WO2023029630A1 - 磨耗和滚动接触疲劳良好耦合的钢轨及其生产方法 - Google Patents

磨耗和滚动接触疲劳良好耦合的钢轨及其生产方法 Download PDF

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WO2023029630A1
WO2023029630A1 PCT/CN2022/096732 CN2022096732W WO2023029630A1 WO 2023029630 A1 WO2023029630 A1 WO 2023029630A1 CN 2022096732 W CN2022096732 W CN 2022096732W WO 2023029630 A1 WO2023029630 A1 WO 2023029630A1
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rail
cooling
stage
cooling rate
steel rail
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PCT/CN2022/096732
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English (en)
French (fr)
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费俊杰
周剑华
刘芳鸣
王瑞敏
赵国知
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武汉钢铁有限公司
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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21B—ROLLING OF METAL
    • B21B45/00—Devices for surface or other treatment of work, specially combined with or arranged in, or specially adapted for use in connection with, metal-rolling mills
    • B21B45/02—Devices for surface or other treatment of work, specially combined with or arranged in, or specially adapted for use in connection with, metal-rolling mills for lubricating, cooling, or cleaning
    • B21B45/0203—Cooling
    • 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
    • C21D1/78—Combined heat-treatments not provided for above
    • 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
    • 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
    • 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
    • C22C38/24—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
    • C22C38/32—Ferrous alloys, e.g. steel alloys containing chromium with boron
    • 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
    • C21D2211/00—Microstructure comprising significant phases
    • C21D2211/005—Ferrite
    • 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
    • C21D2211/00—Microstructure comprising significant phases
    • C21D2211/009—Pearlite

Definitions

  • the invention relates to the field of rail production, in particular to a rail with good coupling of wear and rolling contact fatigue and a production method thereof.
  • the wear resistance is improved, the rolling contact fatigue damage develops rapidly and becomes the main failure mode, which also affects the service life of the rail, especially in the mixed passenger and freight lines.
  • the wheel-rail force is greater, and the mutual restriction and competition between rolling contact fatigue and wear is more obvious, which has a serious impact on the comprehensive service life of the rail and driving safety.
  • the invention provides a steel rail with good coupling of wear and rolling contact fatigue and a production method thereof, by reasonably controlling the pearlite in the metallographic structure of the rail head
  • the layer spacing enables good coupling between the development of rail wear and rolling contact fatigue, thereby improving the comprehensive performance and service life of the rail.
  • the present invention designs a steel rail with good coupling of wear and rolling contact fatigue.
  • the chemical composition of the steel rail includes C: 0.75-0.88%, Si: 0.60 -0.80%, Mn: 0.90-1.30%, V: 0.08-0.15%, Cr: 0.15-0.30%, Nb: 0.02-0.08%, B: 0.004-0.008%, P ⁇ 0.025%, S ⁇ 0.025%, the rest For Fe and unavoidable impurities.
  • the chemical composition of the rail includes C: 0.76-0.86%, Si: 0.62-0.77%, Mn: 0.98-1.30%, V: 0.08-0.12%, Cr: 0.15-0.25%, Nb : 0.05-0.08%, B: 0.006-0.007%, P ⁇ 0.015%, S ⁇ 0.010%, and the rest are Fe and unavoidable impurities.
  • the metallographic structure of the rail is pearlite and a small amount of ferrite, the interlamellar spacing of pearlite is 150-190nm, the tensile strength of the rail is ⁇ 1250MPa, the elongation is 11-13%, and the rail head tread is brinell
  • the hardness is 350-380HB.
  • the chemical composition of the rail includes C: 0.78%, Si: 0.70%, Mn: 1.26%, V: 0.08%, Cr: 0.18%, Nb: 0.08%, B: 0.008%, P: 0.013%, S: 0.007%, and the rest are Fe and unavoidable impurities.
  • the present invention also provides a production method of the above-mentioned steel rail, the method prepares the steel rail through eight major steps of converter smelting, LF refining, vacuum treatment, continuous casting, slab heating, rolling, accelerated cooling and straightening; after rolling
  • the rails are subjected to online accelerated cooling treatment, and during the cooling process,
  • the rolled rail stays on the roller table.
  • accelerated cooling begins.
  • the entire cooling process is divided into 5 cooling stages, and the cooling speed of each stage is as follows:
  • the cooling rate of the first stage is 2-4°C/s
  • the cooling rate of the second stage is 3-5°C/s
  • the cooling rate of the third stage is 4-6°C/s
  • the cooling rate of the fourth stage is 3-5°C/s s
  • the cooling rate in the fifth stage is 2-4°C/s, when the temperature of the rail head drops to 350-380°C, stop the accelerated cooling, and finally cool down to room temperature naturally.
  • the cooling rate of each stage is respectively:
  • the cooling rate of the first stage is 2.5-3.5°C/s
  • the cooling rate of the second stage is 3.5-4.5°C/s
  • the cooling rate of the third stage is 4.5-5.5°C/s
  • the cooling rate of the fourth stage is 3.5-4.5°C/s s
  • the cooling rate in the fifth stage is 2.5-3.5°C/s, when the temperature of the rail head drops to 360-370°C, stop the accelerated cooling, and finally cool down to room temperature naturally.
  • the accelerated cooling time of each stage is equal to 10-15s, and the absolute value of the cooling speed difference between adjacent cooling stages should be controlled within 2°C/s.
