended to guarantee satisfactory service.
  • the aim of the present invention is to propose a metallurgical solution for the manufacture of a railway wheel, more particularly a rail wheel braked by a shoe, and in particular a brake wheel, which significantly improves the service life of this wheel, in particular by reducing its sensitivity to braking.
  • the subject of the invention is a method of manufacturing a railroad wheel of the type comprising a hub, a rim comprising a rolling surface and lateral flanks, and a connecting web between the hub and the rim, the thickness of the connecting veil being substantially reduced compared to the thickness of the rim measured between the lateral flanks, this railway wheel being made of a low alloy steel whose sum of the contents of elements of alloy is less than 5%, and whose chemical composition is such that, in% by weight: 0.2% ⁇ C ⁇ 0.24% 0.9% ⁇ Mn ⁇ 1.1% 0.9% ⁇ If ⁇ 1.1% 1% ⁇ Cr ⁇ 1.2% 0.2% ⁇ Mo ⁇ 0.25% Ni ⁇ 0.3% Cu ⁇ 0.3% Sn ⁇ 0.04% P ⁇ 0.035% S ⁇ 0.035%, the remainder being iron and impurities resulting from the production, and whose Ms point is greater than 270 ° C.
  • hardening is carried out on the wheel and then tempering at a temperature greater than or equal to 550 ° C. in order to obtain, at least in the vicinity of the rolling surface and the lateral flanks of the rim, the following mechanical characteristics : 860 Mpa ⁇ Rm ⁇ 960 Mpa rp 0.2 ⁇ 700 MPa K1c ⁇ 80 MPa.m 1/2 , and a structure of ferrito-pearlitic steel.
  • the quenching is limited to the rolling surface and the lateral sides of the rim.
  • the railway wheel can be, in particular, of the brake wheel type, say, a wheel in which the lateral flanks of the rim directly realize bearing surfaces for brake linings.
  • the invention relates to a railway wheel according to claim 4.
  • a railway wheel is made of steel, the sum of the contents of alloying elements of which is less than 5%, and the chemical composition of which comprises , in weight : 0.2% ⁇ C ⁇ 0.24% 0.9% ⁇ Mn ⁇ 1.1% 0.9% ⁇
  • the chemical composition of which comprises , in weight : 0.2% ⁇ C ⁇ 0.24% 0.9% ⁇ Mn ⁇ 1.1% 0.9% ⁇
  • the remainder being iron and impurities resulting from production, the mechanical characteristics being, at least in the vicinity of the rolling surface and of the lateral sides of the rim: 860 Mpa ⁇ Rm ⁇ 960 MPa rp 0.2 ⁇ 700 MPa K1c ⁇ 80 MPa.m 1/2
  • the wheel of revolution around the axis 1, comprises a hub 2 pierced with a hole axial 3 intended to receive an axis not shown, a rim 4 and a web 5 for connection between the rim 4 and the hub 2.
  • the thickness of the web 5 is substantially more smaller than the thickness of the rim 4, these two thicknesses being measured parallel to the axis 1.
  • the rim 4 has on the one hand a rolling surface 6 bordered on one side by a flange 7, and on the other hand two lateral flanks 8a and 8b which each have a friction surface 9a and 9b on which one can apply two brake pads 10a and 10b.
  • the friction surfaces 9a and 9b are each separated from the most peripheral part 11 of the rim 4, by two grooves annulars 12a and 12b.
  • the rolling surface 6 When the wheel is operated, the rolling surface 6 is in contact with a rail not shown, and supports all the load. As a result, it is subject to rolling fatigue.
  • the rotation can be done with a certain slip, it is particularly the case during braking, and this sliding causes wear.
  • the running surface must resist as best as possible the forces resulting from these phenomena which also generate similar phenomena on the rail, and the rail must resist it. So that the running surface resists fatigue well bearing, the yield strength of the steel in the vicinity of the bearing surface, i.e. over a certain depth under the running surface, must be greater than 700 MPa, and preferably greater than 800 MPa, and so that it good resistance to wear, hardness or tensile strength of steel must greater than 860 MPa. However, if the hardness of the running surface is too large, the rail wears out very quickly. Also, the tensile strength of the steel must remain less than 960 MPa, and preferably less than 940 MPa.
