WO2003070995A1 - Steel, solid wheel, and tire for rail vehicles and method for producing parts of this type - Google Patents
Steel, solid wheel, and tire for rail vehicles and method for producing parts of this type Download PDFInfo
- Publication number
- WO2003070995A1 WO2003070995A1 PCT/EP2003/001471 EP0301471W WO03070995A1 WO 2003070995 A1 WO2003070995 A1 WO 2003070995A1 EP 0301471 W EP0301471 W EP 0301471W WO 03070995 A1 WO03070995 A1 WO 03070995A1
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- WIPO (PCT)
- Prior art keywords
- steel
- steel according
- weight
- content
- wheel
- Prior art date
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Classifications
-
- C—CHEMISTRY; METALLURGY
- C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
- C22C—ALLOYS
- C22C38/00—Ferrous alloys, e.g. steel alloys
- C22C38/02—Ferrous alloys, e.g. steel alloys containing silicon
-
- C—CHEMISTRY; METALLURGY
- C21—METALLURGY OF IRON
- C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
- C21D1/00—General methods or devices for heat treatment, e.g. annealing, hardening, quenching or tempering
- C21D1/56—General methods or devices for heat treatment, e.g. annealing, hardening, quenching or tempering characterised by the quenching agents
- C21D1/613—Gases; Liquefied or solidified normally gaseous material
-
- C—CHEMISTRY; METALLURGY
- C21—METALLURGY OF IRON
- C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
- C21D1/00—General methods or devices for heat treatment, e.g. annealing, hardening, quenching or tempering
- C21D1/62—Quenching devices
- C21D1/667—Quenching devices for spray quenching
-
- C—CHEMISTRY; METALLURGY
- C21—METALLURGY OF IRON
- C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
- C21D9/00—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor
- C21D9/34—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor for tyres; for rims
-
- C—CHEMISTRY; METALLURGY
- C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
- C22C—ALLOYS
- C22C38/00—Ferrous alloys, e.g. steel alloys
- C22C38/04—Ferrous alloys, e.g. steel alloys containing manganese
-
- C—CHEMISTRY; METALLURGY
- C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
- C22C—ALLOYS
- C22C38/00—Ferrous alloys, e.g. steel alloys
- C22C38/18—Ferrous alloys, e.g. steel alloys containing chromium
- C22C38/40—Ferrous alloys, e.g. steel alloys containing chromium with nickel
- C22C38/42—Ferrous alloys, e.g. steel alloys containing chromium with nickel with copper
-
- C—CHEMISTRY; METALLURGY
- C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
- C22C—ALLOYS
- C22C38/00—Ferrous alloys, e.g. steel alloys
- C22C38/18—Ferrous alloys, e.g. steel alloys containing chromium
- C22C38/40—Ferrous alloys, e.g. steel alloys containing chromium with nickel
- C22C38/44—Ferrous alloys, e.g. steel alloys containing chromium with nickel with molybdenum or tungsten
-
- C—CHEMISTRY; METALLURGY
- C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
- C22C—ALLOYS
- C22C38/00—Ferrous alloys, e.g. steel alloys
- C22C38/18—Ferrous alloys, e.g. steel alloys containing chromium
- C22C38/40—Ferrous alloys, e.g. steel alloys containing chromium with nickel
- C22C38/46—Ferrous alloys, e.g. steel alloys containing chromium with nickel with vanadium
Definitions
- the invention relates to a steel for the production of rolling elements in use for rail vehicles, such as solid wheels, wheel tires or shafts or the like, solid wheels and wheel tires made from such steel and a method for their production.
- Wheels for rail vehicles can be made of solid material or as built wheels in which a wheel tire is mounted on a rim. Regardless of whether it is a full wheel or a built wheel, rail wheels are subject to considerable loads in the area of their running surfaces that come into contact with the rail. These loads are increased due to increased axle loads, higher average speeds and also increased acceleration and braking forces with regard to the economy of rail operations.
- Unalloyed or low-alloy carbon steels such as those specified in DIN EN 13262, are usually used as the material for the solid wheels and the wheel tires of built wheels. These steels have a maximum carbon content of 0.48% by weight (steel ER6), 0.52% by weight (steel ER7), 0.56% by weight (steel ER8), 0.60% by weight ( Steel ER9).
- minimum yield strengths R p o, 2 of 500 N / mm 2 , the steel ER7 of 520 N / mm 2 , the steel ER8 of 540 N / mm 2 and the steel ER9 of 580 N / mm 2 must be used for the steel ER6 be guaranteed.
