KR101931494B1 - The alloy steel composition for connection portion of railway vehicle - Google Patents

Abstract

The present invention relates to an alloy steel for a railway vehicle connector.
More specifically, the present invention relates to an alloy steel for a railway vehicle connector capable of improving durability by reducing mechanical wear due to friction between climate change and a railway vehicle linkage, because it has mechanical properties applicable to transcontinental trains with severe climate change .
The alloy steel for a railway vehicle coupler according to the present invention may contain carbon (C), manganese (Mn), silicon (Si), chromium (Cr), nickel (Ni), copper (Cu), molybdenum (Cu), aluminum (Al), phosphorus (P) and sulfur (S), the balance being iron (Fe) and impurities.

Description

TECHNICAL FIELD [0001] The present invention relates to an alloy steel for a railway vehicle connector,

The present invention relates to an alloy steel for a railway vehicle connector.

More specifically, since it has mechanical properties applicable to transcontinental trains with severe climate change, it is possible to reduce wear due to friction between climate change and railway linkage, thereby improving durability and cold resistance. .

The alloy steel for a railway vehicle coupler according to the present invention may contain carbon (C), manganese (Mn), silicon (Si), chromium (Cr), nickel (Ni), copper (Cu), molybdenum (Cu), aluminum (Al), phosphorus (P) and sulfur (S), the balance being iron (Fe) and impurities.

Preferably, the essential component is selected from the group consisting of 0.195 to 0.205 wt% carbon (C), 0.8 to 0.92 wt% manganese (Mn), 0.548 wt% silicon (Si), 0.792 wt% chromium (Cr) 0.01 to 0.02 weight% of phosphorus (P), 0.005 to 0.01 weight% of sulfur (S), 0.1 to 0.2 weight% of molybdenum (Mo), 0.02 to 0.04 weight% %. ≪ / RTI >

More preferably, the essential component is at least one selected from the group consisting of 0.201 wt% carbon (C), 0.811 wt% manganese (Mn), 0.548 wt% silicon (Si), 0.792 wt% chromium (Cr), 0.442 wt% 0.130% by weight of Mo, 0.032% by weight of copper, 0.029% by weight of aluminum, 0.018% by weight of phosphorus and 0.008% by weight of sulfur.

Generally, a railway vehicle connection means interconnecting a vehicle and a vehicle in a railway vehicle.

For a specific description of such a railway vehicle connector, reference may be made to the wear prevention device of a railway vehicle connector disclosed in the prior art Registration Practical Utility Model No. 20-0424152.

According to the above-described technique, the railway vehicle connecting device is provided with a head 11 which is engaged with one side of the main body, and a tail 13 to be attached to the yoke 15 by inserting the buffer key 14 on the opposite side is formed And a shank shoe 12a slidably engaged with the shank guide 20 at the bottom of the shank 12 which is an intermediate portion between the head 11 and the tail 13; The abrasion-resistant wear plate 30 is attached to the shank shoe 12a at the bottom of the shank 12 of the main body and is in sliding contact with the shank guide 20 (refer to claim 1) 3 of the accompanying drawings.

Since the railway vehicle coupler constructed as described above connects between vehicles having a large load, a railway vehicle coupler is provided with a standard according to the type, and here, the standard of the AAR E type coupler is applied to 'AAR M201'.

AAR M201, a specification of the AAR E connector described above, has a tensile strength of 880.8 N / mm ² , Yield strength 731.4 N / mm ² (P), 0.04% or less by weight of phosphorus (S), and 0.04% by weight or less of phosphorus (Si) ) 1.50 wt% or less.

Accordingly, the Applicant has searched for a prior art that does not affect the climate change and the moisture change due to the climate change while satisfying all of the above-mentioned criteria in the setting of the composition with respect to the railway vehicle connector, Is not searched, but a technique for reducing wear by regulating the impact as a constitution, such as a link for a mountain railway vehicle, is disclosed in Patent Document 10-1545966.

In general, when the above-mentioned technique is described, 'an elastic material rotating member is provided at the abutting portions of the connecting devices installed between the vehicle and the vehicle of the mountain railroad, thereby to be applied to the connecting vehicle in the turning traveling, So as to reduce the impact caused by the load ".

However, the above-described prior art is characterized by the structural characteristic, and only the increase of the unit price is caused by the addition / modification of the manufacturing method.

That is, the present applicant has developed an alloy steel optimized for a railway vehicle connector, which is capable of meeting the above-mentioned criteria by the composition and is not affected by climate change, so as to complete the present invention, Its mechanical properties have been tested, but the composition exhibits mechanical properties that are not suitable for use in railway vehicle connectors, and in particular has shown that it is not able to prevent degradation of durability due to climate change (corrosion resistance to moisture is reduced).

On the other hand, since the railway vehicle is used in various climatic environments, it is required to have a predetermined durability even at an extreme temperature. However, it is not easy to have durability at an extreme temperature (for example, minus 40 ° C or less) even if it meets the criteria of the above-mentioned 'AAR M201'. Generally, at an extreme temperature, the connecting machine of the railway car is frozen and the recording is repeated, thereby causing wear and cracking.

