EP2845913A1 - Verfahren und Vorrichtung zur Herstellung von wärmebehandelten geschweißten Schienen für den Schienenverkehr und damit hergestellte Schienen - Google Patents

Verfahren und Vorrichtung zur Herstellung von wärmebehandelten geschweißten Schienen für den Schienenverkehr und damit hergestellte Schienen Download PDF

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Publication number
EP2845913A1
EP2845913A1 EP14186034.6A EP14186034A EP2845913A1 EP 2845913 A1 EP2845913 A1 EP 2845913A1 EP 14186034 A EP14186034 A EP 14186034A EP 2845913 A1 EP2845913 A1 EP 2845913A1
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EP
European Patent Office
Prior art keywords
rail
welding
continuous welded
heat treated
welded rail
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.)
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Application number
EP14186034.6A
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English (en)
French (fr)
Inventor
Howard Martin Smith
Daniel Pyke
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.)
Tata Steel UK Ltd
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Tata Steel UK Ltd
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Filing date
Publication date
Application filed by Tata Steel UK Ltd filed Critical Tata Steel UK Ltd
Priority to EP14186034.6A priority Critical patent/EP2845913A1/de
Publication of EP2845913A1 publication Critical patent/EP2845913A1/de
Priority to PL15763947T priority patent/PL3186402T3/pl
Priority to US15/513,936 priority patent/US20180016654A1/en
Priority to ES15763947.7T priority patent/ES2661299T3/es
Priority to PCT/EP2015/071496 priority patent/WO2016046092A2/en
Priority to EP15763947.7A priority patent/EP3186402B1/de
Priority to AU2015321012A priority patent/AU2015321012B2/en
Priority to SA517381144A priority patent/SA517381144B1/ar
Withdrawn legal-status Critical Current

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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
    • C21D9/04—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor for rails
    • 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
    • C21D1/185—Hardening; Quenching with or without subsequent tempering from an intercritical temperature
    • 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
    • C21D8/00—Modifying the physical properties by deformation combined with, or followed by, heat treatment
    • C21D8/02—Modifying the physical properties by deformation combined with, or followed by, heat treatment during manufacturing of plates or strips
    • C21D8/0247—Modifying the physical properties by deformation combined with, or followed by, heat treatment during manufacturing of plates or strips characterised by the heat treatment

