• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:SU1839687A3
    申请号:SU915001556
    申请日:1991-07-29
    公开日:1993-12-30
    发明作者:O Besch Gordon；A Khovland Dzhon；Furukava Dzhun；Yamanaka Khideyuki；Fukuda Kozo；Khorita Tamoo；Kataoka Yuzuru；Ueda Masakhiro；Ide Tetsunari；Ito Atsusi；Gino Takao
    申请人:Berlington Nortern Rejlroad Ko；Nkk Koppopejshn；
    IPC主号:
    专利说明:

    The invention relates to an anti-wear, high-strength, fracture-resistant rail used for curves with a low radial curvature of a railway track with a high axle load and containing a high rigidity rail track, in particular, a high-strength, fracture-resistant rail, the running-in of which the wheels during the initial the period of use of the rail can be improved and the resistance to damage to the upper part of the head can be improved.
    The usual anti-wear, high-strength rail used in a rail track on curves with a small radius of curvature of a railway track with a high axle load using wooden sleepers is heat-treated so that the hardness of the angular and lateral sections of the head is equal to the hardness of the upper part of the head. Therefore, the anti-wear properties of the corner sections of the rail are the same as the anti-wear properties of the upper part of the rail head.
    However, the contact between the wheels and the rails is complicated and the contact pressures vary depending on the contact position of the rail head and the wheel. On a curve with a small radius of curvature of a railway track with a high axle load, large sliding forces act on the calibrated angular part of the rail, i.e. the inner corner part and the side surfaces of the rail head. Large contact pressures act on the top of the rail head and the calibrated corner portion of the rail. As a result, the calibrated angular section of the rail and the side parts of the rail head of a conventional anti-wear, high-strength rail wear out significantly more than the upper part of the rail head. Therefore, the upper part of the rail head always wears out significantly less than the calibrated angular part of the rail, and the maximum contact pressure from each wheel acts on the central least worn part of the upper section of the rail head.
    Since the state of contact between the wheels and a conventional anti-wear, high-strength rail with uneven abrasion properties of the rail head is as described, a long time is required during the initial period of use of the rails to fit the wheels to the rail. Local excessive contact load takes place over an extended period of time, in addition, defects caused by fatigue are prone to. Even after the wheels are fitted to new rails, maximum contact pressure acts on the top of the head of each rail. Certain problems are not posed in this 5 respect when using wooden sleepers for the construction of the railway track. However, when concrete sleepers are used for the formation of a railway track with high stiffness, the shock1 θ maximum contact pressure increases due to the passage of the rolling stock. Consequently, a damage called surface contact fatigue (crack) usually occurs in the 15 central portion of the rail head.
    To prevent cracks in the head, the method of grinding and dressing the surface layer of the rail head before accumulating fatigue in the rails is used. However, this 20 operation is time consuming and expensive. In addition, it is also difficult to determine the optimal grinding / dressing time.
    The purpose of the invention is to create a high25 strong, resistant to destruction of the rail, in which the maximum contact pressure. acting on the central upper part of the rail head can be reduced without reducing the loads on the wheels of 30 rolling stocks, while fatigue does not accumulate in the central upper part of the rail head without grinding and straightening the rails. it is possible to provide high resistance to contact fatigue and high resistance to fracture 35, the wheels can be brought into satisfactory rolling contact with new rails in the initial period of their service.
    Fig. 1 shows a rail head: Fig. 40 is a diagram for explaining tests of a two-cylinder rolling contact to help understand the relationship between the service life before damage and the vertical load acting on the rail: Fig. 45 is a graphical relationship illustrating the service life to failure as a function of vertical load in the experiment shown in figure 2; Fig. 4 is a graphical dependence illustrating the wear rate as a function of hardness in the wear test of a two-cylinder rolling contact; Fig. 5 is a graphical dependence illustrating the service life to fracture depending on the relationship between the hardness of the upper part of the rail head and the angular portion of the rail: Fig. 6 is a variant illustrating the distribution of hardness in the rail: Fig. 7 is option II; on Fig - option III; Fig. 9 is a graphical relationship illustrating the distribution of hardness in rail heads; FIG. 10 is a view illustrating measuring points of hardness distributions shown in FIG. 7; in FIG. eleven
    - a graphical dependence illustrating durability cycles as a function of hardness ratios of test rail samples characterized by different compositions or different heat treatment methods; in FIG. 12 is a diagram of a method for cooling a rail billet; in FIG. thirteen
    - the location of the nozzle holes in the cooling head of the upper part of the rail head used in the proposed method; in FIG. 14 is the same in a known technical solution.