Accordingly, the applicant of the present invention has found that the composition of the railway vehicle connector satisfies the criteria of the 'AAR M201' and further improves the durability and cold resistance in various climatic environments to further contain the composition of 'AAR M201' We propose an alloy steel for railway linkage which can reduce the corrosion effect caused by changes in base.

Registration Utility Model Bulletin No. 20-0424152 (2006.08.16. Announcement) Registered Patent Publication No. 10-1545966 (Announced 2015.08.21)

It is an object of the present invention to provide an alloy steel for a railway vehicle connecting machine which has mechanical properties applicable to a transversely trained train with a severe climate change so that it has cold resistance at a temperature of minus 40 ° C or less, Manganese (Mn), silicon (Si), chromium (Cr), nickel (Ni), copper (Cu), and the like as essential components so that the durability can be improved. (Mo), copper (Cu), aluminum (Al), phosphorus (P) and sulfur (S) and the balance of iron (Fe) and impurities.

According to an aspect of the present invention, there is provided an alloy steel for connecting a railway vehicle, comprising iron (Fe) and an impurity except for the essential component and the essential component, wherein the essential component is carbon (C) 0.195 to 0.205 (Ni), 0.4 to 0.5% by weight of molybdenum (Mo), 0.1 to 0.2% by weight of molybdenum (Mo), 0.5 to 4% by weight of copper 0.01 to 0.03% by weight of phosphorus (P), 0.005 to 0.01% by weight of sulfur (S), 0.02 to 0.04% by weight of copper (Cu), 0.01 to 0.03% by weight of aluminum (Al)

In this case, the railway vehicle connection appointed alloy steel was 828.7 N / mm ² at least 880.8 N / mm ² has a tensile strength of less than, 690.2 N / mm ² at least 731.4 N / mm ² was below has a yield strength, at least 15% 18.3 % Or less in terms of mechanical properties.

In another example, the essential components and the remainder of the essential components are composed of iron (Fe) and impurities, the essential components being 0.201 wt% of carbon (C), 0.811 wt% of manganese (Mn) , 0.792 wt% of chromium (Cr), 0.442 wt% of nickel (Ni), 0.130 wt% of molybdenum (Mo), 0.032 wt% of copper (Cu), 0.029 wt% of aluminum (Al) (S) 0.008% by weight.

At this time, the alloy steel for a railway vehicle connector is characterized by having a tensile strength of 880.8 N / mm ² , a yield strength of 731.4 N / mm ^2, and an elongation of 18.3%.

The alloy steel for a railway vehicle connector according to the present invention has cold resistance at a temperature of minus 40 ° C or less.

In addition, the cold-resistance test of the alloy steel for a railway vehicle connector was conducted by maintaining the connector made of the alloy steel for the railway vehicle connector in a cold test box having a temperature of less than 40 ° C for 4 hours, Or whether or not it is damaged.

At this time, the collision test is performed by attaching couplers to two jigs provided in the collision tester, and then colliding at a distance of 5 m at a speed of 5 km / h.

At this time, among the two connectors mounted on the two jigs, one connector is released, and the connector on the other side is collided with each other in a locked state.

At this time, any one of the two jigs provided in the impact tester is fixed and the other jig is movable, and in the direction of the connector mounted on the fixed jig, So as to collide with each other.

At this time, after confirming that the connector is cracked or damaged after the impact test, the connector body is confirmed by ultrasonic inspection.

The knuckle of the connector is checked through magnetic particle inspection to confirm whether the connector is cracked or broken after the collision test.

Since the alloy steel for a railway vehicle connector according to the present invention can be applied to a transcontinental train with a severe climate change when a connector is manufactured, it has the effect of securing the safe operation of a train without repairing the connector for a long period of time. There is an advantage in that the maintenance cost and the inspection cost are reduced, which is economically advantageous compared with the conventional technology.

1 shows a test report of an alloy steel for a railway vehicle connector according to the present invention.
FIGS. 2A and 2B show the results of the cold resistance test of the connector made of the alloy steel for a railway vehicle connector according to the present invention.
3 shows a conventional railway vehicle connector.

The terms and words used in the present specification and claims should not be construed as limited to ordinary or dictionary terms and the inventor may properly define the concept of the term in order to best describe its invention It should be construed as meaning and concept consistent with the technical idea of the present invention.

Therefore, the experimental examples and the reference examples described in the present specification are merely the most preferred embodiments of the present invention and are not intended to represent all of the technical ideas of the present invention. Therefore, various equivalents and variations Examples should be understood.

Example  1. Railway vehicles For connector  Alloy steel

The present invention relates to an alloy steel for a railway vehicle connector.

More specifically, the present invention relates to an alloy steel composition for a railway vehicle connecting machine capable of improving durability by reducing wear due to friction between climate change and a railway vehicle linkage, because it has mechanical properties applicable to transcontinental trains with severe climate change. will be.

The climate of the region where trains operate varies according to each region. Especially, the section where transcontinental trains are operated has many sections falling below minus 40 ° C. Trains running across the continent are long-running trains, so parts of railway cars should be able to be used for a long time.

The present invention relates to an alloy steel used in the manufacture of a connector for a railway vehicle that can be applied to a transcontinental train as described above. The alloy steel for a railway vehicle connector according to the present invention comprises carbon (C), manganese (Mn) (Si), chromium (Cr), nickel (Ni), copper (Cu), molybdenum (Mo), copper (Cu), aluminum (Al), phosphorus (P) Fe) and impurities.

