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WO2018006845A1 - High toughness bainitic steel wheel for rail transit, and manufacturing method therefor - Google Patents

High toughness bainitic steel wheel for rail transit, and manufacturing method therefor Download PDF

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Publication number
WO2018006845A1
WO2018006845A1 PCT/CN2017/091930 CN2017091930W WO2018006845A1 WO 2018006845 A1 WO2018006845 A1 WO 2018006845A1 CN 2017091930 W CN2017091930 W CN 2017091930W WO 2018006845 A1 WO2018006845 A1 WO 2018006845A1
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WIPO (PCT)
Prior art keywords
wheel
rail transit
toughness
steel
steel wheel
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PCT/CN2017/091930
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French (fr)
Chinese (zh)
Inventor
张明如
赵海
张峰
方政
浦红
谢世红
Original Assignee
马钢(集团)控股有限公司
马鞍山钢铁股份有限公司
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Application filed by 马钢(集团)控股有限公司, 马鞍山钢铁股份有限公司 filed Critical 马钢(集团)控股有限公司
Priority to EP17823657.6A priority Critical patent/EP3483298A4/en
Priority to JP2019500284A priority patent/JP6765496B2/en
Publication of WO2018006845A1 publication Critical patent/WO2018006845A1/en

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    • CCHEMISTRY; METALLURGY
    • C21METALLURGY OF IRON
    • C21DMODIFYING 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
    • C21D1/00General methods or devices for heat treatment, e.g. annealing, hardening, quenching or tempering
    • C21D1/18Hardening; Quenching with or without subsequent tempering
    • CCHEMISTRY; METALLURGY
    • C21METALLURGY OF IRON
    • C21DMODIFYING 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
    • C21D1/00General methods or devices for heat treatment, e.g. annealing, hardening, quenching or tempering
    • C21D1/26Methods of annealing
    • C21D1/28Normalising
    • CCHEMISTRY; METALLURGY
    • C21METALLURGY OF IRON
    • C21DMODIFYING 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
    • C21D6/00Heat treatment of ferrous alloys
    • C21D6/001Heat treatment of ferrous alloys containing Ni
    • CCHEMISTRY; METALLURGY
    • C21METALLURGY OF IRON
    • C21DMODIFYING 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
    • C21D6/00Heat treatment of ferrous alloys
    • C21D6/005Heat treatment of ferrous alloys containing Mn
    • CCHEMISTRY; METALLURGY
    • C21METALLURGY OF IRON
    • C21DMODIFYING 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
    • C21D6/00Heat treatment of ferrous alloys
    • C21D6/008Heat treatment of ferrous alloys containing Si
    • CCHEMISTRY; METALLURGY
    • C21METALLURGY OF IRON
    • C21DMODIFYING 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
    • C21D9/00Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor
    • C21D9/34Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor for tyres; for rims
    • CCHEMISTRY; METALLURGY
    • C22METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22CALLOYS
    • C22C38/00Ferrous alloys, e.g. steel alloys
    • C22C38/005Ferrous alloys, e.g. steel alloys containing rare earths, i.e. Sc, Y, Lanthanides
    • CCHEMISTRY; METALLURGY
    • C22METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22CALLOYS
    • C22C38/00Ferrous alloys, e.g. steel alloys
    • C22C38/02Ferrous alloys, e.g. steel alloys containing silicon
    • CCHEMISTRY; METALLURGY
    • C22METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22CALLOYS
    • C22C38/00Ferrous alloys, e.g. steel alloys
    • C22C38/04Ferrous alloys, e.g. steel alloys containing manganese
    • CCHEMISTRY; METALLURGY
    • C22METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22CALLOYS
    • C22C38/00Ferrous alloys, e.g. steel alloys
    • C22C38/08Ferrous alloys, e.g. steel alloys containing nickel
    • CCHEMISTRY; METALLURGY
    • C21METALLURGY OF IRON
    • C21DMODIFYING 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
    • C21D2211/00Microstructure comprising significant phases
    • C21D2211/002Bainite

Definitions

  • the invention belongs to the field of chemical composition design and wheel manufacturing of steel, and particularly relates to a bainitic steel wheel for high-toughness rail transit and a manufacturing method thereof, and a steel type design and manufacturing method for other parts and the like of rail transit .