    Figure 1 shows a cross section of the head of a high-strength, damage-resistant rail containing the upper part 1 of the head, corner sections 2, side sections 3 of the head and shoulder sections 4. One of the corner sections 2 serves as a reference corner section that comes into contact with every wheel.
    Damage to the rail, for example, a crack in the head in relation to the upper part 1, occurs within a short period of time when the contact stress acting on the rail head increases. This is illustrated in FIGS. 2 and 3. FIG. 2 is an illustration showing a fatigue test with a two-cylinder rolling contact using a specimen with a contact radius of curvature of R 15 mm and a maximum diameter of 30 mm and a wheel specimen with a diameter of 30 cm. Relationship between vertical load and service life to failure is shown in FIG. When the vertical load is large, namely, with a large contact stress, it can be argued that the destruction occurs within a short period of time, i.e. longevity is small.
    When the wheel makes poor rolling contact with a new high-strength rail in the initial period of service, the vertical load is concentrated on the rail, and fracture tends to develop in the rail. When the portion of the rail that comes in contact with the wheel has a configuration that is subject to wear, contributing to a satisfactory fit with the wheel, the vertical load acts on the wider portion of the rail, reducing the surface contact stress and affecting the degree of wear, based on the above facts, to increase the service life of the rail It is useful to distribute the maximum vertical load acting strictly on the normal upper surface of the rail head. This load acts on the surface due to a lower wear rate.
    To slow down the cracks in the upper part 1 of the rail head, the load acting on the rail is reduced, or the contact pressure caused by the wheel is adjusted so that it does not concentrate on a specific section of the rail.
    To solve a common problem without reducing the wheel load from rolling stocks, the latter method is used in the present invention. In particular, while durability for skipping railway cars and anti-wear properties are maintained, the composition of the rail is controlled to reduce the maximum voltage contact acting on the upper part of the rail head. At the same time, the hardness of the angular and lateral sections of the rail head is maintained higher than the hardness of the upper part of the head.
    The chemical composition of the rail provided by the present invention is limited for the following reasons.
    The content of C (carbon) is in the range of 0.6-0.85 wt.%. When the C content is 0.6 wt.% Or higher, high strength and excellent antiwear properties can be expected. However, when the content of C exceeds 0.85 wt.%. primary cement loss causes a decrease in viscosity.
    The content of Si (silicon) is in the range of 0.1-1.0 wt.%. Content S! must not be less than 0.1 wt.% to guarantee the strength of the rail. However, when this content exceeds 0.1 wt.%, The viscosity and weldability are violated.
    The content of Mn (manganese) is in the range of 0.5-1.5 wt.%. The MP content should be at least 0.5 wt.% To ensure the strength of the rail. However, when the content exceeds 1.5 wt.%, Strength and weldability are violated.
    The content of P (phosphorus) is 0.035 wt.% 'Or less, and S (sulfur) is 0.040 wt.% Or less to prevent plasticity disturbance.
    The upper limit of the content of AI (aluminum) is 0.05 wt.%. since aluminum is an element that violates the fatigue properties.
    As for the rails used for harsh conditions for contact between the rails and the wheels, at least one of the Ct elements. Mo. Ni. V and Nb are introduced as a low alloy alloy.
    Ί
    The content of Cr (chromium) is in the range of 0.05-1.5 wt.%. When this content is 0.05% or more, the interlayer gap of perlite can be reduced in order to obtain fine perlite, thereby improving antiwear properties and fracture resistance. However, when this content exceeds 1.50 wt.%, Weldability is impaired.
    The content of Mo (molybdenum) is in the range of 0.01-0.2 wt.%. Mo is an element for increasing strength. This is demonstrated when its content is 0.01 wt.% Or more. However, when this content exceeds May 0.2. %, weldability is broken.
    Nb (nitrogen) and V (vanadium) are elements designed for dispersion hardening. The contents of Nb and V are in the range of 0.005-0.050 and 0.01 0.10 wt.%, Respectively. To achieve the effect as dispersion hardening elements, the Nb content is 0.005 wt.% Or more, and the V content is 0.01% or more. However, when the Nb and V contents exceed 0.05 and 0.10 May.%, Respectively, coarse grained cabbage nitride of niobium or vanadium precipitates to impair rail strength.
    NI is an element for increasing strength and toughness. The Ni content is in the range of 0.1-1.0 May. % If its content is less than 0.1 wt.%, A good effect is not achieved. However, this effect is realized when this content is 1.0 wt.%.