In this case, iron (Fe) is maintained at a level of 97% by weight according to the standard 'AAR M201' of the AAR E type connector and chromium (Cr), nickel (Ni) and molybdenum (Mo) are added to improve high strength wear resistance, In order to increase the ductility of the composition, carbon (C) is reduced while aluminum (Al) and copper (Cu) are contained to enhance the ductility.

The content of the essential components and the residual amount of iron (Fe), which will be described later, may be impurities.

The compositional content of the alloy steel for a railway vehicle connector according to the present invention as described above may be such that the tensile strength, yield point, and elongation ratio appear above a predetermined value.

Specifically, the essential components of the present invention include 0.195 to 0.205 wt% of carbon (C), 0.8 to 0.92 wt% of manganese (Mn), 0.548 wt% of silicon (Si), 0.792 wt% of chromium (Cr) (P) 0.01 to 0.02% by weight and sulfur (S) 0.005 to 0.5% by weight, molybdenum (Mo) 0.1 to 0.2% by weight, copper (Cu) 0.02 to 0.04% 0.01% by weight.

More specifically, the essential components of the present invention include 0.201 wt% of carbon (C), 0.811 wt% of manganese (Mn), 0.548 wt% of silicon (Si), 0.792 wt% of chromium (Cr) 0.130% by weight of molybdenum (Mo), 0.032% by weight of copper (Cu), 0.029% by weight of aluminum (Al), 0.018% by weight of phosphorus (P) and 0.008% by weight of sulfur (S).

As for each composition, carbon (C) has a weight of 25% of iron (Fe), 10 times of iron and 7 times of iron, and is lighter, harder and harder than iron It is well known to be non-rusting.

Manganese (Mn) performs desulfurization and deoxidation of a large amount of iron (Fe) and reinforces the strength of the iron (Fe) and carbon (C).

Silicon (Si) is mixed with iron (Fe) and other essential components to reduce the degree of abrasion even if the railway linkages are interlinked and rubbed together, and the railway vehicle connector Heat resistance and cold resistance of the steel sheet.

Particularly, when the railway vehicle connector is applied to a transcontinental train with a severe climate change, the heat resistance and cold resistance are improved. Therefore, even if the basic temperature is low, the product damage can be prevented by the cold resistance, . ≪ / RTI >

Nickel (Ni) can be forged and bonded like iron, and is rich in ductility / ductility. It is also polished and has strong magnetic properties.

It is known that such nickel is more resistant to air and moisture than iron, does not cause oxidation, and is not eroded by alkali.

Therefore, it is possible to prevent corrosion and durability of the railway vehicle connector due to the change of the air and humidity around the railway vehicle connector due to climate change.

Molybdenum (Mo) is used to improve the strength of other alloys such as steel.

Such molybdenum has a higher melting point than other metals or alloys and can maintain its original strength, so that it has excellent heat resistance and excellent corrosion resistance.

The strength of the alloy steel for railway linkage manufactured according to the addition of chromium (Cr), copper (Cu), aluminum (Al), phosphorus (P) and sulfur (S)

The above-described essential components allow the abrasion resistance (tensile strength, yield point, and elongation) to be controlled and improved to be excellent by the combination of the respective components.

Hereinafter, tensile strength, yield point and elongation are measured through the composition according to the first embodiment of the present invention.

Experimental Example  1. Tensile strength, yield point and Yield rate  Measurement experiment

1-1. Experimental course

In this measurement, the first composition described in Example 1 described above is referred to as an experimental group (hereinafter referred to as "experimental group 1").

And the measuring method usually employs a method used for measuring tensile strength, yield point and / or elongation.

Experimental group 1 contained 0.201 wt% of carbon (C), 0.811 wt% of manganese (Mn), 0.548 wt% of silicon (Si), 0.792 wt% of chromium (Cr), 0.442 wt% of nickel (Ni) 0.130% by weight of Mo, 0.032% by weight of copper, 0.029% by weight of aluminum, 0.018% by weight of phosphorus and 0.008% by weight of sulfur.

1-2. Experiment result

Experiments were carried out on Experimental Group 1 of the essential components described above, which can be referred to the following Table 1, and more specifically to FIG.

FIG. 1 is a test report commissioned by the Korea Railroad Research Institute to measure tensile strength, yield strength and elongation according to the present invention, which is an attached test report of an alloy steel for a railway vehicle connecting machine according to the present invention.

The tensile strength Yield strength Elongation Experiment 1 880.8 N / mm ² 731.4 N / mm ² 18.3%

Referring to Table 1, test group 1 shows a minimum tensile strength of 827 N / mm ² , a yield strength of 689 N / mm ² and an elongation of 14% or more, which are the minimum standards of 'AAR M201'.

In order to examine the critical significance of the content of these essential components, Applicants set the experimental group 1 as above, and compare the content of iron (Fe) with the content of each essential component in comparative groups 1 to 3 Tensile strength, yield strength, and elongation were evaluated in the same manner as in the above experiment.

