EP3124636A1 - Schiene und verfahren zur herstellung davon - Google Patents

Schiene und verfahren zur herstellung davon Download PDF

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EP3124636A1
EP3124636A1 EP15768893.8A EP15768893A EP3124636A1 EP 3124636 A1 EP3124636 A1 EP 3124636A1 EP 15768893 A EP15768893 A EP 15768893A EP 3124636 A1 EP3124636 A1 EP 3124636A1
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Prior art keywords
rail
less
rolling
variation
cooling
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French (fr)
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EP3124636B2 (de
EP3124636A4 (de
EP3124636B1 (de
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Tatsumi Kimura
Yukio Takashima
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JFE Steel Corp
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JFE Steel Corp
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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
    • C21D6/00—Heat treatment of ferrous alloys
    • C21D6/002—Heat treatment of ferrous alloys containing Cr
    • 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
    • C21D6/00—Heat treatment of ferrous alloys
    • C21D6/005—Heat treatment of ferrous alloys containing Mn
    • 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
    • C21D6/00—Heat treatment of ferrous alloys
    • C21D6/008—Heat treatment of ferrous alloys containing Si
    • 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
    • C21D8/005—Modifying the physical properties by deformation combined with, or followed by, heat treatment of ferrous alloys
    • 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
    • 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
    • C22C38/001—Ferrous alloys, e.g. steel alloys containing N
    • 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
    • C22C38/002—Ferrous alloys, e.g. steel alloys containing In, Mg, or other elements not provided for in one single group C22C38/001 - C22C38/60
    • 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
    • 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
    • C22C38/06—Ferrous alloys, e.g. steel alloys containing aluminium
    • 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
    • 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
    • C22C38/22—Ferrous alloys, e.g. steel alloys containing chromium 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
    • C22C38/24—Ferrous alloys, e.g. steel alloys containing chromium with vanadium
    • 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
    • C22C38/26—Ferrous alloys, e.g. steel alloys containing chromium with niobium or tantalum
    • 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
    • C22C38/28—Ferrous alloys, e.g. steel alloys containing chromium with titanium or zirconium
    • 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
    • C22C38/34—Ferrous alloys, e.g. steel alloys containing chromium with more than 1.5% by weight of silicon
    • 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
    • C22C38/38—Ferrous alloys, e.g. steel alloys containing chromium with more than 1.5% by weight of 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
    • C22C38/46—Ferrous alloys, e.g. steel alloys containing chromium with nickel with vanadium
    • 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
    • C22C38/48—Ferrous alloys, e.g. steel alloys containing chromium with nickel with niobium or tantalum
    • 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
    • C22C38/50—Ferrous alloys, e.g. steel alloys containing chromium with nickel with titanium or zirconium

Definitions

  • the present disclosure relates to a rail, particularly a rail having high hardness and small hardness variation, and also to a method for manufacturing the rail.
  • Freight cars used on freight transportation and mining railways tend to have heavier loading weights than passenger cars, which results in heavy loads acting on the axles of the freight cars and a severe contact environment between the freight car wheels and rails. Rails used under these conditions are expected to exhibit wear resistance and are conventionally made from steel having a pearlite structure.
  • PTL 1, PTL 2, PTL 3, and PTL 4 each disclose a hypereutectoid rail having increased cementite content and a manufacturing method thereof.
  • PTL 5, PTL 6, and PTL 7 each disclose a technique for increasing hardness by refining the lamellar spacing of a pearlite structure in steel containing the eutectoid level of carbon content.
  • PTL 8 proposes a method for manufacturing a high hardness rail having superior head internal fatigue resistance.
  • finish rolling is performed at a head surface temperature of 850°C to 1050°C to leave final finishing, and after a time interval between passes of at least 3 seconds and no greater than 1 minute, one pass or a plurality of passes of final finish rolling are performed at a head surface temperature of 800°C to 950°C and with a rolling reduction of 10% or less per pass.
  • accelerated cooling is started at a cooling rate of 2°C/s to 4°C/s for 0.1 seconds to 10 seconds to cool the temperature at less than 5 mm from the surface of the head and corner of the rail to the Ar 1 transformation temperature or lower, and cooling is continued at a maximum surface cooling rate of at least 4°C/s and no greater than 30°C/s.
