EP1476586B1 - Stahl, vollrad und radreifen für schienenfahrzeuge und verfahren zur herstellung derartiger bauelemente - Google Patents
Stahl, vollrad und radreifen für schienenfahrzeuge und verfahren zur herstellung derartiger bauelemente Download PDFInfo
- Publication number
- EP1476586B1 EP1476586B1 EP03706505A EP03706505A EP1476586B1 EP 1476586 B1 EP1476586 B1 EP 1476586B1 EP 03706505 A EP03706505 A EP 03706505A EP 03706505 A EP03706505 A EP 03706505A EP 1476586 B1 EP1476586 B1 EP 1476586B1
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- EP
- European Patent Office
- Prior art keywords
- steel
- content
- steel according
- wheel
- blank
- 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
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Classifications
-
- 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
-
- 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
- C21D1/56—General methods or devices for heat treatment, e.g. annealing, hardening, quenching or tempering characterised by the quenching agents
- C21D1/613—Gases; Liquefied or solidified normally gaseous material
-
- 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
- C21D1/62—Quenching devices
- C21D1/667—Quenching devices for spray quenching
-
- 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
- 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
-
- 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
- C22C38/42—Ferrous alloys, e.g. steel alloys containing chromium with nickel with copper
-
- 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
-
- 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
Definitions
- the invention relates to a steel for the production of im Use rolling loaded components for Rail vehicles, such as solid wheels, wheel tires or shafts or the like made of such a steel Full wheels and tires and a method for their Production.
- Wheels for rail vehicles can be made of solid material or be made as a built wheels, where one Wheel tire is mounted on a rim. Independently whether it is a full wheel or a built wheel are subject to rail wheels while driving in Range of their coming into contact with the rail Treads considerable loads. These loads be considered with regard to the profitability of Brufelds increased axle loads, higher Average speeds and also increased Acceleration and braking forces increased.
- Step ER6 As a material for the solid wheels and the wheel tires Built wheels are usually unalloyed or low-alloyed carbon steels used, as they are specified for example in DIN EN 13262. These Steels have carbon contents of not more than 0.48% by weight (Steel ER6), 0.52% by weight (steel ER7), 0.56% by weight (steel ER8), 0.60 wt .-% (steel ER9) on.
- ER6 must have minimum yield strengths R p0.2 of 500 N / mm 2 , ER7 steel of 520 N / mm 2 , ER8 steel of 540 N / mm 2 and ER9 steel of 580 N / mm 2 become.
- the average tensile strengths R m for the steels ER6, ER7, ER8 and ER9 are 780/900 N / mm 2 , 820/900 N / mm 2 , 860/980 N / mm 2 and 900/1050 N, respectively / mm 2 .
- the system is subject to the materials in the wheel-rail system complex mechanical and thermal stresses, which occur as constant or changing loads can. Decisive influence on the level, up to the material used or the thereof manufactured component the respective effective Have to endure stress, thereby have the Strength, in particular the hot strength, the long-term and fatigue strength, the crack initiation and Crack growth behavior, the fracture toughness, the thermal fatigue behavior, especially the Thermal shock behavior and the wear behavior, which is particularly resistant to Roll contact fatigue and adhesive / tribochemical as well expresses abrasive wear.
- a low-alloyed according to the type of known steel or Unalloyed steel has, if it is conventional is processed and in DE 198 37 311 C2 specified mechanical characteristics, a Remuneration structure. Such a non-equilibrium structure turns out at a rapid warming over the Conversion temperature addition than conversion easier than equilibrium structure.
- the object of the invention was to provide a To create steel material that turns out in practice high demands even at high thermal Load.
- a should Be specified method with which Steel wheels according to the invention and comparable Have loaded components manufactured, the one for the optimal loads occurring in practice Own property distribution.
- Alloying elements are chosen so that when applied a suitable heat treatment a ferritischperlitische Owns structure.
- This structure is characterized by a particularly good resistance against Wear and has a thermodynamic Stability that is higher than in the state of Art found bainitic or martensitic Structures.
- composite steel able to short-term Transgressions of the transformation temperature Conversion carrier reacts as a steel with Remuneration structure.
- the upper limits within which the iron elements P and S are still endured in steel according to the invention, are as low as possible to avoid the formation of sulphides and other unwanted excretions to a large extent excluded.
- the content of P is at maximum 0.007% by weight and that of S to a maximum of 0.003% by weight limited.
- the contents at H and O in inventive steel as low as possible to keep. Therefore, the content of H is preferred not more than 2.0 ppm, in particular not more than 1.6 ppm, and limited to 0 at most 40 ppm.