Definitions

  • the present invention relates to a method and device for the production of heat treated welded rail for rail transport, such as railways and tramways.
  • the invention also relates to a rail produced with the method and/or the device.
  • the lengths of rail are usually welded together on the track laying site to form continuous welded rail (CWR).
  • CWR continuous welded rail
  • the rails are usually welded together by (e.g.) flash butt welding (FBW) or Alumino-Thermic Welding (ATW) to form one continuous rail that may be several kilometres long, or to repair or splice together existing CWR segments.
  • FBW flash butt welding
  • This form of track gives a smooth ride and needs less maintenance. Train speeds, axle loads and total tonnages carried have increased accordingly. Welded rails are more expensive to lay than jointed tracks, but have much lower maintenance costs.
  • FBW is currently the preferred process for joining together the as-manufactured rails and involves electrical resistance heating of the two rail ends, after which the two rail ends are butted together. This is generally carried out off-site, either at the rail-manufacturing plant or in a 'stand-alone' depot.
  • the resulting welded 'strings' are FBW'ed or ATW'ed welded into track.
  • ATW is essentially a manual process requiring a reaction crucible and a weld portion consisting of aluminium and iron oxide powders which together with suitable alloying additions and an exothermic reaction ultimately form a cast welded joint. There is no theoretical limit to how long a welded rail can be.
  • the resulting non-uniform hardness profile across a weld can lead to localised preferential wear in the soft zones and ultimately 'cupping' of the welds.
  • Welds also produce variations in residual stresses or stress patterns along the length of the rail.
  • the welding process may result in a local destruction of the bainitic microstructure.
  • Another problem with the method as described hereinabove is that the length of the rail has to be as long as possible to reduce the welding costs and number of welds, but that transportation of these long lengths causes logistical problems when supplying to locations which do not have access to an infrastructure capable of handling long lengths, or to where it is not possible or economical to transport long lengths of rail.
  • CN1648263 discloses a method and device to produce long rails by welding together shorter lengths of steel and heat treating each individual weld in situ at the installation site by using oxy-acetylene burners to raise the weld to a temperature of about 900°C and thereafter cooling it using water or mist to a temperature below about 400°C.
  • oxy-acetylene burners to raise the weld to a temperature of about 900°C and thereafter cooling it using water or mist to a temperature below about 400°C.
  • the present invention aims to provide a method for producing rail of 'infinite' length with homogeneous properties along the entire length.
  • the invention also aims to obtain a rail of 'infinite' length with homogeneous properties along the entire length.
  • the present invention aims to provide a method for producing a heat treated rail of 'infinite' length with homogeneous properties along the entire length, and the rail produced therewith.
  • the invention also aims at providing a low-cost method for producing rail of 'infinite' length with homogeneous properties along the entire length from short lengths of rail.
  • rail is not meant to mean railway parts such as switches, crossings and the like.
  • a first aspect of the present invention is related to a method for the production of heat treated welded rail for rail transport comprising the subsequent steps of:
  • the major difference between the method according to the invention and the state of the art is that it is a post-welding heat treatment, and not a pre-welding heat treatment as in the state of the art.
  • t a is at least 1 minute and/or at most 10 minutes. Preferably t a is at most 5 minutes.
  • Ac 3 depends largely on the chemistry of the rail and the heating conditions, and can be easily determined by e.g. dilatometry.
  • the holding temperature does not exceed 1000 °C.
  • the combination of holding temperature and holding time is chosen such that the CWR or the subsequent cross-sections of the CWR attain a fully austenitic microstructure with a small grain size, and therefore the holding temperature should be as low as possible (but above Ac3) and the holding time as short as possible.
  • the cooling rate, cooling stop temperature and cooling medium is chosen so as to obtain a homogeneous microstructure with low internal stress.
  • the cooling from the austenite region is performed by accelerated cooling, e.g. at a rate of 1 to 50 °C/s, preferably at most 20 °C/s, more preferably at most 10 °C/s.
  • accelerated cooling e.g. at a rate of 1 to 50 °C/s, preferably at most 20 °C/s, more preferably at most 10 °C/s.
  • CN1648263 discloses a method and device to produce long rails by welding together shorter lengths of steel and heat treating the individual welds in situ at the installation site by using oxy-acetylene burners to raise the weld to a temperature of about 900°C.
  • the most important disadvantage is that only the individual welds are subjected to the prescribed heat treatment, rather than the entire rail including the welds as per our invention.
  • the relatively localised reheating at the location of each weld of CN1648263 leads to another HAZ at the interface between that portion of the rail or weld that has been heat treated and the adjacent un-heat treated part.
  • the advantage of a rail produced by the method according to the invention is that the entire CWR (i.e. multiple lengths of rail welded together) has undergone the heat treatment in-situ, preferably close to where the rail is to be installed.
  • the mechanical properties of weld and rail can therefore be produced near the installation site after the welding has taken place and importantly there are no HAZs introduced by localised heat treatment of individual welds as the entire welded rail length containing multiple welds is subjected to a single continuous heat treatment involving reheating and subsequent cooling. This has significant beneficial effects.
  • the mechanical properties of the weld and the body of the rail are practically identical (the only possible exception being the very narrow fusion line itself).
  • the method according to the invention can be performed in batch mode.
  • a continuous heat treating facility each cross-section of the CWR successively undergoes the same thermal treatment as the rail is being fed through the heat treating facility at a chosen (preferably constant) feed rate.
  • a heat treating facility as described in EP0765942-A1 would be suitable for this continuous heat treating process.
  • Such a continuous heat treatment facility could e.g. be an induction heating unit or a set of induction heating units.
  • the continuous welded rail would be heat treated by feeding the rail through a (set of) heat treatment unit(s) and heat treat the rail by heating a cross-section of the rail to above the Ac3-temperature to achieve a fully austenitic microstructure in the rail section, followed by holding the rail section above Ac 3 for a prescribed time t a followed by subjecting parts of the rail to cooling at a cooling rate using a cooling medium to a prescribed cooling stop temperature T stop to achieve the desired homogeneous, transformed final microstructure at the selected parts of the rail along the entire length of the heat treated continuous welded rail.
  • the entire rail undergoes the same heat treatment at the same time. So the length of the furnace is at least as long as the longest CWR treatable in this furnace.
  • each cross-section of the rail undergoes the same heat treatment, but not at the same time.
  • the method can be used to produce CWR of very long lengths, it is also possible to cut the CWR after a certain length has been obtained if the cut CWR has to be transported.
  • the long lengths thus produced may be welded together on the track laying site by conventional means, such as FBW or ATW.
  • the feed rate for the heat treating step is between at least 0.5 m ⁇ min -1 and/or at most 10 m ⁇ min -1 .
  • the feed rate is at least 1 m ⁇ min -1 and/or at most 7 and more preferably at most 5 m ⁇ min -1 .
  • the feed rate is between 2 and 4 m ⁇ min -1 .
  • the feed rate is a constant feed rate, because this is the best guarantee for a consistent quality of the heat treated rail.
  • the invention is embodied in a method wherein the weld upset/(s) is/(are) removed from the foot, preferably wherein the weld upset is removed from the foot, web and head of the CWR.
  • the method according to the invention does not require removal of the weld upset, it is preferable to remove the so-called foot strip for heat treatment and performance purposes.
  • the weld upset on the web and head of the CWR can be left, but it can also be removed to improve the aesthetic performance. Moreover it may act as an undesired "heating raiser".