  • the entire length of the rail is subjected to accelerated cooling heat treatment.
  • the rail head is accelerated to cool, the same cooling rate is applied to the rail bottom.
  • the rail bottom also stops cooling accordingly.
  • the rail production method further includes processes such as converter smelting, LF refining, vacuum treatment, continuous casting, slab heating, rolling, accelerated cooling and straightening.
  • the rail production process can be carried out.
  • the casting process should be carried out under full protection to prevent contact with air.
  • the cast billet should be slowly cooled, heated by a walking beam heating furnace, and subjected to heat preservation treatment, and rolled by a universal rolling production line. Adopt horizontal and vertical composite straightening technology, etc.
  • the cooling medium for accelerated cooling and slow cooling is a commonly used cooling medium in the field, including but not limited to water, polymer solution, oil, compressed air, water mist or oil mist mixture, which can provide a uniform cooling flow field substances are available.
  • C is the main element to form pearlite and carbide.
  • the strength and hardness of steel increase, while the plasticity and toughness decrease.
  • the range of C content should be determined according to the specific technical requirements. If the C content is too low, the density of lamellar cementite in the pearlite structure cannot be guaranteed, and the foundation strength and hardness of the rail are insufficient, which will affect the use effect; and If the C content is too high, on the one hand, the hardness of the rail will be too high, which will accelerate the growth of fatigue cracks and also reduce the welding performance. Therefore, the present invention controls the C content within the range of 0.75-0.88 wt%.
  • Si As the main additive element of steel, Si usually exists in ferrite and austenite in the form of solid solution to improve the strength of the matrix structure, inhibit the formation of cementite in the steel, and promote the transformation of ferrite.
  • Si content in the steel gradually increases
  • Si content is controlled within the range of 0.60-0.80 wt%.
  • Mn is a solid solution strengthening element in steel, which can increase the strength of ferrite and is also a carbide forming element. After entering cementite, it can partially replace Fe atoms and improve the strength and hardness of steel. At the same time, Mn can also reduce the pearlite transition temperature, thereby reducing the interlamellar spacing of pearlite.
  • An increase in the Mn content significantly reduces the weldability of the steel, coarsens the grain size, and increases the susceptibility to the formation of white spots and slab segregation. Therefore, the Mn content is controlled within the range of 0.9-1.3 wt%.
  • V is a precipitation strengthening element, which improves the strength and hardness of the rail. However, increasing the V content will further increase the strength and hardness of the rail, while the toughness will be greatly reduced.
  • the V content is controlled within the range of 0.08-0.15% by weight.
  • Cr can form a replacement solid solution with ⁇ -Fe, which plays a role of solid solution strengthening.
  • Cr is a strong carbide forming element, which makes the C curve of the steel shift to the right, which can significantly improve the strength and hardenability of the rail, and significantly refine Pearlite interlamellar spacing, but the increase of Cr content will reduce the plasticity and toughness of steel, so the Cr content is controlled within the range of 0.15-0.30 wt%.
  • Nb is one of the important microalloying elements in steel. It mainly improves the strength and toughness of steel through grain refinement and precipitation strengthening, and can also reduce the temper brittleness of steel. However, if the Nb content is too high, the high temperature thermoplasticity of steel will be reduced. It is easy to cause hot cracks in the slab, so the Nb content is controlled within the range of 0.02-0.08 wt%.
  • B can effectively delay the austenite-pearlite transformation and improve the hardenability. Adding a small amount of B to the steel can significantly improve the hardenability of the rail and make it easier to obtain a refined pearlite structure. However, when the B content is too high , it is easy to cause the brittleness of the rail to increase, and B has a strong affinity with O and N, and it is easy to form non-metallic inclusions, so the B content is controlled within the range of 0.004-0.008 wt%.
  • P and S are generally considered to be harmful residual elements in steel, which will greatly increase the crack sensitivity of steel, increase the low-temperature brittle transition temperature of steel, and reduce the low-temperature impact performance of steel. Therefore, without affecting the performance of the rail, It is required that the content of P and S should be as low as possible, and should be controlled at a level of ⁇ 0.025% by weight according to the requirements of current rail related standards.
  • the basic principle of the rail on-line heat treatment process is to accelerate the cooling of the rolled rail, use the residual temperature of the rolled rail to accelerate the cooling, increase the undercooling degree of austenite to pearlite transformation, and obtain a hot-rolled rail layer
  • the pearlite structure with finer spacing improves the strength and hardness of the rail and improves wear resistance.
  • the wear resistance of the rail is improved, and the microcracks caused by plastic deformation on the surface of the rail cannot be removed in time, resulting in the microcracks easy to continue to expand, developing into contact fatigue damage, and affecting the service life of the rail.
  • the rail head is mainly composed of pearlite, and the distance between pearlite sheets is the main factor determining its mechanical properties. Therefore, the present invention adopts a staged accelerated cooling process to control the distance between the pearlite sheets of the rail head within a certain range, so that the rail
  • the wear and contact fatigue will reach a dynamic balance, that is, the rail will produce a certain degree of wear, which will not only not deteriorate the geometric relationship between the wheel and rail, but also remove the fatigue layer on the surface in time, inhibit the development of contact fatigue cracks, and will roll
  • Contact fatigue and wear are controlled in a more suitable range, so that the two can be reasonably matched, and the comprehensive performance of the rail can be maximized.