  • PTL 9 describes a method for manufacturing a high toughness rail that exhibits a pearlite metal structure.
  • this method after rough rolling of a steel slab of low-alloy steel or carbon steel containing 0.60% to 1.00% of C into a rail shape, continuous finish rolling is performed for three or more rolling passes at a rail surface temperature of 850°C to 1000°C with a cross-section area reduction rolling reduction of 5% to 30% per pass and 10 seconds or less between rolling passes, and thereafter the rail is allowed to cool or is cooled from 700°C or higher to a temperature in a range of 500°C to 700°C at a rate of 2°C/s to 15°C/s.
  • PTL 10 discloses a method for manufacturing a pearlitic rail having superior wear resistance and ductility in which at least rough rolling and finish rolling are performed on a steel slab for rail rolling that contains, in mass%, 0.65% to 1.20% of C, 0.05% to 2.00% of Si, and 0.05% to 2.00% of Mn, the balance being Fe and incidental impurities.
  • the finish rolling rolling is performed at a rail head surface temperature of no higher than 900°C and no lower than the Ar 3 transformation point or the Ar cm transformation point, a head cumulative area reduction rate of 20% or greater, and with a reaction force ratio of 1.25 or greater, which is a value obtained by dividing a reaction force value of the roller by a reaction force value for the same cumulative area reduction rate and a rolling temperature of 950°C.
  • the rail head surface is cooled to 550°C or lower at a cooling rate of 2°C/s to 30°C/s by accelerated cooling or natural cooling.
  • Rails used in high axle load railways are expected to have superior wear resistance in order to improve rail durability and, in response, there have been various proposals for rails, such as described above, that focus on increasing hardness.
  • a rail is manufactured by hot rolling a steel raw material to a length of as long as 100 m or greater and, hardness of the rail exhibits variation in the rail length direction that is dependent on the method of manufacture. Consequently, the rail may experience uneven wear when laid and thus may be unable to sufficiently demonstrate its effects. Although it is extremely important, therefore, to reduce hardness variation in the longitudinal direction of rolling, PTL 1-10 make no mention of this hardness variation.
  • an objective of the present disclosure is to provide a rail that exhibits excellent wear resistance and reduced hardness variation in the rail length direction, and also a method for manufacturing the rail.
  • the inventors sampled test pieces from steel materials having pearlite structures corresponding to rails of differing hardness and conducted a rail wear test with respect to the test pieces in order to investigate a relationship between hardness and wear. The results of the investigation are shown in FIG. 1 .
  • the wear test was a comparative test in which actual contact conditions between a pearlite steel rail and a wheel were simulated using a Nishihara type wear test apparatus that enables wear resistance evaluation in a short period of time.
  • the test was conducted as illustrated in FIG. 2 by rotating a Nishihara type wear test piece 1 of 30 mm in outer diameter, sampled from a rail head, in contact with a tire test piece 2.
  • the arrows in FIG. 2 indicate the rotation directions of the Nishihara type wear test piece 1 and the tire test piece 2, respectively.
  • Nishihara type wear test pieces 1 were sampled from two locations in a rail head 3 as illustrated in FIG. 3 .
  • a test piece sampled from a surface layer of the rail head 3 is denoted Nishihara type wear test piece 1a and a test piece sampled from an inner part of the rail head 3 is denoted Nishihara type wear test piece 1b.
  • the center, in a longitudinal direction, of the Nishihara type wear test piece 1b sampled from the inner part of the rail head 3 is located at a depth of from 24 mm to 26 mm (average value 25 mm) from an upper surface of the rail head 3.
  • the test was conducted in dry ambient conditions and the wear was measured after 1.8 ⁇ 10 5 rotations under conditions of a contact pressure of 1.2 GPa, a slip ratio of -10%, and a rotational speed of 750 rpm (tire test piece: 750 rpm). The wear was calculated from the difference in the mass of the test piece measured before and after the test.
  • wear resistance increases with increasing hardness.
  • wear resistance of a rail having a hardness of HB 400 or higher can be improved by 15% compared to an ordinary heat treated rail (HB 370).