Comparison group 1 Comparison group 2 Experiment 1 Comparison group 3 Comparison group 4 carbon 0.185 0.195 0.201 0.205 0.21 manganese 0.75 0.8 0.811 0.92 0.93 silicon 0.4 0.45 0.548 0.65 0.66 chrome 0.742 0.75 0.792 0.9 0.91 nickel 0.385 0.4 0.442 0.5 0.55 molybdenum 0.085 0.1 0.130 0.2 0.255 Copper 0.01 0.02 0.032 0.04 0.05 aluminum 0.008 0.01 0.029 0.03 0.05 sign 0.008 0.01 0.018 0.02 0.03 sulfur 0.003 0.005 0.008 0.01 0.02 result The tensile strength 813.6 N / mm ²
(Unrecognized) 828.7 N / mm ²
(satisfy) 880.8 N / mm ²
(satisfy) 835.1 N / mm ²
(satisfy) 827.2 N / mm ²
(satisfy) Yield strength 673.7 N / mm ²
(Unrecognized) 690.2 N / mm ²
(satisfy) 731.4 N / mm ²
(satisfy) 698.3 N / mm ²
(satisfy) 690.5 N / mm ²
(satisfy) Elongation 13.6%
(Unrecognized) 15%
(satisfy) 18.3%
(satisfy) 15.2%
(satisfy) 14.1%
(satisfy)

* 'AAR M201' Requirements: Tensile strength 827 N / mm ² , yield strength 689 N / mm ² , elongation 14%

As can be seen from Table 2, tensile strength, yield strength and elongation were evaluated to be the best in Experiment Group 1.

However, in the case of the comparison group 2 to the comparison group 4, it can be used satisfying the criteria of 'AAR M201' but it is lower than that of the experimental group 1. On the other hand, the comparison group 1 did not meet the criteria of 'AAR M201'.

In particular, comparative group 4 was close to the minimum value of the criteria of 'AAR M201'.

When the content of each essential ingredient is decreased, the evaluation value is lower than that when the content of each ingredient is decreased. This means that the content of iron (Fe) is not high enough to satisfy the criterion of 'AAR M201' will be.

From the experimental group 1, the tensile strength, the yield strength and the elongation gradually decreased from the comparison group 3, but all met the criteria of 'AAR M201'.

However, as shown in Experimental Example 2 to be described later, the non-destructive test of Comparative Group 4 showed that the content of iron (Fe) was reduced as the content of each of the essential components increased, Is decreased.

Experimental Example  2. Cold resistance test

2-2. Experimental course

Experimental Example 2 was carried out by asking U Wang Laboratory of Korea Railroad Research Institute. The connector made of the alloy steel for a railway vehicle connector according to the present invention was maintained in a cold test box having a temperature of 44 ° C for 4 hours A crash test machine is provided in a test room capable of adjusting the temperature to minus 40 ° C or lower and one connector is mounted on the fixing jig of the crash tester and another connector is mounted on the moving jig of the crash tester.

Thereafter, the following experiments (a) and (b) are carried out three times.

(a) With the impact tester equipped with the above connector in the test room, allow the test room temperature to fall below minus 40 ° C for 1 hour and allow the connection unit to lock, release, Connection) function properly.

At this time, the connector is made by assembling the body and knuckle shown in [Fig. 1] to 1 set.

(b) One set of connectors is mounted on the fixing jig of the impact tester, and another set of connectors is mounted on the moving jig of the impact tester, and collision is performed at a speed of 5 km / h at a distance of 5 m. At this time, any one of the connectors mounted on the fixed jig and the movable jig is in the released state, and the other set is caused to collide in the normal state.

This test is carried out three times in total, and the test position shall be the red display area of [Figure 1]. This is because the area is the part where the damage is most generated when the impact or impact is applied, the body is subjected to ultrasonic inspection (U / T), and the knuckle is performed by magnetic particle inspection (M / T).

[Figure 1]

For reference, the crash tester used the same as shown in [Figure 2].

(Before collision) (after collision)

[Figure 2]

2-2. Experiment result

The experimental results can be referred to specifically in Figures 2a and 2b of the accompanying drawings.

2A and 2B show the result of the cold resistance test of the connector made of the alloy steel for a railway vehicle connector according to the present invention. FIG. 2A shows a result of an ultrasonic test (body) As shown in Fig.

The results according to Figs. 2A and 2B of the accompanying drawings are the results of the test group 1 according to the first embodiment.

It can be seen from the results according to Figs. 2A and 2B that they are denoted by A sum (pass).

Accordingly, the comparison groups 2 to 4, which were found to meet the criteria of 'AAR M201' in the above Experimental Example 1, and the experimental group 1 were compared with each other in Table 3.