  • the steel To avoid too rapid deterioration of these surfaces 9a and 9b, and more generally of the surfaces on which the brake pads or brake shoes rub, the steel must have a point Martensitic transformation start point greater than 270 ° C., and preferably above 285 ° C. To avoid rapid propagation of cracks, in the vicinity of these friction surfaces, the steel must have sufficient toughness so that the K1c is greater than 80 Mpa.m 1/2 . More precisely, when performing a plurality of tests to measure K1c, all the individual values must be greater than 70 Mpa.m 1/2 , and the average must be greater than 80 Mpa.m 1/2 .
  • the inventors have also found that, during braking, the temperature of the rim could exceed 500 ° C, and that the corresponding temperature rise was equivalent to maintaining at 540 ° C for 1 hour. Also, the structure of the steel in this part of the wheel must be such that the mechanical characteristics do not are not affected by such overheating.
  • connection area between the rim and the web is subjected to forces which can cause cracks.
  • forces which can cause cracks it is very desirable that these areas have constraints compression residuals.
  • a low-alloy steel as defined in the claims is used, and whose chemical composition contains, by weight, at most 5% of alloying elements, and less than 0.24% carbon.
  • the carbon content is limited to 0.24% in order to avoid the formation of cracks on the surface during braking.
  • Carbon content and the contents of alloying elements must be chosen to allow obtaining by quenching, a ferrito-pearlitic structure which, after tempering at a temperature higher than 550 ° C, allows to obtain the characteristics defined above.
  • the hardenability of the steel should not be too great to allow obtain residual compression stresses in the connection area between the rim and the veil. Indeed, these residual constraints cannot be obtained only by a partial hardening of the rim which does not affect the web.
  • Residuals are, in particular, nickel and copper, the contents of which must, preferably, remain less than 0.3%, and better still, less than 0.2%.
  • the impurities are, in particular, tin, the content of which must preferably be remain below 0.04%, and better still, below 0.025%, the phosphorus of which the content should preferably remain less than 0.035%, and better still, less at 0.02%, and the sulfur, the content of which must preferably remain below 0.035%, and better still, less than 0.02%.
  • the wheel is produced by hot forging of a piece of steel in accordance with prior art, then it is subjected to a heat treatment of quenching and tempering.
  • the quenching treatment is carried out after heating the wheel above the AC point 3 of the steel, by rapid cooling, for example, with water.
  • Water cooling can affect the entire wheel, but it is preferable to cool only the peripheral parts of the rim with water, that is to say, the running surface and the sidewalls. .
  • it is by performing a partial hardening that residual compression stresses can be generated in the connection area of the rim and the web.
  • Partial hardening can advantageously be carried out on the wheel arranged vertically and rotating on its axis, the coolant being concentrated on the part of the rim located at the bottom.
  • Partial hardening can lead to a bainitic structure being obtained in the vicinity of the running surface and the lateral flanks, in an area corresponding, for example, to the hatched part of FIG. 1.
  • the presence of bainite is avoided by suitably adjusting the composition chemical, and in particular by limiting the molybdenum content to a maximum of 0.25%.
  • tempering is carried out at a higher temperature at 550 ° C. for a time comprised, preferably, between 0.5 and 3 hours, but preferably the tempering temperature should remain below 600 ° C.
  • Income at such a high temperature provides properties mechanical insensitive to overheating caused by braking.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Crystallography & Structural Chemistry (AREA)
  • Mechanical Engineering (AREA)
  • Materials Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • Heat Treatment Of Articles (AREA)
  • Heat Treatment Of Steel (AREA)
  • Heat Treatments In General, Especially Conveying And Cooling (AREA)