- V is preferably in the range from 0.08 wt% to 0.10 wt%, that of Nb in the range from 0.01 wt% to 0.015 wt% and that of B in the range from 0.0020% to 0.0030% by weight.
- a steel optimized according to the invention for the influences of all elements, which ensures the achievement of the desired work result with particular certainty, is thus composed as follows (in% by weight, unless stated otherwise): element Minimum salary Maximum salary C 0.37 0.41 Si 0.90 1.00 Mn 0.30 0.40 P 0.00 0,007 S 0.00 0,003 Cu 0.00 0.10 Ni 0.00 0.10 Cr 0.90 1.00 Not a word 0.15 0.20 V 0.08 0.10 Nb 0,010 0,015 B 0.0020 0.0030 Ti 0.00 0.01 al 0,010 0,015 N 0.005 0,010 H 0.00 1.6 ppm by weight O 0.00 40 ppm by weight
- the component produced by the method according to the invention despite the use of a low alloy and compared to the known steels in their carbon strongly lowered steel composition and although there is a has ferritic-pearlitic structure, one for the Purpose optimized strength, toughness, Fracture toughness and equally optimal fatigue wear and crack propagation behavior. There are these properties very evenly over the component distributed.
- controlled Cooling from the heating temperature above the Austenite transformation temperature is and usually 900 ° C and more is up to below 450 ° C cooled down temperature. This is the cooling preferably performed within a time interval, which is at least 5 minutes and at most 25 minutes is. It has been shown that in compliance These conditions of cooling particularly safe Produce products which, in terms of their Resilience in practical use clearly the in conventionally produced products are superior. At the same time, the inventively produced meet Products with regard to their mechanical properties all requirements according to the applicable regulations be placed on materials for components that are in the Rotate insert under contact load, as with Rail wheels, rail wheel rings or shafts of the case is.
- Rail wheels and tires have much higher Compressive stresses in the rim on as wheels or Tires made from conventional steels in conventionally produced. So is has been found that the compressive stresses at wheels or tires according to the invention regularly over which lay for conventionally made wheels and Radender could be determined.
- the high Compressive stresses additionally contribute to Wear resistance produced according to the invention Rail wheels and wheel tires in by basically counteracts the formation of cracks and in the event that it nevertheless comes to a crack, whose Inhibit progression.
- the invention is based on a Embodiment explained in more detail.
- the only figure shows a section of an axially cut Full wheel for rail vehicles.
- the running surface 2 is delimited by a rim flange 5 which also revolves around the circumference of the rail wheel blank 1 and is raised in the radial direction in relation to the running surface 2.
- a throat 2a is formed in the region of the transition from the tread 2 to the flange 5 in the region of the transition from the tread 2 to the flange 5 .
- the rim 3 is integral with the outer peripheral edge a disc 6 connected, the one opposite the Radkranz 3 significantly reduced cross-sectional thickness has and in the axial direction approximately centrally to the rim. 3 is aligned.
- the disc 6 is from a likewise worn integrally with its hub 7, the concentric with the rim 3 is aligned.
- the Rail wheel blank 1 After the shaping processing is the Rail wheel blank 1 subjected to austenitization where he spent at least an hour on one heated above 875 ° C temperature is. Then the still hot rail wheel blank is in a not shown here in detail Cooler has been put.
- the respective cooling device has a plurality of individually or jointly alignable, here too not shown nozzles, each having an air flow Align L1 - L5 with the track blank 1.
- the first Air flow L1 is for example on the tread 2, the second air flow L2 on the peripheral surface 5a of Flange 5, the third air flow L3 on the the Flange 5 associated end face 4, the air flow L4 on the front side 4 opposite end page. 8 of the rail blank 1 and the air flow L5 in the Throat 2a directed.
- the area of the rim 3 high residual compressive stresses arose, by ensuring that the operational Formation and growth of cracks in the tread 2 the finished wheels are sustainably suppressed.
- the properties of the inventive manner produced products were based on comparative experiments determined, in which from the known steels R7 (0.52 wt% C, 0.40 wt% Si, 0.80 wt% Mn, 0.020 Wt% P, 0.015 wt% S, 0.30 wt% Cr, 0.30 wt% Cu, 0.08 wt .-% Mo, 0.30 wt .-% Ni, 0.06 wt .-% V, sum of Parts by weight of Cr, Mo and Ni 0.5 wt .-%) and R8, the with otherwise the same composition as the steel R7 has a higher C content of 0.56% by weight, Test pieces manufactured. Likewise, specimens from the above exemplified according to the invention Steel E1 and other specimens made of a steel E2 manufactured, which in the rest with the invention Steel E1 of identical composition has a C content of 0.45 wt.%.