Comparison group 2 Experiment 1 Comparison group 3 Comparison group 4 carbon 0.195 0.201 0.205 0.21 manganese 0.8 0.811 0.92 0.93 silicon 0.45 0.548 0.65 0.66 chrome 0.75 0.792 0.9 0.91 nickel 0.4 0.442 0.5 0.55 molybdenum 0.1 0.130 0.2 0.255 Copper 0.02 0.032 0.04 0.05 aluminum 0.01 0.029 0.03 0.05 sign 0.01 0.018 0.02 0.03 sulfur 0.005 0.008 0.01 0.02 result One crash
(Body / knuckle) Pass / Pass Pass / Pass Pass / Pass Pass / Pass Two crashes
(Body / knuckle) Pass / Pass Pass / Pass Pass / Pass Pass / Pass 3 times crash
(Body / knuckle) Pass / Pass Pass / Pass Pass / Pass Failed / Passed

That is, as shown in [Table 3], the nondestructive test results of all of the collision tests in the comparison groups 2 and 3 and the experiment group 1 were acceptable, whereas in the comparison group 4, the bodies failed in the third collision Respectively. In other words, when the content of iron (Fe) is manufactured according to the content of each component according to Comparative Group 4, the content of iron (Fe) is reduced and there is a risk of breakage at an extreme temperature of minus 40 ° C or below. Is difficult to manufacture.

That is, the comparative group 4 meets the criteria of 'AAR M201' in close proximity to the minimum standard, but according to the above results, it can be seen that if it is used continuously at a temperature of minus 40 ° C or less, breakage may occur , Which means that it must be above the minimum standard of 'AAR M201' to have significant durability at extreme temperatures.

Experimental Example  3. Tensile strength, yield point, and Elongation  Measurement experiment

3-1. Experimental sample

A total of five control samples were used as test samples. Iron (Fe) and impurities were fixed at a level of 97 wt%, and the essential components were adjusted to satisfy 100 wt% in total.

Control group 1: carbon (C), manganese (Mn), silicon (Si), phosphorus (P)

Control group 2: carbon (C), manganese (Mn), silicon (Si), phosphorus (P), sulfur (Si)

Control group 3: carbon (C), manganese (Mn), silicon (Si), phosphorus (P), sulfur (Si), chromium (Cr)

Control group 4: C, Mn, Si, P, Si, Cr, Ni and Cu.

Control group 5: carbon (C), manganese (Mn), silicon (Si), phosphorus (P), sulfur (Si), chromium (Cr), nickel (Ni), copper (Cu)

That is, the control group 5 includes Example 1.

3-2. Experimental Method

The tensile strength, the yield strength and the elongation are measured in the same manner as in Experimental Example 1.

3-3. Experiment result

The results of the experiment according to Experimental Example 1 are shown in Table 4 below.

Control 1 Control group 2 Control group 3 Control group 4 Control group 5 Carbon (C) ○ ○ ○ ○ ○ Manganese (Mn) ○ ○ ○ ○ ○ Silicon (Si) ○ ○ ○ ○ ○ In (P) ○ ○ ○ ○ ○ Sulfur (S) ○ ○ ○ ○ ○ Chromium (Cr) × ○ ○ ○ ○ Nickel (Ni) × × ○ ○ ○ Copper (Cu) × × × ○ ○ Aluminum (Al) × × × × ○ The tensile strength* 775.9 N / mm ²
(Not suitable) 815.6 N / mm ²
(Not suitable) 825.2 N / mm ²
(Not suitable) 831.1 N / mm ²
(fitness) 880.8 N / mm ²
(fitness) Yield strength * 671.2 N / mm ²
(Not suitable) 685.2 N / mm ²
(Not suitable) 705.8 N / mm ²
(fitness) 725.7 N / mm ²
(fitness) 731.4 N / mm ²
(fitness) Elongation * 12.5%
(Not suitable) 13.2%
(Not suitable) 13.9%
(Not suitable) 15.4%
(fitness) 18.3%
(fitness) evaluation** incongruity incongruity incongruity fitness fitness

* 'AAR M201' Requirements: Tensile strength 827 N / mm ² , yield strength 689 N / mm ² , elongation 14%

As can be seen from the above Table 4, both of the evaluation results of tensile strength, yield strength and elongation were inadequate for the control 1 and control 2, and the yield strength and the yield ratio for the control 3 were appropriate And the tensile strength was found to be inadequate. In the control group 4 and 5, all of the evaluation results are shown to be suitable. However, when the temperature is used at an extreme temperature of -40 ° C or less, it is expected that the control group 5, which is relatively excellent in evaluation, is more preferable.

Experimental Example  4. Effect of Composition Content on Strength: Chromium ( Cr )

4-1. Experimental Method

In Experimental Example 4, the composition other than chromium (Cr) among the essential components was fixed as in Test Example 1, and chromium (Cr) was adjusted as shown in Table 5 below. And the rest are iron (Fe) and impurities.

The experimental groups set as shown in [Table 5] were measured for tensile strength in the same manner as in the above experimental example, and the cold resistance (cold test) was evaluated in the same manner as in the above experiment.

4-2. Experiment result

The results of the experiment according to Experimental Example 4 can be referred to Table 5 below.