  • HB 370 ordinary heat treated rail
  • the hardness exhibits a large amount of variation in the rail length direction, a difference in wear behavior arises for hard portions and soft portions.
  • the wear changes from 0.37 g to 0.3 g and accordingly exhibits variation of 20% or less.
  • the wear in a situation in which the hardness is HB 415 points and exhibits variation of ⁇ 30 (i.e., the hardness varies in a range from at least HB 385 to no greater than HB 445), the wear changes from 0.40 g to 0.27 g and accordingly exhibits variation of 33%.
  • reducing hardness variation in the longitudinal direction of a rail in accompaniment to increasing rail hardness enables uniform rail wear and contributes to improving rail life. It is preferable for wear to be as uniform as possible in the length direction because wear proceeds due to contact between the rail and wheels during use.
  • hardness variation in the rail length direction is preferably of a level such that wear variation is 20% or less.
  • the inventors discovered that surface hardness variation of ⁇ HB 15 or less ensures superior wear resistance along the length direction and contributes to improved rail life. This discovery led to the present disclosure.
  • the present disclosure enables minimization of hardness variation in a rail length direction and effectively improves rail durability (extends rail life), particularly in the case of a rail that is laid in a high axle load environment such as a heavy freight railway or a mining railway, and thus demonstrates a significant effect in industrial use.
  • C is an important element in a pearlitic rail for forming cementite, increasing hardness and strength, and improving wear resistance.
  • these effects are small when C content is less than 0.60% and therefore the lower limit for the C content is 0.60%.
  • an increase in the C content and thus an increase in cementite content, is expected to lead to higher hardness and strength, an increase in the C content also decreases ductility.
  • an increase in the C content broadens the y + ⁇ temperature range and promotes softening of a heat-affected zone. Taking into account these influences, the upper limit for the C content is 1.0%.
  • the C content is preferably in a range of 0.73% to 0.85%,
  • Si is added to the rail material as a deoxidizing material and in order to raise the equilibrium transformation temperature (TE) and reinforce the pearlite structure (increase hardness by refining the lamellar structure).
  • TE equilibrium transformation temperature
  • these effects are small when Si content is less than 0.1%.
  • an increase in the Si content promotes decarburization and promotes formation of rail surface defects. Therefore, the upper limit for the Si content is 1.5%.
  • the Si content is preferably in a range of 0,5% to 1.3%.
  • Mn has an effect of lowering the actual pearlite transformation temperature and narrowing pearlite lamellar spacing, and is an effective element for achieving high hardness. However, these effects are small when Mn content is less than 0.01%. On the other hand, addition of greater than 1.5% of Mn to improve hardenability facilitates transformation to bainite or martensite. Therefore, the upper limit for the Mn content is 1.5%.
  • the Mn content is preferably in a range of 0.3% to 1.2%.
  • the upper limit for the P content is 0.035%.
  • a preferable range for the P content has an upper limit of 0.025%.
  • the lower limit for the P content is preferably 0.001%.
  • the upper limit for S content is 0.030%.
  • restricting the S content to less than 0.0005% requires a significant increase in steel making cost due to, for example, a large increase in steelmaking process time. Therefore, the lower limit for the S content is preferably 0.0005%.
  • the S content is preferably 0.001% to 0.015%.
  • Cr raises the equilibrium transformation temperature (TE), contributes to refinement of pearlite lamellar spacing, and increases hardness and strength. In order to obtain such effects, it is necessary to add 0.2% or greater of Cr. On the other hand, adding greater than 2.0% of Cr increases occurrence of welding defects while also increasing hardenability and promoting martensite formation. Therefore, the upper limit for Cr content is 2.0%.
  • the Cr content is more preferably in a range of 0.26% to 1.00%.
  • one or more of 1.0% or less of Cu, 0.5% or less of Ni, 0.5% or less of Mo, and 0.15% or less of V may be added.
  • Cu is an element that can provide even higher hardness through solid solution strengthening. Cu also has an effect of suppressing decarburization. In order to obtain these effects, 0.01% or greater of Cu is preferably added. On the other hand, adding greater than 1.0% of Cu makes surface cracking more likely to occur during continuous casting or rolling. Therefore, the upper limit for Cu content is preferably 1.0%. Moreover, the Cu content is more preferably in a range of 0.05% to 0.6%.
