阅读说明：本技术 轨道的制造方法 (Method for manufacturing rail ) 是由 本庄稔 竹正峰康 于 2020-03-06 设计创作，主要内容包括：本发明提供一种轨道的制造方法,在JIS E 1101所规定的普通轨道的制造中,可以使矫正前的轨道的在高度方向的弯曲变小。本发明的轨道的制造方法的特征在于,具有以下工序：将具有以质量％计含有C：0.60％～0.85％、Si：0.10％～1.00％和Mn：0.10％～1.30％且剩余部分由Fe和不可避免的杂质构成的成分组成的钢片热轧而得到轨道的工序；将上述轨道在如下条件下加速冷却的工序：轨头的冷却开始温度T1：750℃～850℃、轨头的冷却停止温度T2：大于700℃、且T1-T2为20℃以上；以及,之后将上述轨道放冷的工序。(The invention provides a method for manufacturing a track, which can reduce the bending of the track in the height direction before correction in the manufacture of a common track specified by JIS E1101. The method for manufacturing a rail according to the present invention is characterized by comprising the steps of: will have a composition containing, in mass%, C: 0.60% -0.85%, Si: 0.10% -1.00% and Mn: a step of obtaining a rail by hot rolling a steel sheet having a composition of 0.10 to 1.30% and the balance consisting of Fe and unavoidable impurities; and (3) a step of cooling the rail at an accelerated speed under the following conditions: cooling start temperature T1 of the railhead: 750 ℃ to 850 ℃, cooling stop temperature T2 of the rail head: above 700 deg.C and T1-T2 is above 20 deg.C; and then cooling the rail.)

1. A method for manufacturing a rail, comprising the steps of:

will have a composition containing, in mass%, C: 0.60% -0.85%, Si: 0.10% -1.00% and Mn: a step of obtaining a rail by hot rolling a steel sheet having a composition of 0.10 to 1.30% and the balance consisting of Fe and unavoidable impurities;

a step of accelerated cooling the rail under the following conditions:

cooling start temperature T1 of the railhead: 750-850 deg.C,

Cooling stop temperature T2 of rail head: greater than 700 ℃ and

T1-T2 is above 20 ℃; and

and then, cooling the rail.

2. The method for manufacturing a rail according to claim 1, wherein the composition further contains a component selected from the group consisting of

Cr: less than 1.50 percent of,

V: less than 0.50 percent of,

Cu: less than 0.50 percent of,

Ni: less than 0.50 percent of,

Nb: less than 0.10 percent,

Mo: less than 0.50 percent of,

Al: less than 0.05 percent of,

W: less than 0.50 percent of,

B: less than 0.005 percent,

Ti: less than 0.05 percent of,

Mg: 0.020% or less, and

ca: 0.020% or less

1 or more of them.

Technical Field

The present invention relates to a method for manufacturing a rail used in a straight section of a passenger railway or a high axle load railway, for example.

Background

In general, a railway rail is produced by heating a continuously cast steel sheet (Bloom), hot-rolling the heated slab into a desired rail shape, cooling the obtained rail to normal temperature, performing straightening and inspection processes, and finally shipping the rail as a product. As a method of cooling the rail to room temperature after hot rolling, the following 2 types are mainly known.

First, a method of directly transporting a hot-rolled rail to a cooling bed and cooling the rail to room temperature on the cooling bed (natural cooling). The rail obtained by this method is suitable for applications which do not require high hardness, such as a straight portion, i.e., a so-called "normal rail" defined in JIS E1101.

Secondly, a method of transporting the rail after hot rolling to an in-line heat treatment facility, performing heat treatment therein to accelerate cooling (forced cooling) of the rail head to a pearlite transformation temperature of about 400 to 550 ℃ or lower, then transporting the rail to a cooling bed, and cooling the rail on the cooling bed to normal temperature (natural cooling). The accelerated cooling is to perform under-quenching (sliding quenching) on the entire cross section of the rail head, and aims to increase the hardness of the rail head and improve the wear resistance. Therefore, the rail obtained by this method is suitable for use under severe conditions such as a sharp curve line and a high axial weight, i.e., a so-called "heat-treated rail" defined in JIS E1120. For example, patent document 1 describes a rail manufacturing method in which, after hot rolling, the rail is kept in an upright state in a temperature region where the surface temperature of the rail head is from 800 ℃ to 450 ℃ and accelerated cooling is performed, during which the rail legs are mechanically restrained; and then, cooling the rail to the normal temperature.