  • High speed, heavy load and low noise is the main development direction of the world rail transit.
  • the wheel is the “shoe” of rail transit and is one of the most important walking components, which directly affects the safety of operation.
  • the wheel is subjected to the full load of the vehicle, subject to wear and rolling contact fatigue (RCF) damage, and, more importantly, it is very complex with rails, brake shoes, axles, and surrounding media.
  • RCF rolling contact fatigue
  • the action relationship is in a dynamic, alternating stress state.
  • the wheels and rails, the wheels and the brake shoes are two pairs of moments that cannot be ignored.
  • the brakes are very hot and scratched.
  • thermal fatigue is generated, which also affects wheel safety and service life.
  • domestic and international rail steel for rail transportation such as Chinese wheel standard GB/T8601, TB/T2817, European wheel standard EN13262, Japanese wheel standard JRS and JIS B5402, and North American wheel standard AAR M107, etc.
  • Chinese wheel standard GB/T8601, TB/T2817, European wheel standard EN13262, Japanese wheel standard JRS and JIS B5402, and North American wheel standard AAR M107, etc. are medium and high carbon carbon.
  • Steel or medium-high carbon microalloyed steel, the metallographic structure is pearlite-ferrite structure.
  • CL60 steel wheel is the main steel wheel steel used in China's current rail transit vehicles (passenger and freight).
  • BZ-L is the main cast steel wheel steel used in China's current rail transit vehicles (freight).
  • Their metallographic structure is pearl light. Body-ferrite organization.
  • the wheels have excellent comprehensive mechanical properties and service performance.
  • ferrite In pearlite-small ferritic wheel steel, ferrite is a soft phase in the material, has good toughness, low yield strength, and is resistant to rolling contact fatigue (RCF) due to its softness.
  • RCF rolling contact fatigue
  • the development direction of rail transit is high speed and heavy load. The load on the wheel will increase greatly.
  • the existing pearlite-small ferritic wheel is exposed to more and more problems during operation and service. The main ones are as follows. Insufficient aspects:
  • the rim yield strength is low, generally not exceeding 600 MPa. Because the rolling contact stress between the wheel and rail during the running of the wheel is large, sometimes exceeding the yield strength of the wheel steel, the wheel is plastically deformed during the running process, resulting in the tread surface. Plastic deformation occurs, and because there are brittle phases such as inclusions and cementite in the steel, it is easy to cause micro-cracks in the rim. These micro-cracks cause defects such as peeling and splitting under the action of rolling contact fatigue of the wheel.
  • the steel has high carbon content and poor heat damage resistance.
  • the wheel locally heats up to the austenitizing temperature of the steel, and then chills to produce Markov.
  • the body is repeatedly subjected to thermal fatigue to form a brake hot crack, which causes defects such as peeling and falling off.
  • the wheel steel has poor hardenability, and the wheel rim has a certain hardness gradient, and the hardness is not uniform, which is easy to cause defects such as rim wear and roundness.
  • the carbide-free bainite steel has an ideal microstructure and excellent mechanical properties, and its fine microstructure is carbide-free bainite, that is, nano-scale lath-like supersaturated ferrite.
  • carbide-free bainite that is, nano-scale lath-like supersaturated ferrite.
  • the nano-scale film-like carbon-rich retained austenite improves the strength and toughness of the steel, especially improves the yield strength, impact toughness and fracture toughness of the steel, and reduces the notch sensitivity of the steel.