- test pieces were prepared according to the invention brought a heating temperature that was so high that the austenitizing used safely. At this Heating temperature, the specimens were for about two Kept for hours. Then the samples were in the air stream controlled cooled.
- Diag. 1 shows the range of temperature / time courses, which led to an optimal work result. It is through the line uK the course of the Temperature decrease, which occurs when starting from the approx. 900 ° C Heating temperature within about 348 seconds (5.8 minutes) to a cooling end temperature of approx. 400 ° C is cooled in the air stream. The line oK gives on the other hand, the course of the temperature decrease again, which occurs when starting from the Heating temperature within about 1328 seconds (22.13 minutes) cooled to the final cooling temperature becomes.
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Materials Engineering (AREA)
- Mechanical Engineering (AREA)
- Metallurgy (AREA)
- Organic Chemistry (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Crystallography & Structural Chemistry (AREA)
- Heat Treatment Of Articles (AREA)
- Heat Treatment Of Steel (AREA)
Description
C | 0,33 - 0,49 %, |
Si | 0,85 - 1,00 %, |
Mn | 0,25 - 0,40 %, |
Cr | 0,85 - 1,00 %, |
Mo | 0,10 - 0,20 %, |
Cu | ≤ 0,10 %, |
Ni | ≤ 0,10 %, |
P | ≤ 0,009 %, |
S | ≤ 0,005 % |
V | 0,06 - 0,10 %, |
Nb | 0,010 - 0,015 %, |
B | 0,0015 - 0,0030 %, |
Ti | ≤ 0,01 %, |
Al | 0,010 - 0,015 %, |
N | 0,005 - 0,010 %, |
Element | Minimaler Gehalt | Maximaler Gehalt |
C | 0,37 | 0,41 |
Si | 0,90 | 1,00 |
Mn | 0,30 | 0,40 |
P | 0,00 | 0,007 |
S | 0,00 | 0,003 |
Cu | 0,00 | 0,10 |
Ni | 0,00 | 0,10 |
Cr | 0,90 | 1,00 |
Mo | 0,15 | 0,20 |
V | 0,08 | 0,10 |
Nb | 0,010 | 0,015 |
B | 0,0020 | 0,0030 |
Ti | 0,00 | 0,01 |
Al | 0,010 | 0,015 |
N | 0,005 | 0,010 |
H | 0,00 | 1,6 Gew.-ppm |
O | 0,00 | 40 Gew.-ppm |
C | 0,39 %, |
Si | 0,95 %, |
Mn | 0,35 % |
P | < 0,007 % |
S | < 0,003 % |
Cr | 0,95 % Cr |
Mo | 0,18 %, |
V | 0,09 %, |
Nb | 0,013 % |
B | 0,0025 % |
Ti | 0,005 % |
Al | 0,013 % |
Cu | 0,05 % |
Ni | 0,05 % |
N | 0,008 %, |
H | < 1,6 Gew.-ppm |
O | < 40 Gew.-ppm |
ist ein Schienenradrohling 1 aus Vollmaterial gefertigt worden. Der in seiner Formgebung konventionell ausgestaltete Schienenradrohling 1 weist eine um seinen äußeren Umfang umlaufende Lauffläche 2 auf, die an der Umfangsfläche des Radkranzes 3 des Schienenradrohlings 1 ausgebildet ist. An ihrem einen an eine Stirnseite 4 des Radkranzes 3 angrenzenden Rand ist die Lauffläche 2 durch einen ebenfalls um den Umfang des Schienenradrohlings 1 umlaufenden, in radialer Richtung gegenüber der Lauffläche 2 erhöhten Spurkranz 5 begrenzt. Im Bereich des Übergangs von der Lauffläche 2 zum Spurkranz 5 ist eine Kehle 2a ausgebildet.
- 1
- Schienenradrohling
- 2
- Lauffläche
- 2a
- Kehle
- 3
- Radkranz
- 4
- dem Spurkranz 5 zugeordnete Stirnseite
- 5
- Spurkranz
- 5a
- Umfangsfläche des Spurkranzes 5
- 6
- Scheibe
- 7
- Nabe
- 8
- zur Stirnseite 4 gegenüberliegende Stirnseite
- L1-L5
- Luftströme
Claims (19)
- Stahl für die Herstellung von im Einsatz rollend belasteten Bauelementen für Schienenfahrzeuge, wie Vollräder, Radreifen oder Wellen, mit folgender Zusammensetzung (in Gew.-%):
C 0,33 - 0,49 %, Si 0,85 - 1,00 %, Mn 0,25 - 0,40 %, Cr 0,85 - 1,00 %, Mo 0,10 - 0,20 %, Cu ≤ 0,10 %, Ni ≤ 0,10 %, P ≤ 0,009 %, S ≤ 0,005 % V 0,06 - 0,10 %, Nb 0,010 - 0,015 %, B 0,0015 - 0,0030 %, Ti ≤ 0,01 %, Al 0,010 - 0,015 %, N 0, 005 - 0,010 %, - Stahl nach Anspruch 1, dadurch gekennzeichnet, dass der Gehalt an C 0,37 bis 0,41 Gew.-% beträgt.