Documents of the prior art

Patent document

Patent document 1 International publication No. 2005/066377

Disclosure of Invention

However, when the rail is cooled to room temperature on the cooling bed, the rail is not restricted in the height direction, and therefore, the rail is bent in the height direction. If the curvature becomes large, the subsequent conveyance to the straightening step (taking out from the cooling bed) becomes difficult, and the straightening becomes difficult. Therefore, the smaller the curve of the track conveyed to the straightening step, the easier the straightening of the track. In the present specification, the term "curvature in the height direction" refers to a curvature in the vertical direction in the upright state of the rail.

In the case of heat-treated rails, the entire rail including the rail head and the rail foot undergoes pearlite transformation during the accelerated cooling, and therefore the bending of the rail before straightening in the height direction is small. However, in the case of a normal rail, since the rail after hot rolling is directly conveyed to a cooling bed and is cooled to normal temperature in the cooling bed, a large difference in cooling rate occurs between the rail head and the rail foot, and the timings of pearlite transformation between the rail head and the rail foot are shifted, so that large bending is likely to occur. That is, when a general track is manufactured by a general manufacturing process, there is a problem that the amount of bending in the height direction tends to be large. In particular, when the rail is directly conveyed to the cooling bed with a length of 100m or more without cutting the rail by a hot rolling saw after hot rolling, the amount of bending in the height direction becomes remarkable.

In view of the above problems, it is an object of the present invention to provide a method for manufacturing a track, which can reduce the curvature in the height direction of the track before correction in manufacturing a normal track defined in JIS E1101.

The present inventors have conducted intensive studies to solve the above problems and have obtained the following findings. That is, in the case of manufacturing a normal rail, the rail after hot rolling is normally transported to a cooling bed without being subjected to accelerated cooling, and is cooled to normal temperature. However, it has been found that a normal rail having a small curvature in the height direction can be manufactured on a cooling bed by extremely lightly accelerated cooling the rail after hot rolling, specifically, by stopping accelerated cooling of the rail head at a temperature (more than 700 ℃) at which pearlite transformation does not occur. Note that if the rail head is subjected to accelerated cooling to a pearlite transformation temperature or lower, in the process of the accelerated cooling, only the surface layer portion of the rail head undergoes pearlite transformation, and the non-transformed portion inside the rail head undergoes pearlite transformation on the cooling bed, and therefore, large bending occurs. It is therefore important to have the rail head stop cooling temperature greater than 700 ℃.

The present invention has been completed based on the above findings, and the gist thereof is as follows.

[1] A method of manufacturing a rail, comprising:

will have a composition containing, in mass%, C: 0.60% -0.85%, Si: 0.10% to 1.00%, and Mn: 0.10 to 1.30% of a steel sheet, the remainder of which is composed of Fe and unavoidable impurities, and hot rolling the steel sheet to obtain a rail;

and (3) a step of cooling the rail at an accelerated speed under the following conditions:

cooling start temperature T1 of the railhead: 750-850 deg.C,

Cooling stop temperature T2 of rail head: greater than 700 ℃ and

T1-T2 is above 20 ℃; and

and then, cooling the rail.

[2] The process for producing a track according to the above [1], wherein the composition further contains, in mass%, a component selected from

Cr: less than 1.50 percent of,

V: less than 0.50 percent of,

Cu: less than 0.50 percent of,

Ni: less than 0.50 percent of,

Nb: less than 0.10 percent,

Mo: less than 0.50 percent of,

Al: less than 0.05 percent of,

W: less than 0.50 percent of,

B: less than 0.005 percent,

Ti: less than 0.05 percent of,

Mg: 0.020% or less, and

ca: 0.020% or less

1 or more of them.

According to the method for manufacturing a track of the present invention, it is possible to reduce the curvature in the height direction of the track before correction in manufacturing the normal track defined in JIS E1101.

Detailed Description

A method for manufacturing a rail according to an embodiment of the present invention includes: the method for manufacturing the steel rail includes a step of hot rolling a steel sheet having a predetermined composition to obtain a rail, a step of accelerated cooling the rail under a predetermined condition, and a step of subsequently cooling the rail. After that, the rails are subjected to a correction process and a test process of a predetermined method, and finally, the rails are finished into products.