  • the pearlite phase transformation is not completed at one time, but gradually proceeds from the surface to the core layer.
  • the surface metal cools down rapidly.
  • the pearlite phase transition temperature is reached , forming a pearlite layer on the surface.
  • the cooling rate in the first stage is 2-4°C/s, the purpose is to quickly take away the heat on the surface of the rail head, quickly form a stable and refined pearlite layer, ensure the hardness of the surface tread, and lay the foundation for subsequent heat treatment; surface pearlite After the phase transformation is completed, the supercooled austenite that is about to transform inside needs to exchange heat with the outside through this pearlite layer.
  • the cooling rate of the transformation interface between pearlite and austenite is lower than that of the surface. Developing towards the inside of the rail head, the depth of the pearlite layer gradually increases, so the cooling rate needs to be gradually increased.
  • the cooling rate in the second stage is 3-5°C/s, and the cooling rate in the third stage is 4-6°C/s.
  • the cooling rate increases in turn is to ensure that within a certain depth of the surface layer, the cooling rate is basically the same, and the driving force of the pearlite phase change should tend to be the same; and in the later stage of cooling, although the thickness of the pearlite layer is further increased, the heat dissipation channel to the outside becomes longer, but the rail head
  • the heat storage area in the core is also significantly reduced, and the overall heat capacity is small. Therefore, the cooling rate required to obtain the pearlite structure with equivalent lamellar spacing is correspondingly reduced.
  • the cooling rate in the fourth stage is 3-5°C/s
  • the cooling rate in the fifth stage is The cooling rate is 2-4°C/s, and the cooling rate is gradually reduced, and finally a pearlite structure with a suitable lamellar spacing is obtained at the rail head.
  • the invention accelerates the cooling of the rail head in stages, reasonably distributes the cooling speed and cooling time of each stage, and reasonably controls the pearlite lamellar spacing of the metallographic structure of the rail head, so that the development of rail wear and rolling contact fatigue can be realized Good coupling, thereby improving the comprehensive performance and service life of the rail, the production method is simple, highly operable, and easy to popularize and apply.
  • Fig. 1 is the pearlite lamellar spacing picture of rail of the present invention
  • Figure 2 is a schematic diagram of rail rolling contact wear test.
  • the steel rail with good coupling between wear and rolling contact fatigue of the present invention is based on the total weight of the steel rail, and the chemical composition of the steel rail includes C: 0.75-0.88%, Si: 0.60-0.80%, Mn: 0.90- 1.30%, V: 0.08-0.15%, Cr: 0.15-0.30%, Nb: 0.02-0.08%, B: 0.004-0.008%, P ⁇ 0.025%, S ⁇ 0.025%, and the rest are Fe and unavoidable impurities.
  • the process includes converter smelting, LF refining, vacuum treatment, and continuous casting.
  • the basicity of converter slag is controlled at 2.6-3.5; when the molten steel is about 1/4, alloys such as silicon, manganese, vanadium and recarburizers are added with the steel flow, and when the molten steel reaches 3/4, the alloys and recarburizers are all Add; LF furnace treatment time should be greater than 35min; RH vacuum degree ⁇ 90Pa, pure vacuum treatment time should not be less than 20min, the casting process should be carried out under full protection to prevent contact with air, and the cast billet should be slowly cooled. Then follow the conventional rail rolling method.
  • the steel billet is sent into the walking beam heating furnace for heating and heat preservation.
  • the heating temperature is 1200-1300 °C
  • the heat preservation time is 150-260min. °C
  • the final rolling temperature is 860-900°C.
  • Staged on-line heat treatment is carried out on the rails.
  • the starting cooling temperature is 760°C.
  • the entire rail head cooling process is divided into 5 stages.
  • the cooling time of each stage is 12s.
  • the cooling rate of the first stage is 2.6°C/s
  • the cooling rate of the second stage is
  • the cooling rate of the third stage is 5°C/s
  • the cooling rate of the fourth stage is 4.2°C/s
  • the cooling rate of the fifth stage is 2.4°C/s.
  • Embodiment 2 Carry out according to the production method of embodiment 1, difference is, the specific process of accelerated cooling after rolling is: start cooling temperature is 800 °C, and whole rail head cooling process is divided into 5 stages, and the cooling time of each stage is 10s, the cooling rate in the first stage is 3.2°C/s, the cooling rate in the second stage is 4.0°C/s, the cooling rate in the third stage is 5.5°C/s, the cooling rate in the fourth stage is 3.8°C/s, and the cooling rate in the fifth stage The speed is 3.0°C/s.
  • start cooling temperature is 800 °C
  • whole rail head cooling process is divided into 5 stages, and the cooling time of each stage is 10s, the cooling rate in the first stage is 3.2°C/s, the cooling rate in the second stage is 4.0°C/s, the cooling rate in the third stage is 5.5°C/s, the cooling rate in the fourth stage is 3.8°C/s, and the cooling rate in the fifth stage
  • the speed is 3.0°C/s.
  • Embodiment 3 Carry out according to the production method of embodiment 1, difference is, the specific process of accelerated cooling after rolling is: start cooling temperature is 720 °C, and whole rail head cooling process is divided into 5 stages, and the cooling time of each stage is 15s, the cooling rate in the first stage is 2.2°C/s, the cooling rate in the second stage is 3.6°C/s, the cooling rate in the third stage is 5.2°C/s, the cooling rate in the fourth stage is 3.5°C/s, and the cooling rate in the fifth stage The speed is 2.8°C/s.