- Stahl nach einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass der Gehalt an Si 0,90 bis 1,00 Gew.-% beträgt.
- Stahl nach einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass der Gehalt an Mn 0,30 bis 0,40 Gew.-% beträgt.
- Stahl nach einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass der Gehalt an Cr 0,90 bis 1,00 Gew.-% beträgt.
- Stahl nach einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass der Gehalt an Mo 0,15 bis 0,20 Gew.-% beträgt.
- Stahl nach einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass der Gehalt an P auf maximal 0,007 Gew.-% beschränkt ist.
- Stahl nach einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass der Gehalt an S auf maximal 0,003 Gew.-% beschränkt ist.
- Stahl nach einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass er 0,08 bis 0,10 Gew.-% V enthält.
- Stahl nach einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass er 0,01 bis 0,015 Gew.-% Nb enthält.
- Stahl nach einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass er 0,0020 bis 0,0030 Gew.-% B enthält.
- Stahl nach einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass sein H-Gehalt auf höchstens 2,0 ppm, insbesondere höchstens 1,6 ppm beschränkt ist.
- Stahl nach einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass sein O-Gehalt auf höchstens 40 ppm beschränkt ist.
- Vollrad für Schienenfahrzeuge hergestellt aus einem gemäß einem der Ansprüche 1 bis 13 zusammengesetzten Stahl.
- Radreifen für Schienenfahrzeuge hergestellt aus einem gemäß einem der Ansprüche 1 bis 13 zusammengesetzten Stahl.
- Verfahren zur Herstellung von im Einsatz rollend belasteten Bauelementen für Schienenfahrzeuge, wie Vollräder, Radreifen oder Wellen, bei dem aus einem gemäß einem der Ansprüche 1 bis 13 zusammengesetzten Stahl ein Rohling erzeugt wird, bei dem der Rohling (1) einer gesteuerten Erwärmung auf eine über der Austenitumwandlungstemperatur liegenden Erwärmungstemperaturunterzogen wird und bei dem der Rohling nach der Erwärmung kontrolliert abgekühlt wird, indem die Oberfläche des Rohlings mindestens in einem Abschnitt mit einem Kühlfluid, insbesondere einem Luftstrom (L1-L5), derart beaufschlagt wird, dass sich eine Abkühlgeschwindigkeit ergibt, die niedriger ist als beim Abschrecken mit einer Abschreckflüssigkeit und höher als an ruhender Luft.
- Verfahren nach Anspruch 16, dadurch gekennzeichnet, dass der Gasstrom ein Luftstrom (L1-L5) ist.
- Verfahren nach Anspruch 16 oder 17, dadurch gekennzeichnet, dass die kontrollierte Abkühlung ausgehend von der Erwärmungstemperatur bis zu einer unterhalb von 450 °C liegenden Temperatur durchgeführt wird.