(composition of ingredients)

First, the composition of the steel sheet and the rail will be described. The units of the contents of the elements in the component compositions are all expressed as "% by mass", and hereinafter, unless otherwise specified, they are merely expressed as "%".

C：0.60％～0.85％

C is an essential element for forming cementite in the pearlite structure and ensuring the rail strength. In the case where the amount of C is less than 0.60%, it is difficult to secure the strength of the rail. Further, pro-eutectoid ferrite is easily generated and pearlite transformation starts with this as a nucleus, and therefore, when the rail is transported to a cooling bed, the bending becomes large. On the other hand, when the C amount is more than 0.85%, proeutectoid cementite is generated in the accelerated cooling of the present invention, and pearlite transformation starts with this as nuclei, so that the bending becomes large when the rail is transported to the cooling bed. Therefore, the amount of C is set to 0.60% to 0.85%.

Si：0.10％～1.00％

Si is added as a deoxidizer to reduce the pearlite transformation temperature and to narrow the interlayer spacing, thereby contributing to high strength. When the Si content is less than 0.10%, the effect of deoxidation is small, and the effect of increasing strength cannot be sufficiently obtained. Further, pro-eutectoid ferrite is easily generated and pearlite transformation starts with this as a nucleus, and therefore, when the rail is transported to a cooling bed, the bending becomes large. On the other hand, when the Si content is more than 1.00%, since Si has high bonding force with oxygen, oxides are generated in the rail steel and pearlite transformation starts with the oxides as nuclei, and thus, bending becomes large when the rail is transported to the cooling bed. Therefore, the amount of Si is set to 0.10% to 1.00%.

Mn：0.10％～1.30％

Mn is added to reduce the pearlite transformation temperature to narrow the interlayer spacing and contribute to high strength. When the Mn content is less than 0.10%, the effect of increasing the strength cannot be sufficiently obtained. Further, pro-eutectoid ferrite is easily generated and pearlite transformation starts with this as a nucleus, and therefore, when the rail is transported to a cooling bed, the bending becomes large. On the other hand, when the Mn content is more than 1.30%, large MnS is produced, and pearlite transformation starts with this as nuclei, so that the bending becomes large when the rail is transported to the cooling bed. Therefore, the Mn content is set to 0.10% to 1.30%.

The composition of the steel sheet and the rail contains the above basic components, and the remainder may be composed of Fe and unavoidable impurities. In the present invention, the metal oxide may further contain 1 or more elements selected from the following elements as an arbitrary element within a range not substantially affecting the action and effect of the present invention.

Cr: 1.50% or less

Cr is an element for increasing the strength of the track. From the viewpoint of obtaining the effect, the amount of Cr is preferably 0.10% or more. However, if the Cr content is more than 1.50%, coarse cementite is formed, and fatigue damage to the rail is also likely to occur. Therefore, when Cr is added, the amount of Cr is set to 1.50% or less.

V: less than 0.50%

V is an element for forming carbonitrides and increasing the strength of the orbitals by precipitation strengthening. From the viewpoint of obtaining the effect, the V content is preferably 0.005% or more. However, if the amount of C is more than 0.50%, the alloy cost increases. Therefore, when V is added, the amount of V is set to 0.50% or less.

Cu: less than 0.50%

Cu is an element for achieving further high strength of the rail by solid solution strengthening. From the viewpoint of obtaining the effect, the amount of Cu is preferably 0.005% or more. However, if the Cu content is more than 0.50%, Cu cracks are likely to occur. Therefore, when Cu is added, the amount of Cu is set to 0.50% or less.

Ni: less than 0.50%

Ni is an element for increasing the strength of the track without deteriorating the ductility. Further, since Cu cracks can be suppressed by the composite addition with Cu, it is desirable to add Ni also in the case of adding Cu. From the viewpoint of obtaining these effects, the Ni content is preferably 0.005% or more. However, if the amount of Ni exceeds 0.50%, the cost of the alloy will increase. Therefore, when Ni is added, the amount of Ni is set to 0.50% or less.