  • start cooling temperature is 720 °C
  • whole rail head cooling process is divided into 5 stages, and the cooling time of each stage is 15s, the cooling rate in the first stage is 2.2°C/s, the cooling rate in the second stage is 3.6°C/s, the cooling rate in the third stage is 5.2°C/s, the cooling rate in the fourth stage is 3.5°C/s, and the cooling rate in the fifth stage
  • the speed is 2.8°C/
  • Embodiment 4 Carry out according to the production method of embodiment 1, difference is, the specific process of accelerated cooling after rolling is: start cooling temperature is 740 °C, and whole rail head cooling process is divided into 5 stages, and the cooling time of each stage is 13s, the cooling rate in the first stage is 3.6°C/s, the cooling rate in the second stage is 4.5°C/s, the cooling rate in the third stage is 5.7°C/s, the cooling rate in the fourth stage is 4.0°C/s, and the cooling rate in the fifth stage The speed is 2.5°C/s.
  • start cooling temperature is 740 °C
  • whole rail head cooling process is divided into 5 stages, and the cooling time of each stage is 13s, the cooling rate in the first stage is 3.6°C/s, the cooling rate in the second stage is 4.5°C/s, the cooling rate in the third stage is 5.7°C/s, the cooling rate in the fourth stage is 4.0°C/s, and the cooling rate in the fifth stage
  • the speed is 2.5°C/s.
  • Comparative Example 1 Carry out according to the chemical composition and production method of Example 1, the difference is that the specific process of accelerated cooling after rolling is: the starting cooling temperature is 730°C, the rail head is subjected to accelerated cooling at a constant cooling rate, and the cooling time The cooling rate is 65s, and the cooling rate is 2.0°C/s. When the temperature of the rail head drops to 350°C, the accelerated cooling is stopped, and it is naturally cooled to room temperature. Finally, the rail is straightened with a horizontal and vertical compound straightening machine.
  • Comparative Example 2 Carry out according to the chemical composition and production method of Example 1, the difference is that the specific process of accelerated cooling after rolling is: the starting cooling temperature is 750°C, the rail head is subjected to accelerated cooling at a constant cooling rate, and the cooling time The cooling rate is 52s, and the cooling rate is 4.5°C/s. When the temperature of the rail head drops to 370°C, the accelerated cooling is stopped, and it is naturally cooled to room temperature. Finally, the rail is straightened with a horizontal and vertical compound straightening machine.