Subjects 1 Subjects 2 Experimental group 3 Subject group 4 Subjects 5 Experimental group 6 Subjects 7 Experimental group 8 Experimental group 9 Cr 0.744 0.752 0.76 0.768 0.776 0.784 0.792 0.90 0.908 C 0.201 0.201 0.201 0.201 0.201 0.201 0.201 0.201 0.201 Mn 0.811 0.811 0.811 0.811 0.811 0.811 0.811 0.811 0.811 Si 0.548 0.548 0.548 0.548 0.548 0.548 0.548 0.548 0.548 Ni 0.442 0.442 0.442 0.442 0.442 0.442 0.442 0.442 0.442 Mo 0.130 0.130 0.130 0.130 0.130 0.130 0.130 0.130 0.130 Cu 0.032 0.032 0.032 0.032 0.032 0.032 0.032 0.032 0.032 Al 0.029 0.029 0.029 0.029 0.029 0.029 0.029 0.029 0.029 P 0.018 0.018 0.018 0.018 0.018 0.018 0.018 0.018 0.018 S 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 Seal
burglar
(N / mm ² )
824.1
(Not suitable)
829.2
(fitness)
842.8
(fitness)
857.3
(fitness)
861.4
(fitness)
876.9
(fitness)
880.8
(fitness)
852.3
(fitness)
826.8
(Not suitable) crash
exam
1 time
pass
pass
pass
pass
pass
pass
pass
pass
pass crash
exam
Episode 2
fail
pass
pass
pass
pass
pass
pass
pass
pass crash
exam
3rd time
fail
pass
pass
pass
pass
pass
pass
pass
pass

* Subject group 7: same as experimental group 1

* 'AAR M201' Tensile strength requirements: 827 N / mm ²

As shown in Table 5, the tensile strength increases with increasing Cr content. However, when the content is less than 0.75% by weight, the tensile strength does not satisfy the criteria of 'AAR M201' based on the content of the essential component according to the present invention.

In addition, when the content of chromium (Cr) exceeds 0.792% by weight, the tensile strength is lowered based on the content of the essential component according to the present invention. Particularly, when the content of chromium (Cr) is 0.908% by weight, AAR M201 '. This is considered to be related to the content of iron (Fe) and the content of chromium (Cr), and it is judged that the content of iron (Fe) was too low.

Experimental Example  5. Effect of Composition Content on Strength: Nickel ( Ni )

5-1. Experimental Method

In Experimental Example 5, the composition other than nickel (Ni) among the essential components was fixed as in Test Example 1, and nickel (Ni) was adjusted as shown in Table 6 below. And the rest are iron (Fe) and impurities.

The experimental method is the same as in Experimental Example 4 above.

5-2. Experiment result

The results of the experiment according to Experimental Example 5 can be referred to the following [Table 6].

Experimental group 10 Experimental group 11 Experimental group 12 Experimental group 13 Experimental group 14 Experimental group 15 Experimental group 16 Subjects 17 Experimental group 18 Cr 0.792 0.792 0.792 0.792 0.792 0.792 0.792 0.792 0.792 C 0.201 0.201 0.201 0.201 0.201 0.201 0.201 0.201 0.201 Mn 0.811 0.811 0.811 0.811 0.811 0.811 0.811 0.811 0.811 Si 0.548 0.548 0.548 0.548 0.548 0.548 0.548 0.548 0.548 Ni 0.33 0.358 0.381 0.4 0.427 0.442 0.474 0.5 0.54 Mo 0.130 0.130 0.130 0.130 0.130 0.130 0.130 0.130 0.130 Cu 0.032 0.032 0.032 0.032 0.032 0.032 0.032 0.032 0.032 Al 0.029 0.029 0.029 0.029 0.029 0.029 0.029 0.029 0.029 P 0.018 0.018 0.018 0.018 0.018 0.018 0.018 0.018 0.018 S 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 Seal
burglar
(N / mm ² )
774.6
(Not suitable)
798.2
(Not suitable)
811.5
(Not suitable)
831.8
(fitness)
861.3
(fitness)
880.8
(fitness)
857
(fitness)
827.2
(fitness)
803.1
(Not suitable) crash
exam
1 time
pass
pass
pass
pass
pass
pass
pass
pass
pass crash
exam
Episode 2
fail
fail
pass
pass
pass
pass
pass
pass
pass crash
exam
3rd time
fail
fail
fail
pass
pass
pass
pass
pass
fail

* Subject group 15: Same as experimental group 1

* 'AAR M201' Tensile strength requirements: 827 N / mm ²

Referring to Table 6, when the content of nickel (Ni) is less than 0.4% by weight, the tensile strength does not satisfy the criteria of 'AAR M201', the tensile strength decreases from 0.442% , It will not meet the criteria of 'AAR M201'. Based on these experimental results, it is judged that nickel (Ni) also affects cold resistance and strength characteristics like the chromium (Cr) (based on the content of Example 1).

Experimental Example  6. Effect of composition content on strength: molybdenum ( Mo )

6-1. Experimental Method

In Experimental Example 6, the composition other than molybdenum (Mo) among the essential components was fixed as in Test Example 1, and molybdenum (Mo) was controlled as shown in Table 7 below. And the rest are iron (Fe) and impurities.

The experimental method is the same as in Experimental Example 4 above.

6-2. Experiment result

The results of the experiment according to Experimental Example 6 can be referred to the following [Table 7].