- the average tensile strengths R m for the steels ER6, ER7, ER8 and ER9 are 780/900 N / mm 2 , 820/900 N / mm 2 , 860/980 N / mm 2 and 900/1050 N, respectively / mm 2 .
- the materials are subject to complex mechanical and thermal stresses that can occur as constant or changing loads.
- the strength in particular the heat resistance, the fatigue strength and fatigue strength, the crack initiation and crack growth behavior, the fracture toughness, have a decisive influence on the level up to which the material used or the component made from it can withstand the respective effective stresses.
- the thermal fatigue behavior in particular the thermal shock behavior and the wear behavior, which manifests itself in particular in the resistance to rolling contact fatigue and adhesive / tribochetic and abrasive wear.
- the wheels or wheel tires produced from the known steels are generally rim-hardened or, in the case of the production of Wheel tires completely immersed in a liquid medium.
- the wheels or wheel tires heated to the hardening temperature are sprayed with water in the area of their tread. Due to the forced cooling, the relatively high strengths are achieved.
- a defined residual stress state is set in the respective workpiece by the targeted quenching.
- the known rolling bearing steel is said to be (in% by weight) 0.45 to 0.55% C, 1.2 to 1.3% Si, 0.6 to 0.7% Mn, less than 0.5% Cr, less contain than 0.15% Cu, 0.3 to 0.4% Mo, less than 0.2% Ni and 0.11 to 0.16% V.
- the ratio of Si / Mn must be 1.8 to 2.2 and the ratio V: MO: CR: MO 1: 1.8 to 2.4: 3.2 to 3.8: 4.2 to 4.8 amount in order to obtain the desired high wear resistance with high heat resistance.
- a low-alloy or unalloyed steel in the manner of the known steel has, if it is processed conventionally and that in DE 198 37 311 C2 has specified mechanical characteristics, a remuneration structure.
- Such a non-equilibrium structure proves to be more readily transformable than a structure close to equilibrium if it is heated rapidly above the transition temperature.
- the object of the invention was to provide a steel material that meets the high demands that arise in practice even under high thermal loads.
- a method should be specified with which rail wheels and similarly loaded components can be produced from steels according to the invention, which have an optimal distribution of properties for the loads occurring in practice.
- the alloying elements contained in the steel according to the invention are selected such that they have a ferritic-pearlitic structure when using a suitable heat treatment.
- This structure is distinguished by a particularly good resistance to wear and has a thermodynamic stability which is higher than that of the bainitic or martensitic structures found in the prior art. In this way, steel composed according to the invention is able to react more transiently to brief transgressions of the transformation temperature than a steel with a tempering structure.
- steel according to the invention proves to be a transformation carrier than the known steels ER6 to ER9, so that the risk of a structural transformation in the steel according to the invention, also due to a short-term heating to high temperatures, resulting in a deterioration in the material properties, of a significantly higher C - Steels with a low content are significantly reduced.
- Steel according to the invention is therefore particularly suitable for the manufacture of such components that are exposed to extremely high temperature loads during operation, each of which spans a longer time interval, such as occurs in heavy-duty operation, when braking at high speeds from a block or when the wheel and rail slip in the area of the tread.
- the steel according to the invention has a significantly reduced carbon content compared to steels conventionally used for the production of components that are subjected to rolling loads during operation.
- the manganese content has also been reduced compared to conventional steels. Both measures serve to delay the formation of austenite which otherwise occurs when heated above the transition temperature. This can be achieved particularly effectively and safely if carbon contents in the range from 0.37% by weight to 0.41% by weight are selected. It is also beneficial to the increased safety of avoiding austenite formation if the Mn contents in steel according to the invention are limited to 0.30% by weight to 0.40% by weight.
- steel according to the invention has mechanical properties which correspond to or exceed those of the known steels ER7, ER8 and ER9 used for the production of rail wheels.
- tensile strengths which are in the range from 700 MPa to 950 MPa, with an elastic limit which is in the range from 475 MPa to 625 MPa, an elongation at break which is 27% to 17%, a constriction of fracture which is 60% to 50%, and one Notched impact energy KU reached 40 J to 20 J (notched impact energy KU determined at room temperature on samples that have a U-notch).