  • the M-2000 rolling contact wear tester was used to carry out the contact fatigue wear test on the rails of the examples and the comparative examples under the same test conditions.
  • the relative rolling of the cylindrical samples is used to measure the weight loss due to wear.
  • the schematic diagram of the test is shown in Figure 2.
  • the upper samples are respectively taken from the rail head area of the embodiment and the comparative example, and the lower sample is wheel steel with a Brinell hardness of 380HB.
  • test conditions are as follows:
  • Sample size thickness 8mm, inner diameter 10mm, outer diameter 20mm;
  • the total number of revolutions for grinding 5 ⁇ 10 5 times.
  • the method of the present invention can achieve good coupling between wear and rolling contact fatigue, and improve the comprehensive service life of the rail.
  • the mechanical properties of the rail obtained in Example 3 and Metallographic structure is the best.

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Abstract

本发明公开了一种磨耗和滚动接触疲劳良好耦合的钢轨及其生产方法，所述钢轨的化学成分按重量百分比计包括C：0.75-0.88％、Si：0.60-0.80％、Mn：0.90-1.30％、V：0.08-0.15％、Cr：0.15-0.30％、Nb：0.02-0.08％、B：0.004-0.008％、P≤0.025％、S≤0.025％，其余为Fe和不可避免的杂质。本发明通过对轨头进行分阶段的加速冷却，合理分配各阶段的冷却速度和冷却时间，通过合理控制轨头金相组织的珠光体片层间距，使得钢轨磨耗和滚动接触疲劳的发展能实现良好耦合，从而提高钢轨的综合使用性能和使用寿命，该生产方法简单，可操作性强，易于推广应用。

Description

磨耗和滚动接触疲劳良好耦合的钢轨及其生产方法 技术领域
本发明涉及钢轨生产领域，具体涉及一种磨耗和滚动接触疲劳良好耦合的钢轨及其生产方法。
背景技术
我国铁路建设正处于快速发展时期，随着铁路向着高速和重载方向的发展，列车运行速度、载重量和运行密度显著增加，钢轨的伤损问题变得越发显著，高强度热处理钢轨可显著改善钢轨耐磨和抗接触疲劳性能，目前国内外钢轨厂家普遍采用了在线热处理工艺来提高钢轨强度和硬度，以提高其使用性能。
我国大部分铁路为客货混运线路，同时通行轴重较大的货运列车以及轴重较小的客运列车，列车速度和轴重变化大，轮轨受力复杂多变。线路条件不同，钢轨伤损形态不一，但总体上表现出来的是磨损和滚动接触疲劳两种伤损，钢轨材料的滚动接触疲劳与磨损之间存在相互制约相互竞争的关系，即钢轨强度硬度较低时，钢轨的磨耗很严重，滚动接触疲劳伤损一般很轻微，钢轨磨损速率快导致了钢轨使用寿命较短；钢轨强度硬度较高时，磨损变得轻微，钢轨接触疲劳伤损的产生和扩展速率决定了钢轨的使用寿命，耐磨性虽然提高了，但是滚动接触疲劳伤损发展较快，变为主要的失效形式，同样影响了钢轨使用寿命，特别是在客货混运线路的曲线线路，轮轨作用力较大，滚动接触疲劳与磨损的相互制约相互竞争关系表现更为明显，对钢轨综合使用寿命和行车安全造成严重影响。
针对目前客货混运线路钢轨表现出来的磨损和滚动接触疲劳伤损问题，以及随之带来的行车安全隐患，亟需一种能将磨耗和滚动接触疲劳良好耦合的钢轨，提高钢轨的综合使用性能。
发明内容
本发明针对目前客货混运线路钢轨表现出来的磨损和滚动接触疲劳伤损问题，提供一种磨耗和滚动接触疲劳良好耦合的钢轨及其生产方法，通过合理控制轨头金相组织的珠光体片层间距，使得钢轨磨耗和滚动接触疲劳的发展能实现良好耦合，从而提高钢轨的综合使用性能和使用寿命。
为实现上述目的，本发明所设计一种磨耗和滚动接触疲劳良好耦合的钢轨，以钢轨的总重量为基准，所述钢轨的化学成分按重量百分比计包括C：0.75-0.88％、Si：0.60-0.80％、Mn：0.90-1.30％、V：0.08-0.15％、Cr：0.15-0.30％、Nb：0.02-0.08％、B： 0.004-0.008％、P≤0.025％、S≤0.025％，其余为Fe和不可避免的杂质。