Claims (5)

  1. Verfahren zur Herstellung eines Eisenbahnrades, das eine Nabe, eine Felge mit einer Lauffläche und Seitenflächen und eine Verbindungsscheibe zwischen der Nabe und der Felge umfasst, wobei die Dicke der Verbindungsscheibe bezüglich der zwischen den Seitenflächen gemessenen Dicke der Felge beträchtlich reduziert ist, und das aus einem schwach legierten Stahl besteht, dessen Summe der Gehalte an Legierungselementen kleiner als 5% ist und der die folgende chemische Zusammensetzung in Gewicht aufweist: 0,2% ≤ C ≤ 0,24% 0,9% ≤ Mn ≤ 1,1% 0,9% ≤ Si ≤ 1,1% 1% ≤ Cr ≤ 1,2% 0,2% ≤ Mo ≤ 0,25% Ni ≤ 0,3% Cu ≤ 0,3% Sn ≤ 0,04% P ≤ 0,035% S ≤ 0,035%, wobei der Rest Eisen und durch die Herstellung entstandene Verunreinigungen ist, und dessen MS-Punkt über 270°C liegt, bei dem man das Rad mindestens partiell abschreckt und ein Anlassen auf eine Temperatur über 550°C vornimmt, so dass die mechanischen Eigenschaften des Stahls nach dem Abschrecken und Anlassen mindestens in Nähe der Außenflächen der Felge so beschaffen sind, dass 860 MPa ≤ Rm ≤ 960 MPa Rp0,2 ≥ 700 MPa K1c ≥ 80 MPa.m1/2, und die Struktur des Stahls ferritisch-perlitisch ist.
  2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass das Abschrecken auf die Lauffläche und auf die Seitenflächen der Felge beschränkt ist.
  3. Verfahren nach Anspruch 2, dadurch gekennzeichnet, daß die Abschreckung an dem vertikal angeordneten und sich um eine horizontale Achse drehenden Rad vorgenommen wird.
  4. Eisenbahnrad, das eine Nabe, eine Felge mit einer Lauffläche und Seitenflächen und eine Verbindungsscheibe zwischen der Nabe und der Felge umfasst, wobei die Dicke der Verbindungsscheibe bezüglich der zwischen den Seitenflächen gemessenen Dicke der Felge beträchtlich reduziert ist, und das aus einem schwach legierten Stahl besteht, dessen Summe der Gehalte an Legierungselementen kleiner als 5% ist und der die folgende chemische Zusammensetzung in Gewicht aufweist: 0,2% ≤ C ≤ 0,24% 0,9% ≤ Mn ≤ 1,1% 0,9% ≤ Si ≤ 1,1% 1% ≤ Cr ≤ 1,2% 0,2% ≤ Mo ≤ 0,25% Ni ≤ 0,3% Cu ≤ 0,3% Sn ≤ 0,04% P ≤ 0,035% S ≤ 0,035%, wobei der Rest Eisen und durch die Herstellung entstandene Verunreinigungen ist, und dessen Ms-Punkt über 270°C liegt, und dass mindestens in Nähe der Außenflächen der Felge die Struktur des Stahls ferritisch-perlitisch ist und die mechanischen Eigenschaften des Stahls so beschaffen sind, dass 860 MPa ≤ Rm ≤ 960 MPa Rp0,2 ≥ 700 MPa K1c ≥ 80 MPa.m1/2, wobei diese Eigenschaften nicht durch eine Bremsung, die der Aufrechterhaltung einer Temperatur von 540°C während 1 Stunde entspricht, beeinträchtigt werden.
  5. Eisenbahnrad nach Anspruch 4, dadurch gekennzeichnet, dass es ein Bremsenrad ist, bei dem die Seitenflächen der Felge direkt Auflageflächen für Bremsbeläge bilden.
EP98401042A 1997-05-23 1998-04-29 Verfahren zur Herstellung eines Eisenbahnrades und so hergestelltes Eisenbahnrad Expired - Lifetime EP0884396B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9706290A FR2763601B1 (fr) 1997-05-23 1997-05-23 Procede de fabrication d'une roue de chemin de fer en acier et roue de chemin de fer obtenue
FR9706290 1997-05-23

Publications (2)

Publication Number Publication Date
EP0884396A1 EP0884396A1 (de) 1998-12-16
EP0884396B1 true EP0884396B1 (de) 2003-06-25

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EP98401042A Expired - Lifetime EP0884396B1 (de) 1997-05-23 1998-04-29 Verfahren zur Herstellung eines Eisenbahnrades und so hergestelltes Eisenbahnrad

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EP (1) EP0884396B1 (de)
AT (1) ATE243772T1 (de)
CZ (1) CZ298116B6 (de)
DE (1) DE69815758T2 (de)
FR (1) FR2763601B1 (de)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITMI20032370A1 (it) * 2003-12-03 2005-06-04 Lucchini Sidermeccanica S P A Acciaio microlegato bainitico ad elevata resistenza a fatica
CN104325838B (zh) * 2014-10-22 2016-08-24 雷帮荣 一种高铁车轮及其热挤压整体成型方法
CN113046540B (zh) * 2021-03-11 2022-08-16 宝武集团马钢轨交材料科技有限公司 一种车轮热处理工艺

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2067873A5 (en) * 1969-11-19 1971-08-20 Inst Chernoi Metallurgii Railway wheel hardening method
IT957295B (it) * 1972-03-02 1973-10-10 Italsider Spa Procedimento perfezionato per la realizzazione di ruote monoblocco in acciaio
JPS5422771B2 (de) * 1974-01-28 1979-08-09
JPS5893857A (ja) * 1981-11-30 1983-06-03 Sumitomo Metal Ind Ltd 耐熱亀裂性及び耐割損性に優れた鉄道車輪
DE4343565C1 (de) * 1993-12-21 1995-06-08 Ver Schmiedewerke Gmbh Verfahren zur Herstellung von Schienenrädern und Schienenradteilen

Also Published As

Publication number Publication date
CZ298116B6 (cs) 2007-06-27
DE69815758D1 (de) 2003-07-31
FR2763601B1 (fr) 1999-06-25
ATE243772T1 (de) 2003-07-15
CZ152198A3 (cs) 1999-08-11
FR2763601A1 (fr) 1998-11-27
DE69815758T2 (de) 2004-04-29
EP0884396A1 (de) 1998-12-16

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