    The rail provided by the present invention has a specified composition and a fine pearlite structure. As described above, in order to control the anti-wear properties of the respective rail sections, the distribution of hardness over the rail head is controlled. The level of maximum contact pressure is reduced, it is possible to suppress the appearance of cracks in the upper part of the rail head, which is caused by significant contact pressure in the railway of high rigidity. A preferred hardness distribution can be achieved by adjusting the heat treatment of each site.
    The same effect can be achieved if the metallurgical structure of the upper part of the head is changed to control the wear rate. In particular, the distribution of the hardness of the rail is controlled by proper processing of the fine pearlite structure. However, as a result of changes in the metallurgical structure, the anti-wear properties can be adjusted independently of its hardness. For example, as shown in FIG. 4, it is possible to increase the wear rate, while hardness is increased in order to increase the fatigue strength when controlling the metallurgical structure.
    The following will show the ratio of the hardness of the upper part of the head and the angular and lateral parts of the head in a rail having a fine-grained pearlite structure for obtaining a practically described result. To control the contact conditions so that the contact pressure from the wheel is not concentrated locally, the hardness of the upper part of the rail is supported less than the hardness of the angular and lateral sections of the rail head. Preferred hardness ratios were tested in an experiment for a service life to failure using a two-cylinder contact rolling test machine. This experiment was carried out using cylindrical test specimens with a transverse dimension of 1/4 of the actual wheel size and the real rail size, respectively. The hardness value of the wheel sample was approximately equal to HB (Brinell hardness) 331. Rail samples were taken from C-Μη steel (May.%: 0.77 C, 0.23 Si, 0.90 Mp. 0.019 P, 0.008 S and 0, 04 AI solution). The sections corresponding to the head were heat-treated so as to ensure that the hardness of the sections corresponding to the angular sections of the rail was approximately HB 370. The hardness of the upper sections of the head was reduced in order to establish boundaries of different hardness. The test results are shown in figure 5. The ratio of hardness (Brinell hardness) between the hardness values of the sections. corresponding to the upper portions of the head, relative to the hardness of the portions corresponding to the angular portions, are plotted along the abscissa. The ratio of the durability cycles of the upper portions of the head of the rail samples provided by the present invention to the durability cycles of a conventional antiwear. high-strength rail (weakly hardened rail) are plotted along the ordinate of the graph. When the ratio of the hardness value of the portion corresponding to the upper portion of the head to the value of the hardness of the portion corresponding to the angular portion was 0.9 or less, the destruction of the portion corresponding to the upper portion of the head was significantly reduced. It was also confirmed that the fit between the rail head and the wheel was accelerated in this interval during the initial period of use of the rail. Therefore, the ratio of the hardness value of the upper part of the rail head to the hardness of the corner and side portions of the head is maintained at 0.9 or less. With a fatigue ratio of 0.6 or less, the portion corresponding to the reference corner portion was substantially damaged. Therefore, the hardness ratio is preferably 0.6 or more.
    To achieve satisfactory values of rail strength and anti-wear properties, the hardness values of the angular and lateral sections of the rail head are in the range from H at 341 to H at 405.
    The distribution of hardness values in the head of a high-strength fracture resistant rail is shown in FIG. 6. In Fig.6, the sections of the side surfaces of the rail head to a depth of 1/4 of the width W of the rail head, the angular and lateral sections of the rail head are limited to a section from the upper surface of the rail head to a depth of 15 mm and to sections surrounded by the side surfaces of the rail head and lines connecting points A and A 'to the corresponding cheeks. The hardness of these sections is in the range of H 8 341 - Hv 405 in order to provide anti-wear property of a normal high-strength rail. The hardness as the upper part of the rail head from the upper surface of the rail head to a depth of 25 mm is maintained equal to 0.9 or less, but 0.6 or more relative to the hardness of the rail angle and the side portions of the rail head. At the same time, the hardness value of the upper part of the head is H about 265 or more. Consequently, differences may arise between the known properties of the top of the head and the calibrated corner portion. This difference is maintained at an optimum level in accordance with the actual conditions of use of the various types. Therefore, the problem caused by excessive maximum contact pressure acting on the center of the upper part of the rail head can be solved.