Subject group 19 Experimental group 20 Experimental group 21 Experimental group 22 Experimental group 23 Subject group 24 Subject group 25 Subject group 26 Experimental group 27 Cr 0.792 0.792 0.792 0.792 0.792 0.792 0.792 0.792 0.792 C 0.201 0.201 0.201 0.201 0.201 0.201 0.201 0.201 0.201 Mn 0.811 0.811 0.811 0.811 0.811 0.811 0.811 0.811 0.811 Si 0.548 0.548 0.548 0.548 0.548 0.548 0.548 0.548 0.548 Ni 0.442 0.442 0.442 0.442 0.442 0.442 0.442 0.442 0.442 Mo 0.09 0.1 0.11 0.13 0.15 0.17 0.19 0.2 0.21 Cu 0.032 0.032 0.032 0.032 0.032 0.032 0.032 0.032 0.032 Al 0.029 0.029 0.029 0.029 0.029 0.029 0.029 0.029 0.029 P 0.018 0.018 0.018 0.018 0.018 0.018 0.018 0.018 0.018 S 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 Seal
burglar
(N / mm ² )
826.7
(Not suitable)
831.5
(fitness)
850
(fitness)
880.8
(fitness)
872.5
(fitness)
842.1
(fitness)
831.2
(fitness)
828.8
(fitness)
826.8
(Not suitable) crash
exam
1 time
pass
pass
pass
pass
pass
pass
pass
pass
pass crash
exam
Episode 2
fail
pass
pass
pass
pass
pass
pass
pass
pass crash
exam
3rd time
fail
pass
pass
pass
pass
pass
pass
pass
pass

* Subject group 22: Same as experimental group 1

* 'AAR M201' Tensile strength requirements: 827 N / mm ²

According to the results shown in Table 7, molybdenum (Mo) does not cause a change in strength as much as chromium (Cr) or nickel (Ni) (based on collision test), its content is less than 0.1% AAR M201 'in the case of exceeding' AAR M201 '.

In addition, when the content of molybdenum (Mo) was based on the content of the essential components of Example 1, it was confirmed that the content having the highest tensile strength was 0.130% by weight.

Experimental Example  7. Effect of composition on ductility: Aluminum (Al) and copper (Cu)

7-1. Experimental Method

In Experimental Example 7, two experiments were carried out in which the composition other than aluminum (Al) was fixed as in Experimental Group 1, and the composition other than copper (Cu) was fixed as in Experimental Group 1, in the essential components .

The control of each aluminum (Al) and copper (Cu) is as shown in [Table 8], and the rest is iron (Fe) and impurities.

The test method is to measure the yield strength and elongation in the same manner as in the above-described experimental example.

6-2. Experiment result

The results of the experiment according to aluminum (Al) in Experimental Example 6 can be referred to the following [Table 8].

Subject group 28 Experimental group 29 Subject group 30 Experimental group 31 Experimental group 32 Experimental group 33 Subject group 34 Experimental group 35 Experimental group 36 Cr 0.792 0.792 0.792 0.792 0.792 0.792 0.792 0.792 0.792 C 0.201 0.201 0.201 0.201 0.201 0.201 0.201 0.201 0.201 Mn 0.811 0.811 0.811 0.811 0.811 0.811 0.811 0.811 0.811 Si 0.548 0.548 0.548 0.548 0.548 0.548 0.548 0.548 0.548 Ni 0.442 0.442 0.442 0.442 0.442 0.442 0.442 0.442 0.442 Mo 0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.13 Cu 0.032 0.032 0.032 0.032 0.032 0.032 0.032 0.032 0.032 Al 0.009 0.01 0.012 0.017 0.021 0.025 0.029 0.03 0.32 P 0.018 0.018 0.018 0.018 0.018 0.018 0.018 0.018 0.018 S 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 surrender
burglar
(N / mm ² )
672.8
(Not suitable)
690.2
(fitness)
712.5
(fitness)
717.8
(fitness)
725.6
(fitness)
729.1
(fitness)
731.4
(fitness)
702.5
(fitness)
687.4
(Not suitable) Elongation
(%) 13.8
(Not suitable) 14.1
(fitness) 15.2
(fitness) 16
(fitness) 16.7
(fitness) 17.4
(fitness) 18.3
(fitness) 18.9
(fitness) 18.8
(fitness)

* Subject group 34: Same as experimental group 1

* 'AAR M201' Requirements: yield strength 689 N / mm ² , elongation 14%

According to Table 8, when the content of aluminum (Al) is adjusted based on the content of the essential components based on the above-described Example 1, the yield strength is in the range of 0.01 to 0.03% by weight of aluminum (Al) 'Criteria and it was found that it can be used.

However, the elongation rate was found to be continuously increased depending on the content of aluminum (Al), which was significant without significant change based on 0.03% by weight of aluminum (Al).

In general, in the case of aluminum (Al), the content of aluminum (Al) is 0.01 to 0.03% by weight based on the content of the essential components of Example 1.

The results of the experiment according to copper (Cu) in Experimental Example 6 can be referred to the following [Table 9].