  • the quality of the CWR is improved, both aesthetically and mechanically because the smooth surface will not give to stress raisers, and the subsequent heat treatment is more homogeneous.
  • the CWR may be straightened and/or profiled after welding and before the post-welding heat treatment. It is also possible to straightened and/or profiled after the post-welding heat treatment.
  • the heat treating step preferably utilises compressed air or air-mist cooling to cool down the heat treated CWR.
  • the CWR is produced by welding together lengths of steel having a composition suitable for obtaining a pearlite microstructure after post-welding heat treatment, wherein the cooling stop temperature is below Ar 1 , and wherein the transformed final microstructure of the heat treated CWR is fully pearlitic and free of martensite or bainite phases.
  • Pearlitic rails are the most commonly used type in the rail industry including the hypereutectoid rail steels containing a vast majority of pearlite.
  • the heat treatment is designed in such a way that the austenitic structure is cooled down at a rate which is high enough to produce a very fine pearlitic structure but which is not so high so as to run the risk of formation of bainite or martensite, and to a temperature sufficiently low to promote the pearlite formation.
  • the cooling rate from the austenite range has to be high enough to prevent the ferrite nose (if at all present) in the CCT-diagram. This technology is readily available to the skilled person and thus commonly known.
  • Subjecting samples of the composition, such as an R260, to tests like dilatometry will readily yield the required information about Ar1 and Ac3, and therefore about the annealing temperatures to achieve an austenitic microstructure in the rail and about the cooling rates required to obtain the desired final microstructure in the rail.
  • the method is applicable to all hypo-, hyper- or eutectoid pearlitic rail grades.
  • the CWR is produced by welding together lengths of steel having a composition suitable for achieving a bainite microstructure after heat treatment, wherein the cooling stop temperature is below the bainite finish temperature (Bf), and wherein the transformed final microstructure of the heat treated CWR is fully bainitic and substantially or preferably completely free of martensite and substantially or preferably completely free of pearlite or ferrite phases.
  • bainitic rails There are different families of bainitic rails. Some are high strength rails offering good wear resistance and used primarily for heavy haul track while others have been designed specifically to address rolling contact fatigue in mixed traffic lines. By welding together these steels the resulting properties within the weld and HAZs can change from those of the as-manufactured rails.
  • the method according to the invention is particularly suited to prevent this without the need to produce long lengths of rails as one single piece.
  • the welding together of the rail lengths followed by heat treatment of the entire rail produced a rail which has the favourable properties of a heat treated rail but no welds at whose locations the favourable heat treated properties are destroyed. Instead the rail has favourable heat treated properties over the entire length and no HAZs whatsoever.
  • the heat treatment is designed in such a way that the austenitic structure is cooled through a temperature against time curve that produces the desired microstructure. This technology is readily available to the skilled person and thus commonly known.
  • Subjecting samples of the composition, such as an B320, to tests like dilatometry will readily yield the required information about Ar 1 and Ac 3 , and therefore about the annealing temperatures to achieve an austenitic microstructure in the rail and about the cooling rates required to obtain the desired final microstructure in the rail.
  • the method is applicable to all bainitic rail grades.
  • the welding is preferably of a type that generates a weld from only parent material, i.e. no filler material is used.
  • These welding types encompass gas pressure welding, friction welding, electron beam welding.
  • the welding process is a flash-butt welding process.
  • the welding of the rail lengths to form a CWR or the welding of a rail length to a CWR is performed in a controlled atmosphere to avoid the decarburisation of the steels at the fusion line.
  • Straightening after or before welding the rail lengths together could be performed by pressing. It is preferable to profile the welded rail, e.g. by grinding, after the straightening.
  • a second aspect of the present invention is related to a device for performing the method according to the invention provided with:
  • the heat treatment unit and its ancillary devices (such as welding and grinding unit) is designed and constructed in such a way that it is relatively easy to construct at a given site, and that it is also relatively easy to deconstruct and relocate to a different site where rail is to be heat treated.
  • the welding unit contains means to perform the welding in a controlled atmosphere to avoid the decarburisation of the rails at the fusion line.
  • a post-welding heat treated CWR produced according to the method of the invention or produced using the device according to the invention comprises no heat affected zones at any position along the entire length of the heat treated continuous welded rail. It is preferable that the difference between the minimum hardness of the post-welding heat treated CWR and the average hardness of the post-welding heat treated CWR is lower than 10%, preferably 7.5%, more preferably 5% of the average hardness value of the post-welding heat treated CWR (HV30).
  • the difference between the maximum hardness of the post-welding heat treated CWR and the average hardness of the post-welding heat treated CWR is lower than 15%, preferably lower than 10%, more preferably 7.5%, even more preferably 5% of the average hardness value of the post-welding heat treated CWR (HV30).
  • the difference between the minimum hardness of the post-welding heat treated CWR and the average hardness of the post-welding heat treated CWR is lower than 10%, preferably 7.5%, more preferably 5% of the average hardness value of the post-welding heat treated CWR (HV30) and the difference between the maximum hardness of the post-welding heat treated CWR and the average hardness of the post-welding heat treated CWR is lower than 15%, preferably lower than 10%, more preferably 7.5%, even more preferably 5% of the average hardness value of the post-welding heat treated CWR (HV30).
  • Figure 2 shows an average hardness value in HV30 indicated by "Mean P" in the figure. Note that the value at the fusion line is ignored in this respect as per the relevant standard.
  • the minimum hardness is usually caused by speroidisation of the pearlite in the HAZ.
  • the material was subsequently examined metallurgically in accordance with BS EN14587-1:2007. This included the assessment of the Heat Affected Zone (HAZ) width, microstructure and rail hardness using the criteria specified for grade R350HT rail. It was concluded that heat treatment of the rail / weld combinations did not affect the results of the three-point bend test conducted on the flash butt welds. Microstructural evaluation of the heat treated weld revealed that the microstructure was extremely homogeneous and consistent with the measured hardness values. The microstructure is shown in figure 1a-d where the microstructure is shown for the fusion line (a), 4 mm from the fusion line (b), 8 mm from the fusion line (c) and 20 mm from the fusion line (d).
  • HZ Heat Affected Zone
  • the latter can be considered to be the heat treated parent material.
  • Hardness values are presented in figure 2 . With the exception of the fusion line, the material is completely pearlitic, and no evidence of martensite or bainite was observed. In figure 3 these hardness values are compared to the non heat treated welds (which are obviously lower and at the R260 level).
  • the fusion line where some ferrite is present, is so narrow that it does not affect the performance of the welded rail.
  • the main difference is the wide range in hardness values and the width of the HAZ of about 30 mm in comparison to the width of about 15 mm for the heat treated variant where, moreover, the increase in hardness is relatively marginal (15 HV30 on a level of 344 HV30 ( ⁇ 4.3%)) in comparison to the increase in hardness for the non heat-treated version (60 HV30 on a level of 260 HV30 >20%).
  • the hardness value at the fusion line is ignored when deciding whether or not the requirements for a certain grade are met.
  • the minimum and maximum value for R350HT rail (325 and 410 HV30) are presented along with the average P of the parent rail. Hardness was measured using a calibrated hardness tester HTM4225 at the depth of 5 mm below the running surface and with an indent interval of 2 mm at 30 kg load.