进一步地，所述钢轨的化学成分按重量百分比计包括C：0.76-0.86％、Si：0.62-0.77％、Mn：0.98-1.30％、V：0.08-0.12％、Cr：0.15-0.25％、Nb：0.05-0.08％、B：0.006-0.007％、P≤0.015％、S≤0.010％，其余为Fe和不可避免的杂质。
再进一步地，所述钢轨的金相组织为珠光体和少量铁素体，珠光体片层间距为150-190nm，钢轨抗拉强度≥1250MPa，延伸率为11-13％，轨头踏面布氏硬度为350-380HB。
再进一步地，所述钢轨的化学成分按重量百分比计包括C：0.78％、Si：0.70％、Mn：1.26％、V：0.08％、Cr：0.18％、Nb：0.08％、B：0.008％、P：0.013％、S：0.007％，其余为Fe和不可避免的杂质。
本发明还提供了一种上述钢轨的生产方法，该方法通过转炉冶炼、LF精炼、真空处理、连铸、铸坯加热、轧制、加速冷却和矫直的八大步骤制备得到钢轨；轧制后的钢轨进行在线的加速冷却处理，且冷却过程中，
轧制后的钢轨在辊道上停留，当钢轨表面温度达到700-820℃时，开始进行加速冷却，整个冷却过程分为5个冷却阶段，每个阶段的冷却速度分别为：
第1阶段冷却速度为2-4℃/s，第2阶段冷却速度为3-5℃/s，第3阶段冷却速度为4-6℃/s，第4阶段冷却速度为3-5℃/s，第5阶段冷却速度为2-4℃/s，待轨头温度降至350-380℃时，停止加速冷却，最后自然冷却至室温。
作为优选方案，所述冷却过程中，每个阶段的冷却速度分别为：
第1阶段冷却速度为2.5-3.5℃/s，第2阶段冷却速度为3.5-4.5℃/s，第3阶段冷却速度为4.5-5.5℃/s，第4阶段冷却速度为3.5-4.5℃/s，第5阶段冷却速度为2.5-3.5℃/s，待轨头温度降至360-370℃时，停止加速冷却，最后自然冷却至室温。
作为优选方案，所述冷却过程中，每个阶段的加速冷却时间相等，均为10-15s，相邻冷却阶段之间冷却速度差的绝对值应控制在2℃/s以内。
作为优选方案，所述钢轨通长进行加速冷却热处理，在轨头加速冷却的同时，对轨底也施加同样的冷却速度，当轨头停止加速冷却时，轨底也相应停止冷却。
本发明中，所述钢轨生产方法还包括：转炉冶炼、LF精炼、真空处理、连铸、铸坯加热、轧制、加速冷却和矫直等工序，对上述工序没有特别的限定，按照常规的钢轨生产工艺方法进行即可。例如，浇铸过程应在全程保护下进行，防止与空气接触，浇铸成的钢坯应进行缓冷处理，采用步进梁加热炉进行铸坯加热，并进行保温处理，采用万能轧制生产线进行轧制，采用平立复合矫直工艺等。
本发明中，所述加速冷却和缓冷的冷却介质为本领域常用的冷却介质，包括但是不限于水、聚合物溶液、油、压缩空气、水雾或者油雾混合气，能够提供均匀冷却流场的物质均可。
本发明原料和工艺的原理：
1.本发明中各合金元素的作用和机理：
C是形成珠光体和碳化物的主要元素，一般来说，随着钢中C含量的增加，钢的强度和硬度增加，而塑性和韧性随之下降。在实际设计成分时，要根据具体技术要求确定C含量范围，C含量过低，珠光体结构中的片层渗碳体的密度得不到保证，钢轨基础强度和硬度不足，影响使用效果；而C含量过高，一方面会使得钢轨硬度过高，会加速疲劳裂纹扩展，同时也会使焊接性能下降，因此，本发明将C含量控制在0.75-0.88重量％范围内。
Si作为钢的主要添加元素通常以固溶体形式存在于铁素体和奥氏体中提高基体组织的强度，能抑制钢中的渗碳体形成，促进铁素体转变，当钢中Si含量逐渐升高时，容易出现局部偏析，Si含量控制在0.60-0.80重量％范围内。
Mn是钢中的固溶强化元素，可以提高铁素体强度，也是碳化物形成元素，进入渗碳体后可部分代替Fe原子，提高钢的强度和硬度。同时Mn也可以降低珠光体转变温度，从而降低珠光体片层间距。Mn含量增加会大幅降低钢的焊接性能，粗化晶粒尺寸，并增加形成白点和铸坯偏析的敏感性。因此Mn含量控制在0.9-1.3重量％范围内。
V是析出强化元素，提高钢轨的强度和硬度，但是增加V含量，钢轨强度硬度进一步增高的同时，韧性会大幅下降，V含量控制在0.08-0.15重量％范围内。
Cr可与α-Fe形成置换固溶体，起到固溶强化作用，同时Cr又是强烈的碳化物形成元素，使得钢的C曲线右移，能显著提高钢轨的强度及淬透性，显著细化珠光体片层间距，但是Cr含量增加又会降低钢的塑性和韧性，因此Cr含量控制在0.15-0.30重量％范围内。
Nb是钢中重要的微合金元素之一，主要通过细化晶粒和析出强化来提高钢的强度和韧性，还能降低钢的回火脆性，但是Nb含量过高会降低钢的高温热塑性，容易引起钢坯热裂纹，因此Nb含量控制在0.02-0.08重量％范围内。
B可有效推迟奥氏体-珠光体转变，提高淬透性，钢中加入微量的B，即可显著提高钢轨的淬透性，更加容易得到细化的珠光体组织，但是B含量过高时，容易引起钢轨脆性增加，而且B与O、N亲和力很强，易形成非金属夹杂，因此B含量控制在0.004-0.008重量％范围内。
P、S一般认为是钢中的有害残余元素，会大幅增加钢的裂纹敏感性，同时会提高钢的低温脆性转变温度，降低钢的低温冲击性能，因此，在不影响钢轨性能的前提下，要求P、S含量越低越好，按照目前钢轨相关标准要求，将其控制在≦0.025重量％的水平。
2.选取上述工艺参数的原因如下：