- steel according to the invention contains a higher Si content than conventional steels. This is matched to the manganese content of the steel according to the invention in such a way that the ferrite phase of the pearlitic-ferritic structure is solidified by solid-solution hardening. Martensite, which can form despite the stabilization of the ferrite occurring with the composition according to the invention, is less brittle and is therefore less detrimental to the wear resistance of the steel according to the invention.
- the desired stabilizing effect of silicon in the steel according to the invention can be achieved particularly reliably if the Si content is 0.90% by weight to 1.00% by weight, it being particularly advantageous if these contents already match the preferred Mn contents mentioned above can be combined.
- the molybdenum contents provided according to the invention serve the same purpose, forming favorable fine precipitates with regard to hardening.
- Cr and Mo increase the heat resistance in the steel according to the invention. As a result, they guarantee increased creep resistance that Steel according to the invention is particularly suitable for use in heavy-duty operation.
- the contents of these two alloy elements are preferably in the range from 0.90% by weight to 1.00% by weight of Cr and 0.15% by weight to 0.20% by weight of Mo.
- the upper limits within which the iron accompanying elements P and S can still be endured in steel according to the invention are as low as possible in order to largely rule out the formation of sulfides and other undesirable precipitates.
- the content of P is preferably limited to a maximum of 0.007% by weight and that of S to a maximum of 0.003% by weight.
- the H content is therefore preferably limited to a maximum of 2.0 pp, in particular a maximum of 1.6 ppm, and that of 0 to a maximum of 40 ppm.
- steel according to the invention can contain further elements such as V, Nb, B, Ti or Al. Depending on the alloying element used, sufficient quantities of N must be added to produce the desired strength-increasing precipitates. Both a single and a combined addition of these elements to the steel according to the invention is possible, a steel according to the invention, if it is microalloyed, in each case containing at least two of the elements in question.
- the V content is preferably in the range from 0.08% by weight to 0.10% by weight, that of Nb in the range from 0.01% by weight to 0.015% by weight and that of B in the range from 0.0020% by weight to 0.0030% by weight.
- a steel according to the invention which is optimized with regard to the influences of all elements and which ensures that the desired work result is achieved in a particularly reliable manner is thus composed as follows (in% by weight unless otherwise stated):
- steel according to the invention is particularly suitable for the production of solid wheels or wheel tires for rail vehicles. It turns out to be particularly favorable that the optimized properties of solid wheels are not only found in the area of the tread directly under rolling load, but also depend on the respective heat and Apply cooling treatment to the entire rim, blade, and hub of the wheel. Likewise, the mechanical properties of wheel tires produced from steel according to the invention are evenly distributed over their thickness.
- the solid wheel or the wheel built with a tire according to the invention has a distribution of properties in the area of its tread, even after several material-removing reworkings, which distribution is essentially equal to that of the Is new.
- the occurrence of embrittlement and the associated risk of material breakouts or uneven wear due to structural changes is reduced to a minimum.
- the object on which the invention is based is achieved in that a blank is produced from a steel according to the invention in such a way that the blank is subjected to controlled heating to a level above the Austenite transformation temperature is subjected to heating temperature and that the blank is cooled in a controlled manner after the controlled heating by applying cooling fluid, in particular an air stream, to the surface of the blank in at least one section in such a way that a cooling rate is obtained which is lower than with quenching a quenching liquid and higher than in still air.
- cooling fluid in particular an air stream
- the component produced by the method according to the invention has, despite the use of a low-alloy steel composition which is significantly lower in carbon compared to the known steels and although it has a ferritic-pearlitic structure, an optimized strength, toughness, fracture toughness and an equally optimal fatigue for the intended use - Wear and crack progress behavior. These properties are distributed very evenly over the component.
- the method according to the invention provides for the blank to be cooled by means of a fluid which, although controlled, cools the workpiece considerably milder than is the case with conventional quenching. According to the invention, there is consequently no quenching of the respective tread with high cooling rates, but rather a comparatively slow cooling takes place which, under the conditions created by the composition of the steel according to the invention, favorably affects the formation of a uniform structure and a low gradient of the mechanical properties affects the cross section of the respective component.
- cooling fluid corresponds to that of air. It is essential that the cooling speeds achieved with the fluid cooling according to the invention are respectively higher than with cooling in still air, but always lower than the cooling rates that are achieved with liquid cooling.
- the particular advantage of using a gas for cooling the blank is that such a gas can be easily passed over the surface section of the blank to be cooled. In contrast to the use of quenching liquids, cooling concentrated on a specific area can be carried out without the risk that adjacent areas are also unintentionally caught by the cooling by flowing liquid.