  • Ni is an effective element for improving toughness and ductility. Ni is also an effective element for inhibiting Cu cracking through combined addition with Cu. Therefore, in a situation in which Cu is added, Ni is preferably also added. However, these effects are not noticeable when Ni content is less than 0.01%. Therefore, in a situation in which Ni is added, the lower limit for the Ni content is preferably 0.01% or greater. On the other hand, adding greater than 0.5% of Ni increases hardenability and promotes formation of martensite. Therefore, the upper limit for the Ni content is preferably 0.5%. The Ni content is more preferably in a range of 0.05% to 0.50%.
  • Mo is an effective element for increasing strength, but this effect is small when Mo content is less than 0.01%. Therefore, the lower limit for the Mo content is preferably 0.01%. On the other hand, adding greater than 0.5% of Mo causes formation of martensite as a result of increased hardenability and dramatically decreases toughness and ductility. Therefore, the upper limit for the Mo content is preferably 0.5%.
  • the Mo content is more preferably in a range of 0.05% to 0.30%,
  • V 0.15% or less
  • V forms VC, VN, or the like as a fine precipitate in ferrite and is an element that contributes to achieving high hardness through precipitation strengthening of ferrite.
  • the solvation temperature of VC or VN is sufficiently lower than that of Ti or Nb such as to have little influence on recrystallization behavior of austenite during rolling and therefore has little influence on variation of properties in the rail length direction.
  • V also acts as a hydrogen trapping site and can be expected to exhibit an effect of inhibiting delayed fracture. Therefore, 0.001% or greater of V is preferably added.
  • the upper limit for V content is preferably 0.15%.
  • the V content is more preferably in a range of 0.005% to 0.12%.
  • the balance excluding the aforementioned components is Fe and incidental impurities.
  • N and 0.003% of O may be allowed as incidental impurities.
  • Al is effective as a deoxidizing material, Al forms cluster-shaped AIN, which significantly decreases rolling fatigue characteristics. Therefore, Al content is preferably 0.003% or less.
  • Nb and Ti are also contained as incidental impurities as described below.
  • Nb and Ti are effective elements for improving hardness and wear resistance due to forming carbides or carbonitrides that strengthen the matrix.
  • Nb and Ti are harmful elements that promote hardness variation of the rail in the longitudinal direction and are therefore not generally added, although incidentally mixed in Nb and Ti of 0.003% or less is allowable.
  • addition of Nb or Ti causes hardness to change to a greater extent in accordance with material heating, rolling, or cooling conditions and thus causes changes in hardness in the rolling length direction to be more sensitively associated with variation in these conditions.
  • the steel raw material that is used is preferably continuous-cast steel obtained through continuous casting of molten steel that has been adjusted to the chemical composition described above through steelmaking processes such as a process in a blast furnace, molten iron pretreatment, a process in a converter, and RH degassing.
  • the steel raw material is hot rolled to form a rail shape by ordinary caliber rolling or universal rolling.
  • ordinary caliber rolling or universal rolling The following explains the reasons for limitations placed on conditions during the heating and rolling described above and also conditions during subsequent cooling.
  • Heating of the produced steel raw material is required to 1200°C or higher. This is performed with the main objective of sufficiently reducing deformation resistance so as to enable use of a lighter rolling load and also with the objective of homogenization.
  • the heating temperature is required to be 1200°C or higher. Although it is not necessary to set a specific upper limit, the heating temperature is preferably 1300°C or lower from a viewpoint of suppressing scale loss and decarburization.
  • the steel raw material heated as described above is shaped into a rail shape by hot rolling.
  • hot rolling it is important that a plurality of rolling passes at temperatures not exceeding 1000°C are performed by rolling repeatedly in a single direction in order to minimize variation in a time interval between passes.
  • the time interval between passes refers to the interval between a time when a given portion in the longitudinal direction (rolling direction) of a rolled rail material is bitten by a roller and a time when the given portion is next bitten by the roller.
  • the time interval between passes differs the most for the top (leading end) of the rolled rail material and the bottom (trailing end) of the rolled rail material.