    In Fig. 7, the hardness value of the sections surrounded by the areas bounded by the connection of the starting point (this point is located at a depth of 15 mm from the top surface of the rail head and at a depth of 15 mm from the side surfaces of the rail head), the corner sections of the rail and the cheeks are kept equal to H at 341 to H at 405. The value of the hardness of the rest, starting from the top of the rail head to a depth of 25 mm. maintained equal to 0.9 or less and 0.6 or more relative to the hardness of the indicated sections (hardness value from H at 341 to H at 405). This character of hardness provides the same result as the circuit in FIG. 6.
    With an average state of contact between the wheel and the rail (as on a moderate curved path), the hardness value of high-strength sections of the lateral and reference angular sections of the head can be in the range of H 8 320 - N in 380. As shown in Fig. 8, if the rail has a top the central section starting from the top surface of the head to a depth of approximately 25 mm and having 1/2 the width of the central upper section of the rail head is characterized by the indicated hardness range, it can be included in the scope of the present invention, resulting in the same result as described above.
    Since the hardness distribution of the rail head is regulated by tai. that the degree of wear of the upper part of the head is slightly higher than the degree of wear of the angular and lateral portions of the head in the initial period of service of the rail, the running-in between the head of the rail and the wheel can be accelerated and local excess contact stress can be limited. After completing the running-in process, the wear rates of the respective sections of the head are controlled under the condition of contact between the rails and wheels, and preferably the central upper section of the rail head is worn out. Therefore, the vertical load acting on the rail head can be evenly distributed on the upper surface of the rail. The amplitude of the load acting on the upper part of the rail head can be suppressed, and the maximum contact pressure can be supplied to a level below the fatigue limit. Therefore, fatigue failure can be suppressed and the durability of the rail can be increased.
    The following is a description of a method for manufacturing a rail.
    The rail is made as follows. First of all, a rail blank is obtained by hot rolling. Next, the rail billet head is cooled, starting from austenitic temperature. At the same time, the cooling rate is controlled so that the rail obtained has different degrees of hardness between the upper part and the side portions of the head.
    I
    As shown in FIG. 12, the rail preform head is cooled by using one cooling head 5 of the upper part of the rail head and two head cooling parts of the heads 6 of the side portion of the rail head. The cooling part of the head 11 of the upper section of the rail head is placed opposite the upper part of the head, and the cooling part of the heads 6 of the side sections of the rail head is opposite the side sections of the head. Each of the cooling heads has a plurality of nozzles and refrigerant (e.g., air) is supplied from the nozzles to the rail blank. The cooling temperature can be adjusted depending on the sections of the rail head by adjusting one of the plurality of nozzles, the diameter of the nozzles and the pressure of the refrigerant source. The hardness of the rail decreases more than when the rail billet is cooled more slowly from austenitic temperature.
    Rail billet of the proposed composition is made by hot rolling. The rail workpiece head is cooled from austenitic temperature by supplying refrigerant to the rail head from cooling head parts. At the same time, at least one of the plurality of nozzles, the nozzle diameter and the refrigerant supply pressure are controlled so that the cooling rate of the upper part of the rail head is lower than the cooling rate of the side portions of the rail head. In the obtained rail, therefore, the upper part of the rail head has a lower hardness compared to the side portions of the head.
    If the rail billet retains austenitic temperature after hot rolling, it cools as it is. However, if the rail billet has a temperature below austenitic temperature after hot rolling, then it is again heated to austenitic temperature.
    As rail elements, steel materials of the rail were used,
    The compositions of rail elements are presented in the table.
    A rail sample weighing 60 kg obtained from C-Μη steel was used to produce a conventional hardened head rail obtained by special head quenching; according to the present invention, a rail was obtained using special spark quenching, in which cooling of the rail head was weakened.
    The rail proposed by the present invention is obtained as follows. After manufacturing the hot-rolled rail billet using air head parts (heads 5 and 6), air was supplied from the nozzles of the air heads 5 and 6 to the head of the rail billet, which was at or above austenitic temperature, For cooling rail workpieces. The air head 5 was adapted to cool the upper part of the rail head, while the air heads 6 were used to cool the side portions of the rail head.
    On Fig, 13 shows the location of the nozzle holes made in the air head 5 for cooling the upper part of the rail head. The head 5 has a smaller number of nozzle openings in the central part compared to other sections, while the cooling head of the upper part of the rail head used in the known technical solution has uniformly distributed nozzle openings, as shown in FIG. In the present invention, therefore, the amount of air supplied to the upper part of the rail head has been reduced by performing in the central part of the head. 5 small number of nozzle holes. In addition, the air supply pressure was controlled so that the air pressure supplied to the upper part of the rail head was lower than the air pressure supplied to the side portions of the rail head.