- cooling from the heating temperature which is above the austenite transformation temperature and is generally 900 ° C. and more, to a temperature below 450 ° C.
- the cooling is preferably carried out within a time interval which is at least 5 minutes and at most 25 minutes. It has been shown that cooling is particularly safe if these boundary conditions are observed Have products produced that are clearly superior to the products produced in a conventional manner with regard to their resilience in practical use.
- the mechanical properties of the products produced according to the invention meet all requirements which are made of materials for components according to the applicable regulations, which rotate when used under contact load, as is the case with rail wheels, rail wheel rings or shafts.
- the rail wheels and wheel tires produced by the method according to the invention have significantly higher residual compressive stresses in the wheel rim than wheels or tires which have been produced from conventional steels in a conventional manner. It has thus been found that the residual compressive stresses in the wheels or wheel tires according to the invention were regularly above those which could be determined for conventionally manufactured wheels and wheel tires. The high residual compressive stresses also contribute to the wear resistance of solid rail wheels and wheel tires produced according to the invention, by generally counteracting the formation of cracks and, in the event that a crack nevertheless occurs, inhibit its progress.
- the invention is explained in more detail below using an exemplary embodiment.
- the single figure shows a section of an axially cut solid wheel for rail vehicles.
- the rail wheel blank 1 is a rail wheel blank 1 made of solid material.
- the rail wheel blank 1 which is conventionally designed in its shape, has a running surface 2 which runs around its outer circumference and is formed on the peripheral surface of the wheel rim 3 of the rail wheel blank 1.
- the tread 2 is delimited by a wheel flange 5 which also runs around the circumference of the rail wheel blank 1 and is raised in the radial direction relative to the tread 2.
- a groove 2a is formed in the area of the transition from the tread 2 to the flange 5.
- the wheel rim 3 is integrally connected to the outer circumferential edge of a disc 6, the one opposite Wheel rim 3 has a significantly reduced cross-sectional thickness and is aligned approximately centrally to the wheel rim 3 in the axial direction.
- the disc 6 is supported by a hub 7, which is also integrally connected to it and is aligned concentrically with the wheel rim 3.
- the rail wheel blank 1 After the shaping processing, the rail wheel blank 1 has been subjected to an austenitization in which it has been heated to a temperature above 875 ° C. for at least one hour. The still hot rail wheel blank was then placed in a cooling device, not shown in detail here.
- the cooling device in question has a plurality of individually or jointly orientable nozzles, likewise not shown here, each of which directs an air flow L 1 - L 5 onto the rail wheel blank 1.
- the first air flow L 1 is, for example, on the running surface 2, the second air flow L 2 on the circumferential surface 5 a of the wheel flange 5, the third air flow L 3 on the front side 4 assigned to the wheel flange 5, the air flow L 4 on the front side 8 of the rail wheel blank opposite the front side 4 1 and the air flow L5 directed into the throat 2a.
- the ventilation flows L1 to L5 are directed individually, in groups or all at the rail wheel blank 1. It is essential here that the cooling in the areas of the rail wheel blank 1 hit by the respective air flows L1 to L5 advances at cooling rates that are higher than those on the one hand Still air, on the other hand, achieved lower than the cooling speeds that are achieved with liquids in conventional cooling, for example in the case of the well-known tread hardening.
- the air streams L1 to L5 can be aligned without any problems and, if necessary, removed by suitable suction systems so that, for example, the disk 6 and the hub 7 are not hit by them. Accelerated cooling which is undesirable in these areas can thus be reliably avoided.
- the rail wheel blank 1 After the end of the air flow cooling, the rail wheel blank 1 has a homogeneously distributed ferritic-pearlitic structure in the area of the wheel rim 3 and wheel flange 5, which is covered by the targeted cooling by the air flows L1 to L5, which is characterized by high strengths and also in the case of high briefly occurring during rail operation Thermal loads prove to be sluggish against undesired structural transformation. At the same time, 3 high residual compressive stresses have arisen in the area of the wheel rim, which ensure that the operational formation and growth of cracks in the tread 2 of the finished wheels are suppressed in the long term. In the area of the disk 6 and the hub 7, on the other hand, the disk blank 1 has a tough structure which ensures that the finished rail wheel can safely absorb the loads occurring in this area.