  • the difference in the time interval between passes for a leading end and a trailing end of a rolled material is fundamentally small. Therefore, inhomogeneity of the austenite structure arising from the above-described difference in the time interval between passes can be resolved. It is therefore necessary for the aforementioned difference in the time interval between passes to be 15 s or less. In other words, a difference in the time interval between passes of 15 s or less can suppress hardness variation in the rail length direction.
  • the difference in the time interval between passes is preferably 12 s or less.
  • the above stipulations are conditions to be applied to rolling performed at 1000°C or lower in the hot rolling.
  • Reverse rolling may be used for rolling performed in a temperature region exceeding 1000°C, a representative example of which is rough rolling. In other words, so long as rolling at 1000°C or lower is performed continuously in a single direction, a preceding stage of rolling in a temperature region exceeding 1000°C may be performed freely.
  • two to seven passes of rolling are preferably performed at 1000°C or lower. The reason for this is that single pass rolling requires a large rolling load and makes shaping difficult, whereas more than seven passes tends to cause a fairly inhomogeneous austenite state and increase hardness variation.
  • the cumulative area reduction rate of rolling performed at 1000°C or lower is required to be 40% or greater. The reason for this is that it is necessary to perform 40% or greater of area reduction processing at 1000°C or lower in order to promote recrystallization refinement of austenite. If the area reduction rate for rolling at 1000°C or lower is less than 40%, recrystallization refinement of austenite is insufficient and coarse austenite may partially remain, which results in increased hardness variation in the rail length direction (rolling direction).
  • a finisher delivery temperature of 900°C or higher is preferable.
  • the finisher delivery temperature is preferably 900°C or higher in order to prevent a decrease in hardness such as described above.
  • Cooling is performed consecutively after the hot rolling under the following conditions.
  • the cooling start temperature is preferably 800°C or higher. Specifically, a cooling start temperature of lower than 800°C may not enable sufficient supercooling or allow sufficient surface hardness to be obtained.
  • the cooling stop temperature is required to be 600°C or lower. Sufficient hardness cannot be obtained if the cooling stop temperature is greater than 600°C. Although no specific lower limit is given, saturation is reached in terms of hardness once cooling is performed to 400°C or lower and productivity is adversely affected by increased cooling time. Therefore, cooling is preferably stopped at 400°C or higher.
  • the cooling rate is in a range of 1°C/s to 10°C/s.
  • a cooling rate of greater than 10°C/s does not allow sufficient time for pearlite transformation, causes formation of bainite and martensite, and thus reduces toughness, ductility, and fatigue resistance.
  • a cooling rate of less than 1°C/s does not allow sufficient hardness to be obtained.
  • the cooling rate is preferably in a range of 2°C/s to 8°C/s.
  • the cooling rate preferably exhibits variation of ⁇ 1°C/s or less in the rolling longitudinal direction. Restricting cooling rate variation to ⁇ 1°C/s or less reduces variation in pearlite lamellar spacing, enables hardness variation of ⁇ HB 10 or less to be achieved, and reduces wear resistance variation and fatigue resistance variation in the rail longitudinal direction.
  • the cooling performed consecutively after the hot rolling is preferably performed by air blast cooling or mist cooling.
  • Air blast cooling is accelerated cooling in which air is forcefully blown against the rail head.
  • Mist cooling involves mixing air and water and blowing a water mist against the rail head.
  • cooling is necessary to control air pressure at intervals of 5 m or less (preferably 3 m or less), adjust air pressure on-line in accordance with temperature variation of the rail in the longitudinal direction measured before the cooling, and perform control such that the cooling rate is constant in the length direction.
  • cooling is preferably performed by controlling the amount of water and pressure in the longitudinal direction in the same way as described above.
  • a pearlitic steel rail that has a surface hardness of preferably HB 400 or greater and that exhibits surface hardness variation of ⁇ HB 15 points or less in the rail length direction.
  • a homogeneous and high-hardness pearlitic steel rail that exhibits little hardness variation in the rolling length direction can be obtained.
