GB2443494A

GB2443494A - A method of weld repairing or cladding a steel bloom , rail or other part of a railway

Info

Publication number: GB2443494A
Application number: GB0713641A
Authority: GB
Inventors: Vijay Jerath; Shreekant Jaiswal
Original assignee: Corus UK Ltd
Current assignee: Corus UK Ltd
Priority date: 2006-07-14
Filing date: 2007-07-13
Publication date: 2008-05-07
Anticipated expiration: 2027-07-13
Also published as: PT1878528E; ES2391476T3; EP1878528A3; GB0713641D0; EP1878528A2; GB2443494B; EP1878528B1; DK1878528T3; PL1878528T3

Abstract

A method of weld repairing or cladding a steel bloom, rail or other railway part, wherein the bloom, tall or railway part is pre-heated before repair welding or cladding, the temperature of the pre-heat being such that the heat affected zone (HAZ) of the bloom, rail or railway part after laying of the first weld bead comprises at least 10% austenite immediately prior to the laying of the second weld bead.

Description

* 2443494 A Method of Weld Repairing or Cladding a Steel Bloom, Rail or

Other Part of a Railway The invention relates to a method of weld repairing or cladding steel blooms, rails (e.g. flat bottom track rails, tramway rails and crane rails) or other railway parts such as rail heads, railway switches and fabricated /machined railway crossings.

Standards governing weld repair of railsin modern railways such as Network Rail Standard NRJSPITRKI132 Issue (formerly RT/CE/X/132) "Weld repair of Rails" state that when repair welding a rail, the area to be welded, including 75mm at each end, should be subjected to an initial pre-heat of 343 C, maintained throughout welding. This procedure applies for both 220 and 260 grades of rail steel.

The selection of a given pre-heat temperature (e.g. of around 350 C for the repair welding of Grade 220 and 260 rails) is based on the concept of reducing the post weld :. cooling rate of the heat affected zone (HAZ) to such an extent so as to allow the austenite to pearlite transformation to go to completion. during cooling of the weld, thus avoiding the S...

formation of very hard (-900 HV) and brittle martensite in the microstructure developed :::: subsequently within the HAZ of the weld. In the absence of a pre-heating stage, the heat sink provided by the rail mass would result in a more rapid cooling rate leading to transformation of significant quantities of austenite to brittle martensite. 5.5 * . S...

A problem with the known method is that the HAZ which results from the known S.....

* method can be prone to cracking.

It is an object of the present invention to seek to mitigate the above problem.

According to a first aspect, the invention provides a method of weld repairing or ciadding a steel bloom, rail or other railway part, wherein the bloom, rail or railway part is pre-heated before repair welding, the temperature of the pre-heat being such that the heat affected zone (HAZ) of the bloom, rail or railway part after laying of the first weld bead comprises at least 10% austenite, immediately prior to the laying of the second weld bead.

The applicant has found that retaining some austenite in the HAZ results in a softer and tougher HAZ which is less prone to cracking as a result of the relatively high tensile residual stresses generated following the solidification of the weld metal. Three main factors are believed to contribute to this softer and tougher I-IAZ. Firstly, austenite is relatively soft and ductile. Secondly, as the solubility of hydrogen in austenite is several magnitudes higher than the solubility of hydrogen in martensite, retaining some austenite in the HAZ means that the HAZ is capable of tolerating relatively high amounts of hydrogen diffusing across the weld metal HAZ interface, thereby reducing hydrogen related "cold" cracking.

Thirdly, martensite present in the HAZ following laying of the first weld bead is tempered breaking down in to a significantly tougher aggregate of ferrite and carbide during the laying of the second weld bead.

This is achieved by using a "chifl removal" treatment that permits transformation to martensite to occur within the HAZ region, but prevents it from going to completion by retaining a proportion of austenite.

After laying of the first weld bead, the HAZ may comprise at least 20% austenite, preferably at least 30% austenite, more preferably at least 40% austenite, most preferably at least 50% austenite. The applicant has found that a HAZ comprising 40% to 50% austenite in the HAZ after laying the first weld bead has the best metallurgical properties.

Preferably, substantially all of the balance of the HAZ comprises martensite. The HAZ may also comprise some pearlite.

The applicant has found that it is possible to increase the amount of austenite in the HAZ by using a pre-heat temperature which is substantially lower than that used in the SI.' known method, thereby preventing the austenite to martensite transformation from going to :: completion during cooling of the first weld bead. Thus, the temperature of the pre-heat is preferably less than 300 C, preferably less than 200 C.

The applicant has found that the best balance between austenite and martensite is found when the temperature of the pre-heat is in the range 20 C to 150 C, preferably in the range 60 C to 80 C.

An added advantage of using a low pie-heat temperature is that it means that the method may be used to repair rails such as tramway rails where the rails are encased in a polymer which breaks down, and begins to lose adhesion with the rail at temperatures of around 160 C. Furthermore, any burning of the polymer results in toxic fumes and hence the need to control temperature to below 160 C is essential. A low pre-heat temperature also increases productivity.

The steel bloom, rail or railway part may be made from a medium or high carbon steel grade, for example the steel rail may be made from a 220 or 260 grade of steel.