  • the bainitic steel wheel effectively enhances the rolling contact fatigue resistance (RCF) performance of the wheel, reduces wheel peeling and peeling, and improves the safety performance and performance of the wheel. Because the carbon content of the bainitic steel wheel is low, the thermal fatigue performance of the wheel is improved, the hot crack of the rim is prevented, the number of repairs of the wheel and the repair amount are reduced, the use efficiency of the rim metal is improved, and the service life of the wheel is improved.
  • RCF rolling contact fatigue resistance
  • the chemical composition range (wt%) of the steel disclosed in the Chinese patent "Basitic Steel for Railway Vehicle Wheels” published on July 12, 2006, CN 1800427A is: carbon C: 0.08-0.45%, silicon Si: 0.60-2.10%, manganese Mn: 0.60-2.10%, molybdenum Mo: 0.08-0.60%, nickel Ni: 0.00-2.10%, chromium Cr: ⁇ 0.25%, vanadium V: 0.00-0.20%, copper Cu: 0.00 -1.00%.
  • the typical structure of the bainite steel is carbide-free bainite, which has excellent toughness, low notch sensitivity, and good thermal crack resistance.
  • the addition of Mo element can increase the hardenability of steel, but for large-section wheels, production control is difficult and costly.
  • British Steel Co., Ltd. patent CN1059239C discloses a bainitic steel and a production process thereof, the chemical composition range (wt%) of the steel is: carbon C: 0.05-0.50%, silicon Si and/or aluminum Al: 1.00- 3.00%, manganese Mn: 0.50-2.50%, chromium Cr: 0.25-2.50%.
  • the typical structure of the bainitic steel is carbide-free bainite, which has high wear resistance and rolling contact fatigue resistance.
  • the steel has good toughness, the cross section of the rail is simple, the impact toughness at 20 ° C is not high, and the cost of the steel is high.
  • the object of the present invention is to provide a high-toughness rail transit bainite steel wheel, C-Si-Mn-Ni-RE system, without adding special alloy elements such as Mo, V, Cr and B, so that the rim is typically organized Carbide-free bainite, the wheel has excellent toughness and low notch sensitivity.
  • the invention also provides a method for manufacturing a bainitic steel wheel for high-toughness rail transit.
  • the heat treatment process and technology are used to obtain good comprehensive mechanical properties of the wheel, and the production control is relatively easy.
  • the invention provides a high-toughness bainite steel wheel for rail transit, comprising the following weight percentage elements:
  • Carbon C 0.10 to 0.40%, silicon Si: 1.00 to 2.00%, manganese Mn: 1.00 to 2.50%,
  • Nickel Ni 0.20 to 1.00%
  • rare earth RE 0.001 to 0.040%
  • the high tenacity rail transit bainite steel wheel comprises the following weight percentage elements:
  • Carbon C 0.15 to 0.25%, silicon Si: 1.20 to 1.80%, manganese Mn: 1.60 to 2.10%,
  • Nickel Ni 0.20 to 0.80%, rare earth RE: 0.010 to 0.040%, phosphorus P ⁇ 0.020%, sulfur S ⁇ 0.020%, the balance being iron and unavoidable residual elements; and 1.50% ⁇ Si + Ni ⁇ 2.50%, 2.00 % ⁇ Si + Mn ⁇ 4.00%.
  • the high tenacity rail transit bainite steel wheel comprises the following weight percentage elements:
  • Carbon C 0.20%, silicon Si: 1.45%, manganese Mn: 1.92%,
  • Nickel Ni 0.35%
  • rare earth RE 0.018%
  • phosphorus P 0.013%
  • sulfur S 0.008%
  • the balance is iron and inevitable impurity elements.
  • the obtained wheel microstructure is: the metallographic structure within 40 mm under the wheel rim tread is a carbide-free bainite structure, which is a nano-scale lath-like super-saturated ferrite, lath-like supersaturated ferrite In the middle is a nano-scale film-like carbon-rich retained austenite, wherein the residual austenite volume percentage is 4% to 15%; the complex phase composed of the rim microstructure super-saturated ferrite and the carbon-rich retained austenite
  • the structure, whose size is on the nanometer scale, and the nanoscale refers to the length from 1 nm to 999 nm.