  • the variation in the time interval between passes in the rolling conditions indicates the difference between the time elapsing from a leading end of a rolled material being rolled to the leading end being next rolled and the time elapsing from a trailing end of the rolled material being rolled to the trailing end being next rolled.
  • the time interval between passes is extended for a rolled top portion and shortened for a rolled bottom portion.
  • the difference in the time interval between passes for the leading end (top portion) and the trailing end (bottom portion) of the rolled material is particularly evident in reverse rolling.
  • the difference in the time interval between passes associated with a leading end and a trailing end of a rolled material is smaller in continuous rolling in a single direction and therefore inhomogeneity of a produced structure can be resolved as shown in Table 2.
  • the cooling start temperature and the cooling stop temperature are results for surface temperature of a rail corner measured by a thermoviewer.
  • the rail cooling rate is an average value of cooling rates measured from cooling start and end temperatures and cooling times measured at 5 m intervals in the length direction. With regards to cooling rate variation in the length direction, it was determined whether the difference between a largest value and a smallest value in variation of the cooling rates was greater than ⁇ 1°C/s or was less than or equal to ⁇ 1°C/s.
  • the rail head surface hardness and microstructure of each of the manufactured rails was evaluated.
  • the rail head surface hardness was evaluated by removing 0.5 mm or greater of a decarburized layer using a grinder and measuring the Brinell hardness of points at 5 m intervals in the rail length direction. In the same way, microscope samples were cut out and the microstructures thereof were observed.
  • the hardness of rails according to the present disclosure exhibited extremely small variation of ⁇ HB 15 or less in the rail length direction, whereas the hardness of rails that deviated from the scope of the present disclosure in terms of either or both of chemical composition and rolling conditions exhibited variation of greater than ⁇ HB 15.
EP15768893.8A 2014-03-24 2015-03-24 Schiene und verfahren zur herstellung davon Active EP3124636B2 (de)

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PCT/JP2015/001659 WO2015146150A1 (ja) 2014-03-24 2015-03-24 レールおよびその製造方法

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EP3124636B1 (de) 2014-03-24 2019-03-06 JFE Steel Corporation Schiene und verfahren zur herstellung davon
CN111405949A (zh) * 2017-11-27 2020-07-10 安赛乐米塔尔公司 用于制造钢轨的方法和相应的钢轨
EP3778966A4 (de) * 2018-03-30 2021-02-17 JFE Steel Corporation Schiene und verfahren zur herstellung davon
SE543919C2 (en) * 2019-05-17 2021-09-21 Husqvarna Ab Steel for a sawing device
WO2022106864A1 (en) * 2020-11-17 2022-05-27 Arcelormittal Steel for rails and a method of manufacturing of a rail thereof

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JP6852761B2 (ja) * 2018-10-26 2021-03-31 Ｊｆｅスチール株式会社 レールおよびその製造方法
CN112575137B (zh) * 2020-10-26 2022-03-25 邯郸钢铁集团有限责任公司 一种高速轨钢转炉冶炼直接出钢的方法
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EP3124636B1 (de) 2014-03-24 2019-03-06 JFE Steel Corporation Schiene und verfahren zur herstellung davon
CN111405949A (zh) * 2017-11-27 2020-07-10 安赛乐米塔尔公司 用于制造钢轨的方法和相应的钢轨
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SE543919C2 (en) * 2019-05-17 2021-09-21 Husqvarna Ab Steel for a sawing device
WO2022106864A1 (en) * 2020-11-17 2022-05-27 Arcelormittal Steel for rails and a method of manufacturing of a rail thereof

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CA2936780A1 (en) 2015-10-01
US20170101692A1 (en) 2017-04-13
CA2936780C (en) 2018-10-02
WO2015146150A1 (ja) 2015-10-01
CN106103772B (zh) 2018-05-22
CN106103772A (zh) 2016-11-09
EP3124636B2 (de) 2023-05-17
JPWO2015146150A1 (ja) 2017-04-13
BR112016022007B1 (pt) 2021-05-11
AU2015237464A1 (en) 2016-08-11
JP6150008B2 (ja) 2017-06-21
EP3124636A4 (de) 2017-02-01
EP3124636B1 (de) 2019-03-06
AU2015237464B2 (en) 2018-02-01

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