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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)
EP14186034.6A 2014-09-23 2014-09-23 Verfahren und Vorrichtung zur Herstellung von wärmebehandelten geschweißten Schienen für den Schienenverkehr und damit hergestellte Schienen Withdrawn EP2845913A1 (de)

Priority Applications (8)

Application Number Priority Date Filing Date Title
EP14186034.6A EP2845913A1 (de) 2014-09-23 2014-09-23 Verfahren und Vorrichtung zur Herstellung von wärmebehandelten geschweißten Schienen für den Schienenverkehr und damit hergestellte Schienen
PL15763947T PL3186402T3 (pl) 2014-09-23 2015-09-18 Sposób i urządzenie do produkcji szyny spawanej poddanej obróbce cieplnej, przeznaczonej do transportu szynowego, i szyna produkowana w ten sposób
US15/513,936 US20180016654A1 (en) 2014-09-23 2015-09-18 Method and Device for Production of Heat Treated Welded Rail for Rail Transport and Rail Produced Therewith
ES15763947.7T ES2661299T3 (es) 2014-09-23 2015-09-18 Método y dispositivo para la producción de raíl soldado tratado térmicamente para el transporte ferroviario y raíl producido con el mismo
PCT/EP2015/071496 WO2016046092A2 (en) 2014-09-23 2015-09-18 Method and device for production of heat treated welded rail for rail transport and rail produced therewith
EP15763947.7A EP3186402B1 (de) 2014-09-23 2015-09-18 Verfahren und vorrichtung zur herstellung von wärmebehandelten geschweissten schienen für den schienenverkehr und damit hergestellte schienen
AU2015321012A AU2015321012B2 (en) 2014-09-23 2015-09-18 Method and device for production of heat treated welded rail for rail transport and rail produced therewith
SA517381144A SA517381144B1 (ar) 2014-09-23 2017-03-20 طريقة وجهاز لإنتاج قضبان سكك حديدية ملحومة معالجة بالحرارة للنقل بواسطة السكك الحديدية وقضبان منتجة بها