- Verfahren nach einem der Ansprüche 16 bis 18, dadurch gekennzeichnet, dass die Zeit, innerhalb der die Abkühlung durchgeführt wird, mindestens 5 min und höchstens 25 min dauert.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10208186A DE10208186C2 (de) | 2002-02-20 | 2002-02-20 | Stahl, Vollrad und Radreifen für Schienenfahrzeuge und Verfahren zur Herstellung derartiger Bauelemente |
DE10208186 | 2002-02-20 | ||
PCT/EP2003/001471 WO2003070995A1 (de) | 2002-02-20 | 2003-02-14 | Stahl, vollrad und radreifen für schienenfahrzeuge und verfahren zur herstellung derartiger bauelemente |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1476586A1 EP1476586A1 (de) | 2004-11-17 |
EP1476586B1 true EP1476586B1 (de) | 2005-08-03 |
Family
ID=27740419
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP03706505A Expired - Lifetime EP1476586B1 (de) | 2002-02-20 | 2003-02-14 | Stahl, vollrad und radreifen für schienenfahrzeuge und verfahren zur herstellung derartiger bauelemente |
Country Status (6)
Country | Link |
---|---|
EP (1) | EP1476586B1 (de) |
AU (1) | AU2003208852A1 (de) |
DE (2) | DE10208186C2 (de) |
ES (1) | ES2247519T3 (de) |
UA (1) | UA80110C2 (de) |
WO (1) | WO2003070995A1 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
RU2773729C1 (ru) * | 2021-06-29 | 2022-06-08 | Акционерное общество «ЕВРАЗ Нижнетагильский металлургический комбинат» (АО «ЕВРАЗ НТМК») | Цельнокатаное колесо из стали |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
RU2564789C1 (ru) * | 2014-06-04 | 2015-10-10 | Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования Иркутский государственный университет путей сообщения (ФГБОУ ВПО ИрГУПС) | Способ предупреждения нарушений режима скоростного движения на железнодорожном транспорте |
RU2580764C1 (ru) * | 2014-12-30 | 2016-04-10 | Акционерное общество "Научно-исследовательский институт железнодорожного транспорта" | Сталь для производства железнодорожных бандажей |
CA2995917C (en) * | 2015-08-24 | 2020-04-14 | Nippon Steel & Sumitomo Metal Corporation | Rail vehicle axle |
RU2618033C1 (ru) * | 2016-05-19 | 2017-05-02 | РЕЙЛ 1520 АйПи ЛТД | Сталь для изготовления железнодорожных колёс |
CN110777238A (zh) * | 2019-12-10 | 2020-02-11 | 中国兵器工业新技术推广研究所 | 一种扭力轴及其热处理工艺和制备方法 |
CN111893377B (zh) * | 2020-07-13 | 2021-10-26 | 首钢集团有限公司 | 一种1900MPa级高强韧性热冲压用铝硅镀层钢板及其制备方法 |
CN112322979B (zh) * | 2020-11-05 | 2022-12-16 | 宝武集团马钢轨交材料科技有限公司 | 一种地铁车轮用钢及车轮生产方法 |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS52101624A (en) * | 1976-02-23 | 1977-08-25 | Nippon Steel Corp | Rail whose tumbling fatigue life is prolonged |
DE4444426A1 (de) * | 1994-12-14 | 1996-06-27 | Gft Gleistechnik Gmbh | Radreifen-Stahl |
DE19837311C2 (de) * | 1998-08-18 | 2001-09-20 | Fag Oem & Handel Ag | Radreifen oder Vollräder für Radsätze von Schienenfahrzeugen |
JP3522613B2 (ja) * | 1999-11-26 | 2004-04-26 | 新日本製鐵株式会社 | 耐ころがり疲労損傷性、耐内部疲労損傷性、溶接継ぎ手特性に優れたベイナイト系レールおよびその製造法 |
ES2239998T3 (es) * | 2000-12-15 | 2005-10-16 | Aft Advanced Forging Technologies Gmbh | Procedimiento para refrigerar y tratar cuerpos calentados con simetria de rotacion, a partir de materiales metalicos como acero o aleaciones de acero y dispositivo para ejecutar el procedimiento. |
-
2002
- 2002-02-20 DE DE10208186A patent/DE10208186C2/de not_active Expired - Fee Related
-
2003
- 2003-02-14 AU AU2003208852A patent/AU2003208852A1/en not_active Abandoned
- 2003-02-14 UA UA20040806931A patent/UA80110C2/uk unknown
- 2003-02-14 EP EP03706505A patent/EP1476586B1/de not_active Expired - Lifetime
- 2003-02-14 DE DE50300911T patent/DE50300911D1/de not_active Expired - Lifetime
- 2003-02-14 ES ES03706505T patent/ES2247519T3/es not_active Expired - Lifetime
- 2003-02-14 WO PCT/EP2003/001471 patent/WO2003070995A1/de not_active Application Discontinuation
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
RU2773729C1 (ru) * | 2021-06-29 | 2022-06-08 | Акционерное общество «ЕВРАЗ Нижнетагильский металлургический комбинат» (АО «ЕВРАЗ НТМК») | Цельнокатаное колесо из стали |
Also Published As
Publication number | Publication date |
---|---|
AU2003208852A1 (en) | 2003-09-09 |
WO2003070995A1 (de) | 2003-08-28 |
UA80110C2 (en) | 2007-08-27 |
DE50300911D1 (de) | 2005-09-08 |
DE10208186A1 (de) | 2003-09-11 |
DE10208186C2 (de) | 2003-12-24 |
ES2247519T3 (es) | 2006-03-01 |
EP1476586A1 (de) | 2004-11-17 |
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