    The distribution of the hardness of the sections at a depth of 1 mm from the upper sections of the rail head on the rail samples is shown in Fig.9. Graph A in FIG. 9 refers to the distribution of hardness in a conventional rail, graph B to the distribution of hardness in a rail proposed in the present invention. The numbers taken in a circle, laid out along the abscissa axis in FIG. 9, respectively, refer to the numbers taken in a circle representing actual locations of hardness measurements in FIGS. 6-8.
    As shown in Fig. 9, the difference between the hardness of the top of the rail head and the hardness of the side and corner portions of the head of a conventional rail is small. However, the hardness of the upper part of the rail head provided by the present invention is reduced.
    Cylindrical samples each in 1/4 of the cross section of a real wheel and a real rail were made from rail materials, the composition of which is given in the table, and the test was carried out for durability using a two-cylinder rolling contact testing machine. The hardness of the wheel sample was approximately H at 331. The hardness of the sections corresponding to the upper parts of the rail head was set to 0.9 or less than the hardness (approximately H at 370) of the 5 sections corresponding to the corner sections. A specimen was also manufactured and tested for durability, whose upper part of the rail head was released after spark extinguishing of C-Μη steel in the table. This will be aimed at reducing the hardness of the upper part of the rail head by converting the structure of the upper part of the rail head into a spherical pearlite structure.
    The test results are shown in Fig.11. As can be seen from Fig. 11, when the ratios of hardness of the upper sections of the rail head to the corner sections of the rail of all samples were set equal to 0.9 or less, the service life was increased by 1.2 times or more (a maximum of 1.9 times).
    Samples obtained using Cr-V, Cr-Mo-V, and Nl-Nb steel using elements selected from Nil, Cr, Mo, Nb, and V had a longer 25 life compared to samples made from C -Μη steel, which did not contain the mentioned additives. Therefore, it was confirmed that the service life could be increased by adding 30 alloying elements such as Cr.
    The rails obtained by the extinction of C-Μη steel (table) in order to obtain a hardness distribution corresponding to schedule B in Fig. 9 were installed as rails of the present invention together with conventional high-strength rails on a railway track with high axle loads . On this railway track the movement of the train. 40 The rail proposed in the present invention had good wheel running performance during the initial period of its service. The destruction rate of the upper surface of the rail head during the passage of 250,000,000 tons of cargo was reduced by 1/6 compared with a conventional rail. Thus, it was confirmed that the fracture toughness during the period of time, with the exception of the initial installation period, was also higher compared to a conventional rail.
    To extend the service life, it is useful to distribute the vertical load acting from the wheels to the upper surface of the rail head.
    Known technical solutions not mo15 gut locally control the wear of the rail head in accordance with differences in positions h · kontatknyh stresses acting from the wheels to the rail head. Together with the widespread use of 20 railway tracks on a hard foundation, it is expected that a rail having excellent end-to-end properties and high resistance to destruction according to the present invention is useful for reducing railway maintenance costs. P-failure (for example, a crack of the head) of the upper part of the rail head, which is caused by excessive contact pressure, can be suppressed and the service life of the rail can be extended. For this reason, it is possible to solve the problems that arose during the introduction of rigid railway tracks using concrete sleepers at sharp turns of the railway with heavy axle loads. You can reduce operating costs for the maintenance of the rail track, providing a large economic effect.
    (56) Production and heat treatment of railway rails. - Ed. V.V. Lempitsky and D.S.Kazarnovsky. M .: Metallurgy, 1972. p. 42, 43. 184. 185. ’·
    Content, May.,% S-mtsteel Cr-V steel Cr-Mo-V steel Ni-Nbsteel 1 2 3 4 5 from 0.77 0.76 0.76 0.77 j Si 0.23 0.23 0.23 0.22 Mp 0.90 0.91 0.90 0.90 R 0.019 0.019 0.018 0.015 S 0.008 ' 0.008 0.008 0.009 Ni - - - 0.24
    1839607
    Table continuation
    Content, May.,% S-MT steel Cr-V steel Cr-Mo-V steel Nl-nbsteel 1 2 3  4 5 SG - 0.30 0.16 - Mo - - 0.08 - Nb - - - 0.020 V - 0.04 0.02 * AI solution 0.004 0.003 0.002 0.004 Re Rest Rest Rest Rest
    权利要求:
    Claims (5)
    [1]
    Claim
    1. The rail is high-strength, resistant to destruction, containing at least a head and made of steel, including iron, carbon, silicon, manganese. phosphorus, sulfur, characterized in that the steel further includes aluminum and is characterized by the following ratio of ingredients, wt.%:
    Carbon 0.6-0.85 Silicon 0.1 - 1.0 Manganese 0.5-1.5 Phosphorus 0 - 0.0035 Sulfur 0 - 0.04 Aluminum 0 - 0.05 Iron Rest
    while the angular and lateral sections of the head have a Brinell hardness of 341 405 Nv, and the hardness of the upper part of the head is not more than 0.9 of the hardness of these sections.