The pre-heat may be maintained throughout the duration of the weld deposition/weld repair.

Any suitable weld parameters may be used. The applicant has found that an acceptable weld deposition can be carried out using a weld heat input of between 5 and 2OkJ/cm.

According to a second aspect, the invention provides a method of weld repairing or cladding a steel bloom, rail or railway part, wherein the bloom, rail or railway part is pre-heated before repair welding or cladding, the temperature of the pre-heat being less than 300 C, preferably less than 200 C.

The temperature of the pre-heat is preferably in the range 20 C to 150 C, more preferably in the range 60 C to 80 C. *...

*:::: According to a third aspect, the invention provides a steel bloom, rail or railway part which has been repaired or clad using a method according to the invention.

There are wide ranging applications of the invention that, amongst others, include . restoration of worn gauge faces of grooved tramway rails and other main line rail sections, * .*S** * repair of discrete defects on running surface of rails, restoration of worn faces of railway parts such as switch blades and crossings, and the production of composite blooms.

The invention will now be illustrated by way of example with reference to the following drawings of which: Figure 1 shows a macrograph of a longitudinal -vertical section obtained through the centre of a two layer weld deposit on the running surface of a grade 260 tramway rail made using a method according to the present invention involving the use of open arc welding and flux cored wire; Figure 2 shows a macrograph of a transverse section through a weld repaired groove of a grade 260 tramway rail made using a method according to the invention; and -4.-Figure 3 shows a photograph of a steel bloom of Grade 260 rail steel clad using a method according to the invention.

A chill removal burner unit, employing propane or similar gas, was used to pre-heat the running surface of the tramway rail. The temperature of the running surface of the rail was brought to between 600 and 80 C.

The macrograph shown in Figure 1 shows that a moderately high hardness of 436 HV (on the RHS of the macrograph) within the coarse grained HAZ of the first weld bead is reduced to a HAZ hardness level of 328 HV (on the LHS of the macrograph) as a result of the tempering effect of the second weld bead.

For multipass submerged arc welding (SAW) weld deposition of a worn grade 260 tramway rail, as shown in Fig. 2, the subsequent inter- pass temperature was measured on the rail head using a contact pyrometer, prior to starting each weld deposition pass. If the :... interpass temperature was found to have risen to above the maximum specified interpass *...

*****. temperature of 130 C, the weld deposition process was stopped until the rail head temperature had dropped to below this value.

The advantages of the method according to the invention are as follows: * An overall softer and tougher HAZ, less prone to cracking as a result of the relatively high tensile residual stresses generated following the solidification of the weld metal. The resulting structure is also less prone to hydrogen related "cold" cracking, which is generally at its most pronounced at temperatures close to ambient.

* A HAZ capable of tolerating relatively high amounts of embrittling hydrogen diffusing across the weld metalIHAZ interface, due to the fact that the solubility of hydrogen in austenite is known to be several magnitudes higher than that in martensite/ferrite.

* The recognition that the deleterious martensite present within the HAZ microstructure following laying of the first/root weld bead is subsequently heavily tempered (breaking down into a significantly tougher aggregate of ferrite and carbide) during the laying of the second weld bead.

The method of the invention may also be used to clad a steel bloom, rail or other railway part using just wire or wire and flux. S. * S * .55 **** * * 5SSS *..S * S * S. I * * . SSI* *

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Claims

Claims 1. A method of weld repairing or cladding a steel bloom, rail or

other railway part, wherein the bloom, rail or railway part is pre-heated before repair welding or cladding, the temperature of the pre-heat being such that the heat affected zone (HAZ) of the bloom, rail or railway part after laying of the first weld bead comprises at least 10% austenite immediately prior to the laying of the second weld bead.
2. A method according to claim 1, wherein, after laying of the first weld bead, the HAZ comprises at least 20% austenite, preferably at least 30% austenite, more preferably at least 40% austenite, most preferably at least 50% austenite.
3. A method according to claim 3, wherein, after laying of the first weld bead, . substantially all of the balance of the HAZ comprises martensite.
4. A method according to any preceding claim, wherein the temperature of the pre-

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heat is less than 300 C, preferably less than 200 C.
5. A method according to claim 5, wherein the temperature of the pre-heat is in the range 20 -i 50 C, preferably in the range 60 -80 C. S... * S
6. A method according to any preceding claim, wherein the steel bloom, rail or railway part is made from a medium or high carbon steel grade.
7. A method according to claim 6, wherein the steel bloom, rail or railway part is made from 220 or 260 grades of steel.
8. A method according to any preceding claim, wherein the pre-heat is maintained throughout weld deposition / weld repair.
9. A method of weld repairing or cladding a steel bloom, rail or railway part, wherein the bloom, rail or railway part, is pre-heated before repair welding or cladding, the temperature of the pre-heat being less than 300 C, preferably less than 200 C.
10. A method according to claim 9, wherein the temperature of the pre-heat is in the range 20 -150 C, preferably in the range 60 -80 C
11. A method of repairing a steel bloom, rail or railway part substantially as described herein.
12. A steel bloom, rail or railway part which has been weld repaired or clad using a method according to any of claims I to 11. * S * *** 5.1 * * **. S... * S S S. * * 5S1 * . S...

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