- the properties of the products produced in the manner according to the invention were determined on the basis of comparative tests in which the known steels R7 (0.52% by weight C, 0.40% by weight Si, 0.80% by weight Mn, 0.020) %
- P 0.015% by weight S
- 0.30% by weight Cr 0.30% by weight Cu
- 0.08% by weight Mo 0.30% by weight
- Ni 0 , 06% by weight
- V sum of the parts by weight of Cr, Mo and Ni 0.5% by weight
- R8 which, with the same composition as the steel R7, has a higher C content of 0.56% by weight.
- % has, test pieces manufactured.
- test pieces were produced from the steel E1 according to the invention mentioned above by way of example and further test pieces were made from a steel E2 which, with the rest of the composition identical to the steel E1 according to the invention, had a C content of 0.45 wt.
- test pieces produced according to the invention were brought to a heating temperature which was so high that the austenitization started reliably.
- the specimens were held at this heating temperature for about two hours.
- the samples were then cooled in a controlled manner in an air stream.
- Diag. 1 shows the range of temperature / time profiles that led to an optimal work result.
- the line uK shows the course of the temperature decrease that occurs when, starting from the heating temperature of approx. 900 ° C, within approx. 348 seconds (5.8 minutes) to a final cooling temperature of approx. 400 ° C in the air flow is cooled.
- the line oK shows the course of the decrease in temperature that occurs when, based on the heating temperature, cooling to the final cooling temperature takes place within approx. 1328 seconds (22.13 minutes).
- Table 1 are the according to the invention manufactured samples compared properties compared to the properties of the conventionally produced from the known steels R7 and R8. It can be seen that the mechanical properties of the samples produced according to the invention are at least equal or superior to those conventionally produced. Further investigations have shown that the same applies to crack propagation behavior. However, the samples produced according to the invention have a significantly improved wear behavior and an equally significantly improved heat resistance.
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Materials Engineering (AREA)
- Mechanical Engineering (AREA)
- Metallurgy (AREA)
- Organic Chemistry (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Crystallography & Structural Chemistry (AREA)
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Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP03706505A EP1476586B1 (en) | 2002-02-20 | 2003-02-14 | Steel, solid wheel, and tire for rail vehicles and method for producing parts of this type |
AU2003208852A AU2003208852A1 (en) | 2002-02-20 | 2003-02-14 | Steel, solid wheel, and tire for rail vehicles and method for producing parts of this type |
DE50300911T DE50300911D1 (en) | 2002-02-20 | 2003-02-14 | STEEL, WHEEL AND WHEEL TIRE FOR RAIL VEHICLES AND METHOD FOR THE PRODUCTION OF SUCH CONSTRUCTION ELEMENTS |
UA20040806931A UA80110C2 (en) | 2002-02-20 | 2003-02-14 | Steel, continuous wheel and wheel tyre for rail vehicles and method for producing of such construction elements |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10208186A DE10208186C2 (en) | 2002-02-20 | 2002-02-20 | Steel, solid wheel and wheel tires for rail vehicles and methods for producing such components |
DE10208186.7 | 2002-02-20 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2003070995A1 true WO2003070995A1 (en) | 2003-08-28 |
Family
ID=27740419
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2003/001471 WO2003070995A1 (en) | 2002-02-20 | 2003-02-14 | Steel, solid wheel, and tire for rail vehicles and method for producing parts of this type |
Country Status (6)
Country | Link |
---|---|
EP (1) | EP1476586B1 (en) |
AU (1) | AU2003208852A1 (en) |
DE (2) | DE10208186C2 (en) |
ES (1) | ES2247519T3 (en) |
UA (1) | UA80110C2 (en) |
WO (1) | WO2003070995A1 (en) |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