Nb: less than 0.10%

Nb is an element that links C, N in steel, precipitates as carbide, nitride, or carbonitride during and after rolling, and increases the hardness of the raceway. From the viewpoint of obtaining the effect, the Nb content is preferably 0.005% or more. However, if the amount of Nb exceeds 0.10%, the cost of the alloy increases. Therefore, when Nb is added, the Nb content is set to 0.10% or less.

Mo: less than 0.50%

Mo is an element for achieving further high strength of the rail by solid solution strengthening. From the viewpoint of obtaining the effect, the Mo amount is preferably 0.005% or more. However, if the Mo content exceeds 0.50%, the alloy cost will increase. Therefore, when Mo is added, the Mo amount is set to 0.50% or less.

0.05% or less of Al

Al is an element added as a deoxidizer. In order to obtain the effect, the amount of Al is preferably 0.001% or more. However, if the amount of Al is more than 0.05%, the cost of the alloy increases. Therefore, when Al is added, the amount of Al is set to 0.05% or less.

W: less than 0.50%

W is an element that precipitates as carbide and achieves further high strength of the rail by precipitation strengthening. In order to obtain the effect, the amount of W is preferably 0.001% or more. However, if the amount of W is more than 0.50%, the cost of the alloy will increase. Therefore, when W is added, the amount of W is set to 0.50% or less.

B: less than 0.005%

B is an element which is precipitated as a nitride and which further increases the strength of the orbitals by precipitation strengthening. In order to obtain the effect, the amount of B is preferably 0.0001% or more. However, if the amount of B is more than 0.005%, the cost of the alloy will increase. Therefore, when B is added, the amount of B is 0.005% or less.

Ti: less than 0.05%

Ti is an element that precipitates as a carbide, nitride, or carbonitride to further increase the strength of the orbitals by precipitation strengthening. In order to obtain the effect, the amount of Ti is preferably 0.001% or more. However, if the amount of Ti exceeds 0.05%, the cost of the alloy will increase. Therefore, when Ti is added, the amount of Ti is 0.05% or less.

Mg: 0.020% or less

Mg is an element that precipitates MgO for bonding with oxygen and achieves further high strength. In order to obtain the effect, the amount of Mg is preferably 0.001% or more. However, if the Mg content is more than 0.020%, fatigue damage is likely to occur due to an increase in MgO. Therefore, when Mg is added, the Mg content is set to 0.020% or less.

Ca: 0.020% or less

Ca is an element that precipitates CaO for bonding with oxygen to achieve further high strength. In order to obtain the effect, the amount of Ca is preferably 0.001% or more. However, if the amount of Ca is greater than 0.020%, fatigue damage is likely to occur due to an increase in CaO. Therefore, when Ca is added, the amount of Ca is set to 0.020% or less.

(Hot Rolling)

In the present embodiment, the steel sheet adjusted to the above-described composition is hot-rolled to obtain the rail. This step can be performed, for example, by a predetermined method described below. First, the steel is melted in a converter or an electric furnace, and secondary refining such as degassing is performed as necessary to adjust the composition of the steel to the above range. Next, the molten steel is continuously cast to produce a steel sheet (Bloom). Next, the steel sheet is heated to 1200 to 1350 ℃ in a heating furnace, and then hot-rolled to form a rail. The hot rolling is preferably performed at a rolling finish temperature: at 850-1000 deg.c.

(accelerated Cooling)

In the present embodiment, it is important to subsequently accelerate cooling of the hot-rolled rail under the conditions (a) to (C) shown below. The accelerated cooling is forced cooling using an in-line heat treatment apparatus. The cooling medium is not particularly limited, and 1 or more selected from air, sprayed water, mist and the like can be used, and air is preferably used.

(A) Cooling start temperature T1 of rail head (surface): 750-850 deg.C

In the case where the cooling start temperature T1 is less than 750 ℃, there is a temperature difference between the rail head and the rail foot, and thus the curve on the cooling bed becomes large. Therefore, it is important to set the cooling start temperature T1 to 750 ℃ or higher, preferably 755 ℃ or higher. If accelerated cooling is started from a temperature range of more than 850 ℃, the rail head is easily cooled earlier than the rail foot, the pearlite transformation timing between the rail head and the rail foot is shifted, and the bending on the cooling bed becomes large. Therefore, it is important to set the cooling start temperature T1 to 850 ℃ or lower, preferably 845 ℃ or lower. The cooling start temperature T1 can be adjusted according to the rolling end temperature of hot rolling and the time until the hot rolled rail is carried into the in-line heat treatment facility.