1)钢轨在线热处理工艺的基本原理主要是对轧后钢轨进行加速冷却处理，利用轧后钢轨的余温加速冷却，增加奥氏体向珠光体转变的过冷度，获得比热轧钢轨片层间距更加细小的珠光体组织，从而提高钢轨的强度和硬度，提高耐磨性。但是珠光体片层间距过于细化后，钢轨耐磨性提高，钢轨表层因为塑性变形导致的微裂纹无法及时磨除，导致微裂纹容易继续扩展，发展成为接触疲劳伤损，影响钢轨使用寿命。钢轨轨头主要为珠光体组织，珠光体片层间距是决定其力学性能的主要因素，因此本发明采用分阶段的加速冷却工艺，将轨头珠光体片层间距控制在一定范围内，这样钢轨的磨耗和接触疲劳会达到一个动态平衡，即钢轨产生一定程度的磨损，不仅不使轮轨之间的几何关系恶化，还能及时将表面的疲劳层去除，抑制接触疲劳裂纹的发展，将滚动接触疲劳与磨损控制在较适宜的区间，使两者能合理匹配，将钢轨综合性能发挥最好。
2)钢轨轨头在热处理过程中，珠光体相变不是一次完成的，而是从表面到心部分层逐渐进行的，刚开始加速冷却时，表层金属迅速降温，当达到珠光体相变温度时，表面形成一层珠光体层。第1阶段冷却速度为2-4℃/s，目的是为了快速带走轨头表层的热量，迅速形成稳定细化珠光体层，保证表面踏面硬度，同时为后续的热处理打下基础；表面珠光体相变完成后，这时内部即将发生转变的过冷奥氏体需要通过此珠光体层与外界进行热交换，此时珠光体和奥氏体转变界面的冷却速度低于表面，随着相变向着轨头内部发展，珠光体层深度逐渐增加，因此冷却速度需要逐渐提高，第2阶段冷却速度为3-5℃/s，第3阶段冷却速度为4-6℃/s，冷却速度依次提高，是为了保证在表层一定深度内，冷却速度基本一致，珠光体相变驱动力应趋于一致；而到冷却后期，虽然珠光体层厚度进一步增加导致向外界的散热通道变长，但是轨头心部的蓄热区也显著缩小，总体热容量较小，因此得到片层间距相当的珠光体组织需要的冷却速度也相应降低，第4阶段冷却速度为3-5℃/s，第5阶段冷却速度为2-4℃/s，冷却速度逐渐下降，最终在轨头得到适宜片层间距的珠光体组织。
本发明的有益效果：
本发明通过对轨头进行分阶段的加速冷却，合理分配各阶段的冷却速度和冷却时间，通过合理控制轨头金相组织的珠光体片层间距，使得钢轨磨耗和滚动接触疲劳的发展能实现良好耦合，从而提高钢轨的综合使用性能和使用寿命，该生产方法简单，可操作性 强，易于推广应用。
附图说明
图1为本发明所述钢轨的珠光体片层间距图片；
图2为钢轨滚动接触磨损试验示意图。
具体实施方式
下面结合具体实施例对本发明作进一步的详细描述，以便本领域技术人员理解。
本发明的磨耗和滚动接触疲劳良好耦合的钢轨，以钢轨的总重量为基准，所述钢轨的化学成分按重量百分比计包括C：0.75-0.88％、Si：0.60-0.80％、Mn：0.90-1.30％、V：0.08-0.15％、Cr：0.15-0.30％、Nb：0.02-0.08％、B：0.004-0.008％、P≤0.025％、S≤0.025％，其余为Fe和不可避免的杂质。
基于上述配方，设计钢轨1-4的冶炼化学成分分别按照表1所示。
表1 实施例的化学成分
Figure PCTCN2022096732-appb-000001
实施例1
按照常规的钢轨冶炼和浇铸方法进行，工序包括转炉冶炼、LF精炼、真空处理、连铸。其中，转炉炉渣碱度控制在2.6-3.5；出钢水1/4左右时，随钢流加入硅、锰、钒等合金和增碳剂，钢水出至3/4时，合金、增碳剂全部加入；LF炉处理时间应大于35min；RH真空度≤90Pa，纯真空处理时间应不低于20min，浇铸过程应在全程保护下进行，防止与空气接触，同时浇铸成的钢坯应进行缓冷处理。随后按照常规的钢轨轧制方法进行，钢坯送入步进梁加热炉中加热并保温，加热温度1200-1300℃，保温时间150-260min，用万能轧机轧制成钢轨，开轧温度1080-1150℃，终轧温度860-900℃。对钢轨进行分阶段的在线热处理，开始冷却温度为760℃，整个轨头冷却过程分为5个阶段，各阶段冷却时间为12s，第1阶段冷却速度为2.6℃/s，第2阶段冷却速度为3.8℃/s，第3阶段冷却速度为5℃/s，第4阶段冷却速度为4.2℃/s，第5阶段冷却速度为2.4℃/s，待轨头温度降至360℃时，停止加速冷却，自然冷却至室温，最后采用平立复合矫直机对钢轨进行矫直。
实施例2：按照实施例1的生产方法进行，所不同的是，轧后加速冷却的具体工艺为：开始冷却温度为800℃，整个轨头冷却过程分为5个阶段，各阶段冷却时间为10s，第1阶段冷却速度为3.2℃/s，第2阶段冷却速度为4.0℃/s，第3阶段冷却速度为5.5℃/s，第4阶段冷却速度为3.8℃/s，第5阶段冷却速度为3.0℃/s，待轨头温度降至370℃时，停止加速冷却，自然冷却至室温，最后采用平立复合矫直机对钢轨进行矫直。
实施例3：按照实施例1的生产方法进行，所不同的是，轧后加速冷却的具体工艺为：开始冷却温度为720℃，整个轨头冷却过程分为5个阶段，各阶段冷却时间为15s，第1阶段冷却速度为2.2℃/s，第2阶段冷却速度为3.6℃/s，第3阶段冷却速度为5.2℃/s，第4阶段冷却速度为3.5℃/s，第5阶段冷却速度为2.8℃/s，待轨头温度降至350℃时，停止加速冷却，自然冷却至室温，最后采用平立复合矫直机对钢轨进行矫直。
实施例4：按照实施例1的生产方法进行，所不同的是，轧后加速冷却的具体工艺为：开始冷却温度为740℃，整个轨头冷却过程分为5个阶段，各阶段冷却时间为13s，第1阶段冷却速度为3.6℃/s，第2阶段冷却速度为4.5℃/s，第3阶段冷却速度为5.7℃/s，第4阶段冷却速度为4.0℃/s，第5阶段冷却速度为2.5℃/s，待轨头温度降至380℃时，停止加速冷却，自然冷却至室温，最后采用平立复合矫直机对钢轨进行矫直。
对比例1：按照实施例1的化学成分和生产方法进行，所不同的是，轧后加速冷却的具体工艺为：开始冷却温度为730℃，对轨头进行恒定冷却速度的加速冷却，冷却时间为65s，冷却速度为2.0℃/s，待轨头温度降至350℃时，停止加速冷却，自然冷却至室温，最后采用平立复合矫直机对钢轨进行矫直。