Experimental group 37 Experimental group 38 Experimental group 39 Experimental group 40 Experimental group 41 Experimental group 42 Experimental group 43 Experimental group 44 Experimental group 45 Cr 0.792 0.792 0.792 0.792 0.792 0.792 0.792 0.792 0.792 C 0.201 0.201 0.201 0.201 0.201 0.201 0.201 0.201 0.201 Mn 0.811 0.811 0.811 0.811 0.811 0.811 0.811 0.811 0.811 Si 0.548 0.548 0.548 0.548 0.548 0.548 0.548 0.548 0.548 Ni 0.442 0.442 0.442 0.442 0.442 0.442 0.442 0.442 0.442 Mo 0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.13 Cu 0.012 0.016 0.02 0.024 0.028 0.032 0.036 0.04 0.044 Al 0.029 0.029 0.029 0.029 0.029 0.029 0.029 0.029 0.029 P 0.018 0.018 0.018 0.018 0.018 0.018 0.018 0.018 0.018 S 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 surrender
burglar
(N / mm ² )
680.8
(Not suitable)
686.1
(Not suitable)
701.5
(fitness)
715.4
(fitness)
728.2
(fitness)
731.4
(fitness)
721.5
(fitness)
711.2
(fitness)
689.4
(fitness) Elongation
(%) 11
(Not suitable) 12.6
(Not suitable) 14.1
(fitness) 16.5
(fitness) 17.2
(fitness) 18.3
(fitness) 16.8
(fitness) 14.5
(fitness) 13.7
(Not suitable)

* Subject group 42: Same as experimental group 1

* 'AAR M201' Requirements: yield strength 689 N / mm ² , elongation 14%

Referring to Table 9, when copper (Cu) was controlled, the yield strength of the copper alloy satisfies the criteria of 'AAR M201' when the copper content is 0.02 wt% or more. However, when the copper (Cu) content is 0.044% by weight with respect to the elongation, it is less than 14% based on the content of the essential ingredients based on Example 1, and it is found that it does not satisfy the criteria of 'AAR M201' , And copper (Cu) in an amount of 0.02 to 0.04% by weight.

Overall, aluminum (Al) has a direct impact on yield strength, and copper (Cu) has a direct effect on firing rate. Since aluminum (Al) is a more flexible material, it is considered to have an effect on yield strength which is elastic limit. Copper is considered to have an influence on elongation rate which is an increase rate due to large ductility as a (non-ferrous) .

Claims (10)

An alloy steel for a railway vehicle connecting machine, wherein the essential component and the remainder other than the essential component are composed of iron (Fe) and impurities,
The above-
(Si), 0.792 wt% of chromium (Cr), 0.4 wt% to 0.5 wt% of nickel (Ni), 0.5 wt% of molybdenum (Mo), 0.1 wt% to 0.20 wt% of carbon (C) (P), and 0.005 to 0.01% by weight of sulfur (S), wherein the content of the copper (Cu) is 0.02 to 0.04% by weight,
The alloy steel for a railway vehicle connector has a cold resistance at a temperature of minus 40 ° C., and the cold resistance is a crash test in which a connector is attached to two jigs provided in a crash tester, and then collides at a speed of 5 km / h at a distance of 5 m Wherein the alloy steel for a railway vehicle connector is characterized in that it is confirmed through the use of the steel sheet.
The method according to claim 1,
The alloy steel for a railway vehicle connector according to claim 1,
828.7 N / mm ² or higher have a tensile strength of less than 880.8 N / mm ^2, was has a yield strength of less than 690.2 N / mm ² at least 731.4 N / mm ^2, having an elongation of less than 15% of 18.3% in the mechanical properties Wherein the alloy steel for a railway vehicle connector is characterized by:
An alloy steel for a railway vehicle connecting machine, wherein the essential component and the remainder other than the essential component are composed of iron (Fe) and impurities,
The above-
0.201 wt% of carbon (C), 0.811 wt% of manganese (Mn), 0.548 wt% of silicon (Si), 0.792 wt% of chromium (Cr), 0.442 wt% of nickel, 0.130 wt% of molybdenum 0.032% by weight of copper (Cu), 0.029% by weight of aluminum (Al), 0.018% by weight of phosphorus (P) and 0.008% by weight of sulfur (S)
The alloy steel for a railway vehicle connector has a cold resistance at a temperature of minus 40 ° C., and the cold resistance is a crash test in which a connector is attached to two jigs provided in a crash tester, and then collides at a speed of 5 km / h at a distance of 5 m Wherein the alloy steel for a railway vehicle connector is characterized in that it is confirmed through the use of the steel sheet.
The method of claim 3,
The alloy steel for a railway vehicle connector according to claim 1,
A tensile strength of 880.8 N / mm ² , a yield strength of 731.4 N / mm ² and an elongation of 18.3%.
5. The method according to any one of claims 1 to 4,
In the crash test,
A connector manufactured from an alloy steel for a railway vehicle connector is maintained in a cold test box having a temperature of minus 40 ° C for 4 hours and then the impactor is checked for cracks or breakage after a crash test in a crash tester. Alloy steel for railway linkage.
The method of claim 5,
Of the two connectors mounted on the two jigs,
Wherein one of the connecting members is in a released state and the other connecting member is in a locked state to collide with each other.
The method of claim 5,
Among the two jigs provided in the crash tester,
Wherein one of the jigs is fixed and the other jig is movable,
And the movable jig is moved in the direction of the connector mounted on the fixed jig to cause the movable jig to collide with the movable jig.
The method of claim 5,
After the collision test, it is checked whether the connector is cracked or broken.
Characterized in that the connector body is identified by ultrasonic inspection and the knuckle of the connector is identified by magnetic particle inspection. delete delete

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