    [2]
    2. The rail according to claim 1, containing at least a head made of steel, including iron, carbon, silicon, manganese, phosphorus, sulfur, characterized in that the steel further includes aluminum, chromium, molybdenum, vanadium, nickel and nitrogen and is characterized by the following ingredients, wt.%: ratio
    Carbon 0.602 - 0.85 Silicon 0.1-1.0 Manganese 0.5-1.5 Phosphorus 0 - 0,035 Sulfur 0 - 0.04 Aluminum 0 - 0.05 Chromium 0.05-1.5 Molybdenum 0.01 -0.2 Vanadium 0.01-0.1 Nickel 0.1 - 1.0 Nitrogen 0.005 - 0.05 Iron Rest
    in this case, the angular and lateral sections of the head have a Brinell hardness of 341 405 Nv, and the hardness of the upper part of the head is not more than 0.9 of the hardness of these sections.
    [3]
    3. A method of manufacturing a rail of high strength, resistant to destruction, including the manufacture of a rail billet of steel consisting of iron, carbon, silicon, manganese, phosphorus, sulfur, by hot rolling, subsequent cooling of the rail head of the billet having austenitic temperature, by feeding refrigerant from the nozzles of the cooling device, characterized in that the preform is made of steel, additionally
    0.6 - 0.85
    0.1 - 1.0
    0.5-1.5
    0 - 0.0035 0 - 0.04
    0 - 0.05
    The rest includes aluminum and is characterized by the following ratio of ingredients, wt.%:
    Carbon Silicon Manganese Phosphorus Sulfur Aluminum Iron The parts of the rail billet head are cooled at different speeds, providing a cooling rate for the upper part of the head lower than the cooling rate of the corner and side parts.
    [4]
    4. A method of manufacturing a rail of high strength, resistant to destruction, including the manufacture of a rail billet from steel containing iron, carbon, silicon, manganese, phosphorus, sulfur, by hot rolling and subsequent cooling of the rail rail billet having an austenitic temperature, supplying refrigerant from cooling device nozzles, characterized in that the steel _____ of the billet additionally includes aluminum, chromium, molybdenum, vanadium, nickel and nitrogen and is characterized by the following ratio of ingredients, wt.%:
    Carbon 0.602 - 0.85 Silicon 0.1 - 1.0 Manganese 0.5-1.5 Phosphorus 0-0.035: Sulfur 0 - 0.04 Aluminum 0 - 0.05 Chromium 0.05-1.5 Molybdenum 0.01 -0.2 Vanadium 0.01-0.1 Nickel 0.1-1.0 Nitrogen 0.005-0.05 Iron Rest
    and the cooling of the parts of the head of the rail billet is carried out at different speeds, providing a cooling rate of the upper part of the head, less than the cooling rate of the angular and lateral parts.
    [5]
    5. A method for controlling the cooling of a rail billet having an austenitic temperature by supplying refrigerant from the nozzles of the cooling device, characterized in that the diameter and pressure of the refrigerant are selected for at least one nozzle, which provide a lower cooling rate of the upper part of the Cylinder as compared to the angular cooling rate and its lateral parts.
    150
    100
    About -------------- 1 —------------- 8 --------------- I—
    100 150 ZOO
    FIGZ FIG 4 (rigJ FIG 10 FIG 12
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    同族专利:
    公开号 | 公开日
    DE69113358T2|1996-04-18|
    CA2048097A1|1992-01-31|
    AT128486T|1995-10-15|
    KR930010334B1|1993-10-16|
    JPH0617193A|1994-01-25|
    AU642279B2|1993-10-14|
    BR9103264A|1992-02-18|
    CA2048097C|1998-05-05|
    AU8143291A|1992-02-06|
    KR920002236A|1992-02-28|
    DE69113358D1|1995-11-02|
    EP0469560A1|1992-02-05|
    EP0469560B1|1995-09-27|
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    US55962890A| true| 1990-07-30|1990-07-30|
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