对比例2：按照实施例1的化学成分和生产方法进行，所不同的是，轧后加速冷却的具体工艺为：开始冷却温度为750℃，对轨头进行恒定冷却速度的加速冷却，冷却时间为52s，冷却速度为4.5℃/s，待轨头温度降至370℃时，停止加速冷却，自然冷却至室温，最后采用平立复合矫直机对钢轨进行矫直。
按照国家铁路行业标准TB/T 2344-2012规定的方法测定实施例和对比例钢轨的抗拉强度、踏面硬度、金相组织等性能指标，结果见表2。
表2 实施例和对比例的力学性能对比
Figure PCTCN2022096732-appb-000002
为了验证本发明所得钢轨的综合使用性能，采用M-2000型滚动接触磨损试验机，在相同试验条件下对实施例和对比例钢轨进行接触疲劳磨损试验。试验通过圆柱试样相对滚动，测量磨损失重量，试验示意图如图2所示。上试样分别取自实施例和对比例钢轨轨头区域，下试样为布氏硬度380HB的车轮钢。
试验条件如下：
试样尺寸：厚度8mm，内径10mm，外径20mm；
试验载荷：500N；
转速：上试样180r/min，下试样200r/min；
滑差率：10％；
对磨总转数：5×10 5次。
接触疲劳磨损试验结果见表3。
表3 实施例和对比例的接触疲劳磨损试验结果
  试样表面宏观形貌 裂纹向轨头内部扩展深度/μm 磨损失重量/g
实施例1 轻微疲劳裂纹 30.2 1.23
实施例2 轻微疲劳裂纹 33.5 1.05
实施例3 轻微疲劳裂纹 31.5 1.16
实施例4 轻微疲劳裂纹 34.9 1.27
对比例1 基本无裂纹 12.3 2.07
对比例2 明显裂纹，伴有剥离掉块 67.1 0.55
由上表可知：实施例1-4得到的钢轨各项力学性能和金相组织良好，在滚动接触磨损试验中，钢轨的磨损与接触疲劳表现出了良好耦合，磨损失重量和疲劳裂纹形貌及深度均控制在合理的范围；对比例1钢轨的珠光体片层间距较大，强度硬度低，其疲劳裂 纹不明显，但是磨耗显著增加，对比例2钢轨的珠光体片层间距较小，强度硬度高，其磨耗控制较好，但是疲劳裂纹显著增多，且裂纹扩展深度增加。对比来看，本发明方法在保证热处理钢轨组织和力学性能的前提下，能使磨耗和滚动接触疲劳实现良好耦合，提高钢轨的综合使用寿命，其中，实施例3得到的钢轨各项力学性能和金相组织最好。
其它未详细说明的部分均为现有技术。尽管上述实施例对本发明做出了详尽的描述，但它仅仅是本发明一部分实施例，而不是全部实施例，人们还可以根据本实施例在不经创造性前提下获得其他实施例，这些实施例都属于本发明保护范围。

Claims (8)

  1. 一种磨耗和滚动接触疲劳良好耦合的钢轨，其特征在于：以钢轨的总重量为基准，所述钢轨的化学成分按重量百分比计包括C：0.75-0.88％、Si：0.60-0.80％、Mn：0.90-1.30％、V：0.08-0.15％、Cr：0.15-0.30％、Nb：0.02-0.08％、B：0.004-0.008％、P≤0.025％、S≤0.025％，其余为Fe和不可避免的杂质。
  2. 根据权利要求1所述磨耗和滚动接触疲劳良好耦合的钢轨，其特征在于：所述钢轨的化学成分按重量百分比计包括C：0.76-0.86％、Si：0.62-0.77％、Mn：0.98-1.30％、V：0.08-0.12％、Cr：0.15-0.25％、Nb：0.05-0.08％、B：0.006-0.007％、P≤0.015％、S≤0.010％，其余为Fe和不可避免的杂质。
  3. 根据权利要求1所述磨耗和滚动接触疲劳良好耦合的钢轨，其特征在于：所述钢轨的金相组织为珠光体和少量铁素体，珠光体片层间距为150-190nm，钢轨抗拉强度≥1250MPa，延伸率为11-13％，轨头踏面布氏硬度为350-380HB。
  4. 根据权利要求1或2或3所述磨耗和滚动接触疲劳良好耦合的钢轨，其特征在于：所述钢轨的化学成分按重量百分比计包括C：0.78％、Si：0.70％、Mn：1.26％、V：0.08％、Cr：0.18％、Nb：0.08％、B：0.008％、P：0.013％、S：0.007％，其余为Fe和不可避免的杂质。
  5. 一种权利要求1或2所述钢轨的生产方法，该方法通过转炉冶炼、LF精炼、真空处理、连铸、铸坯加热、轧制、加速冷却和矫直的八大步骤制备得到钢轨；其特征在于：轧制后的钢轨进行在线的加速冷却处理，且冷却过程中，
    轧制后的钢轨在辊道上停留，当钢轨表面温度达到700-820℃时，开始进行加速冷却，整个冷却过程分为5个冷却阶段，每个阶段的冷却速度分别为：
    第1阶段冷却速度为2-4℃/s，第2阶段冷却速度为3-5℃/s，第3阶段冷却速度为4-6℃/s，第4阶段冷却速度为3-5℃/s，第5阶段冷却速度为2-4℃/s，待轨头温度降至350-380℃时，停止加速冷却，最后自然冷却至室温。
  6. 根据权利要求5所述钢轨的生产方法，其特征在于：所述冷却过程中，每个阶段的冷却速度分别为：
    第1阶段冷却速度为2.5-3.5℃/s，第2阶段冷却速度为3.5-4.5℃/s，第3阶段冷却速度为4.5-5.5℃/s，第4阶段冷却速度为3.5-4.5℃/s，第5阶段冷却速度为 2.5-3.5℃/s，待轨头温度降至360-370℃时，停止加速冷却，最后自然冷却至室温。
  7. 根据权利要求5或6所述钢轨的生产方法，其特征在于：所述冷却过程中，每个阶段的加速冷却时间相等，均为10-15s，相邻冷却阶段之间冷却速度差的绝对值应控制在2℃/s以内。
  8. 根据权利要求5或6所述钢轨的生产方法，其特征在于：所述钢轨通长进行加速冷却热处理，在轨头加速冷却的同时，对轨底也施加同样的冷却速度，当轨头停止加速冷却时，轨底也相应停止冷却。
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