(B) Cooling stop temperature T2 of rail head (surface): above 700 deg.C

The most important feature in the present embodiment is that the cooling stop temperature T2 is made greater than 700 ℃. If the accelerated cooling is stopped in the temperature region of 700 ℃ or less, only the surface layer portion of the rail head undergoes pearlite transformation during the accelerated cooling, while the non-transformed portion inside the rail head undergoes pearlite transformation on the cooling bed, and therefore, the bending on the cooling bed becomes large. Therefore, it is important to set the cooling stop temperature T2 to be higher than 700 ℃, preferably 705 ℃ or higher. The cooling stop temperature T2 may be adjusted according to the supply condition of the cooling medium such as the flow rate of air, or the residence time of the rail in the inline heat treatment facility.

(C) T1-T2: above 20 DEG C

The upper limit of the cooling stop temperature T2 is set to a temperature of T1-T2 of 20 ℃ or higher. When T1-T2 is less than 20 ℃, the temperature range for accelerated cooling in the present embodiment is too narrow, and a large difference in cooling rate occurs between the rail head and the rail foot, and the timings of pearlite transformation between the rail head and the rail foot are shifted, as in the case of manufacturing a general ordinary rail, and the bending on the cooling bed becomes large. The upper limit of T1-T2 is not particularly limited as long as T1 and T2 satisfy the above (A) and (B), respectively.

The average cooling rate of the surface temperature of the rail head during accelerated cooling is not particularly limited, and may be a cooling rate during accelerated cooling that is generally used in the production of a heat-treated rail, and may be, for example, 1.0 ℃/s to 10 ℃/s.

(Cool-off)

In the present embodiment, after the accelerated cooling, the rail is cooled to normal temperature. This cooling is a step of transporting the rail carried out of the on-line heat treatment facility to a cooling bed, and naturally cooling the rail on the cooling bed to room temperature. The average cooling rate of the surface temperature of the rail head to be cooled is not particularly limited, and may be generally in the range of 0.2 ℃/s to 0.6 ℃/s.

According to the method for manufacturing a track of the present embodiment described above, in manufacturing a normal track defined in JIS E1101, the curvature of the track before correction in the height direction can be reduced. The length of the track before rectification, that is, the length of the track to be supplied to the cooling bed is not particularly limited, but when 50m or more, the effect of the present invention can be remarkably obtained, which is advantageous.

Examples

(example 1)

A steel sheet having a composition shown in Table 1 (the balance being Fe and inevitable impurities) was heated to 1250 ℃ and then hot-rolled to form a rail having a length of 100 m. The rolling end temperature is 900 ℃. The resulting track was then transported to an in-line thermal processing facility for accelerated cooling under the conditions shown in table 2. The rail is then transported to a cooling bed and allowed to cool to room temperature. The average cooling rate in the cooling was 0.4 ℃/s. Thereafter, the heights of both ends of the rail from the cooling bed were measured by scales, and the average value thereof was shown in table 2 as "the amount of bending in the height direction on the cooling bed".

TABLE 1

TABLE 2

From the results shown in table 2, it is understood that the amount of bending in the height direction of the cooling bed of the track of the present example is within 1.5 m.

(example 2)

A steel sheet having a composition shown in Table 3 (the balance being Fe and inevitable impurities) was heated to 1260 ℃ and hot-rolled to form a rail 75m in length. The rolling completion temperature was 885 ℃. Thereafter, the obtained rails were transported to an in-line heat treatment facility, and accelerated cooling was performed under the conditions shown in table 4. The average cooling rate during accelerated cooling was set to 5.0 ℃/s. The rail is then transported to a cooling bed and allowed to cool to room temperature. The average cooling rate in the cooling was 0.4 ℃/s. Table 4 shows "the amount of bending in the height direction on the cooling bed" obtained in the same manner as in example 1.

TABLE 4

From the results shown in table 4, it is understood that the amount of bending in the height direction of the cooling bed of the track of the present example is within 1.5 m.

Industrial applicability

According to the method for manufacturing a track of the present invention, it is possible to reduce the curvature in the height direction of the track before correction in manufacturing the normal track defined in JIS E1101.