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EP14186034.6A EP2845913A1 (de) 2014-09-23 2014-09-23 Verfahren und Vorrichtung zur Herstellung von wärmebehandelten geschweißten Schienen für den Schienenverkehr und damit hergestellte Schienen

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EP14186034.6A Withdrawn EP2845913A1 (de) 2014-09-23 2014-09-23 Verfahren und Vorrichtung zur Herstellung von wärmebehandelten geschweißten Schienen für den Schienenverkehr und damit hergestellte Schienen

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU2018214003B2 (en) * 2017-08-07 2020-02-06 Pangang Group Research Institute Co., Ltd. Post-weld heat treatment method for welded joints of bainitic rails
CN111893284A (zh) * 2020-08-11 2020-11-06 象山旭雯钢铁科技有限公司 一种加工钢制材料流程的装置
EP3332040B1 (de) 2015-08-07 2021-03-03 voestalpine BÖHLER Edelstahl GmbH & Co KG Verfahren zum herstellen eines werkzeugstahles
EP3928910A4 (de) * 2019-02-19 2022-04-27 JFE Steel Corporation Verfahren zur herstellung von schienen und schiene

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0765942A1 (de) 1995-09-20 1997-04-02 Sogerail Verfahren zum Wärmebehandeln von Stahlschienen
WO2005001204A1 (en) 2003-06-26 2005-01-06 Corus Uk Limited Steel rails
CN1648263A (zh) 2004-01-30 2005-08-03 哈尔滨铁路工务器材有限公司 全长淬火钢轨焊后热处理工艺
US20130133784A1 (en) * 2011-11-29 2013-05-30 Cf&I Steel L.P., D/B/A Evraz Rocky Mountain Steel Method and apparatus for treatment of a rail weld
US20140087320A1 (en) * 2011-05-25 2014-03-27 Nippon Steel and Sumitomo Metal Corporation Method of reheating rail weld zone
CN103898310A (zh) * 2014-04-04 2014-07-02 攀钢集团攀枝花钢铁研究院有限公司 一种贝氏体钢轨焊接接头的焊后热处理方法

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0765942A1 (de) 1995-09-20 1997-04-02 Sogerail Verfahren zum Wärmebehandeln von Stahlschienen
WO2005001204A1 (en) 2003-06-26 2005-01-06 Corus Uk Limited Steel rails
CN1648263A (zh) 2004-01-30 2005-08-03 哈尔滨铁路工务器材有限公司 全长淬火钢轨焊后热处理工艺
US20140087320A1 (en) * 2011-05-25 2014-03-27 Nippon Steel and Sumitomo Metal Corporation Method of reheating rail weld zone
US20130133784A1 (en) * 2011-11-29 2013-05-30 Cf&I Steel L.P., D/B/A Evraz Rocky Mountain Steel Method and apparatus for treatment of a rail weld
CN103898310A (zh) * 2014-04-04 2014-07-02 攀钢集团攀枝花钢铁研究院有限公司 一种贝氏体钢轨焊接接头的焊后热处理方法

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3332040B1 (de) 2015-08-07 2021-03-03 voestalpine BÖHLER Edelstahl GmbH & Co KG Verfahren zum herstellen eines werkzeugstahles
AU2018214003B2 (en) * 2017-08-07 2020-02-06 Pangang Group Research Institute Co., Ltd. Post-weld heat treatment method for welded joints of bainitic rails
DE102018119187B4 (de) 2017-08-07 2022-12-29 Pangang Group Research Institute Co., Ltd. Wärmebehandlungsverfahren nach dem Schweißen für einen Bainitschienenschweißanschluss
EP3928910A4 (de) * 2019-02-19 2022-04-27 JFE Steel Corporation Verfahren zur herstellung von schienen und schiene
CN111893284A (zh) * 2020-08-11 2020-11-06 象山旭雯钢铁科技有限公司 一种加工钢制材料流程的装置

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