RU2564789C1 (en) * | 2014-06-04 | 2015-10-10 | Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования Иркутский государственный университет путей сообщения (ФГБОУ ВПО ИрГУПС) | Prevention of railway vehicle speed mode violations |
RU2580764C1 (en) * | 2014-12-30 | 2016-04-10 | Акционерное общество "Научно-исследовательский институт железнодорожного транспорта" | Steel for manufacture of railway bands |
CA2995917C (en) * | 2015-08-24 | 2020-04-14 | Nippon Steel & Sumitomo Metal Corporation | Rail vehicle axle |
RU2618033C1 (en) * | 2016-05-19 | 2017-05-02 | РЕЙЛ 1520 АйПи ЛТД | Steel for production of rail roadwheels |
CN110777238A (en) * | 2019-12-10 | 2020-02-11 | 中国兵器工业新技术推广研究所 | Torsion shaft and heat treatment process and preparation method thereof |
CN111893377B (en) * | 2020-07-13 | 2021-10-26 | 首钢集团有限公司 | Aluminum-silicon plated steel plate for 1900 MPa-grade high-strength and high-toughness hot stamping and preparation method thereof |
CN112322979B (en) * | 2020-11-05 | 2022-12-16 | 宝武集团马钢轨交材料科技有限公司 | Steel for subway wheels and wheel production method |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1508362B1 (en) * | 1966-03-18 | 1972-07-13 | Amsted Ind Inc | PROCESS FOR COOLING STEEL WHEELS, IN PARTICULAR RAILWAY WHEELS |
EP0717123A1 (en) * | 1994-12-14 | 1996-06-19 | Fried. Krupp AG Hoesch-Krupp | Steel for tyres |
DE19837311A1 (en) * | 1998-08-18 | 2000-03-02 | Fag Oem & Handel Ag | Wheel tire or solid wheel, especially for high speed train wheel sets, consists of a special rolling contact bearing steel of specified composition |
JP2001152291A (en) * | 1999-11-26 | 2001-06-05 | Nippon Steel Corp | Bainitic rail excellent in resistance to rolling fatigue damage and internal fatigue damage and welded joint properties, and its manufacturing method |
EP1215291A1 (en) * | 2000-12-15 | 2002-06-19 | Bochumer Verein Verkehrstechnik GmbH | Method and apparatus for cooling and treating of rotationally symmetric metal bodies, especially steel bodies |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS52101624A (en) * | 1976-02-23 | 1977-08-25 | Nippon Steel Corp | Rail whose tumbling fatigue life is prolonged |
-
2002
- 2002-02-20 DE DE10208186A patent/DE10208186C2/en not_active Expired - Fee Related
-
2003
- 2003-02-14 AU AU2003208852A patent/AU2003208852A1/en not_active Abandoned
- 2003-02-14 UA UA20040806931A patent/UA80110C2/en unknown
- 2003-02-14 EP EP03706505A patent/EP1476586B1/en not_active Expired - Lifetime
- 2003-02-14 DE DE50300911T patent/DE50300911D1/en not_active Expired - Lifetime
- 2003-02-14 ES ES03706505T patent/ES2247519T3/en not_active Expired - Lifetime
- 2003-02-14 WO PCT/EP2003/001471 patent/WO2003070995A1/en not_active Application Discontinuation
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1508362B1 (en) * | 1966-03-18 | 1972-07-13 | Amsted Ind Inc | PROCESS FOR COOLING STEEL WHEELS, IN PARTICULAR RAILWAY WHEELS |
EP0717123A1 (en) * | 1994-12-14 | 1996-06-19 | Fried. Krupp AG Hoesch-Krupp | Steel for tyres |
DE19837311A1 (en) * | 1998-08-18 | 2000-03-02 | Fag Oem & Handel Ag | Wheel tire or solid wheel, especially for high speed train wheel sets, consists of a special rolling contact bearing steel of specified composition |
JP2001152291A (en) * | 1999-11-26 | 2001-06-05 | Nippon Steel Corp | Bainitic rail excellent in resistance to rolling fatigue damage and internal fatigue damage and welded joint properties, and its manufacturing method |
EP1215291A1 (en) * | 2000-12-15 | 2002-06-19 | Bochumer Verein Verkehrstechnik GmbH | Method and apparatus for cooling and treating of rotationally symmetric metal bodies, especially steel bodies |
Non-Patent Citations (2)
Title |
---|
"Werkstoffkunde - Stahl", 1985, VERLAG - STAHLEISEN, DÜSSELDORF, XP002243693, 351400 * |
PATENT ABSTRACTS OF JAPAN vol. 2000, no. 23 10 February 2001 (2001-02-10) * |
Also Published As
Publication number | Publication date |
---|---|
AU2003208852A1 (en) | 2003-09-09 |
UA80110C2 (en) | 2007-08-27 |
DE50300911D1 (en) | 2005-09-08 |
DE10208186A1 (en) | 2003-09-11 |
DE10208186C2 (en) | 2003-12-24 |
ES2247519T3 (en) | 2006-03-01 |
EP1476586B1 (en) | 2005-08-03 |
EP1476586A1 (en) | 2004-11-17 |
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