  • the wheels provided by the present invention can be used in the production of truck wheels and passenger car wheels, as well as other components of rail transit and the like.
  • the invention provides a method for manufacturing a high-toughness rail transit bainite steel wheel, which comprises a smelting, refining, forming and heat treatment process; the smelting and forming process utilizes the prior art, and the heat treatment process is:
  • the formed wheel is heated to the austenitizing temperature, and the rim tread surface is sprayed with water to strengthen the cooling to below 400 ° C, and tempered.
  • the heating to austenitizing temperature is specifically: heating to 860-930 ° C for 2.0-2.5 hours.
  • the tempering treatment is as follows: the wheel is less than 400 ° C in low temperature tempering, the tempering time is more than 30 minutes, and the air is cooled to room temperature after tempering; or the rim tread surface is sprayed to strengthen the cooling to below 400 ° C, and air cooled to room temperature, during which the web is used The residual heat of the wheel is tempered.
  • the heat treatment process may also be: using the high-temperature residual heat after molding, directly cooling the formed wheel wheel tread surface to 400 ° C or less, and tempering.
  • the tempering treatment is as follows: the wheel is less than 400 ° C in low temperature tempering, the tempering time is more than 30 minutes, and the air is cooled to room temperature after tempering; or the rim tread surface is sprayed to strengthen the cooling to below 400 ° C, and air cooled to room temperature, during which the web is used The residual heat of the wheel is tempered.
  • the heat treatment process can also be: after the wheel is formed, the wheel is air cooled to below 400 ° C and tempered.
  • Back The fire treatment is as follows: the wheel is less than 400 ° C in low temperature tempering, the tempering time is more than 30 minutes, and the air is cooled to room temperature after tempering; or air cooled to below 400 ° C, air cooled to room temperature, during which the residual heat of the web and the hub is self-tempered.
  • the heat treatment process is any one of the following methods:
  • the wheel is heated to the austenitizing temperature, and the rim tread surface is sprayed with water to strengthen the cooling to below 400 ° C, and air cooled to room temperature, during which time the residual heat is self-tempered;
  • the wheel is heated to the austenitizing temperature, the rim tread surface is sprayed with water to enhance cooling to below 400 ° C, less than 400 ° C low temperature tempering, tempering time of more than 30 minutes, tempering, air cooling to room temperature.
  • the heating to austenitizing temperature is specifically: heating to 860-930 ° C for 2.0-2.5 hours.
  • the rim tread surface is sprayed with water to strengthen the cooling to below 400 ° C, and air cooled to room temperature, during which the residual heat of the web and the hub is self-tempered.
  • the rim tread surface is sprayed with water to enhance cooling to below 400 ° C, less than 400 ° C low temperature tempering, tempering time of more than 30 minutes, tempering and then air cooling to room temperature;
  • the wheel is air-cooled to below 400 ° C, during which the residual heat of the web and the hub is self-tempered.
  • the wheel is air cooled to below 400 ° C, and then tempered at a low temperature of less than 400 ° C, the tempering time is more than 30 minutes, and tempered to cool to room temperature.
  • C content the basic element in steel, with strong interstitial solid solution hardening and precipitation strengthening.
  • the strength of steel increases and the toughness decreases; the solubility of carbon in austenite is better than that in ferrite. It is much larger and is an effective austenite stabilizing element; the volume fraction of carbides in steel is proportional to the carbon content.
  • the material hardness is further effectively improved, in particular, the yield strength of the material is improved.
  • the reasonable range of the carbon content is preferably 0.10. -0.40%.
  • Si content the basic alloying element in steel, the commonly used deoxidizer, its atomic radius is smaller than the radius of iron atom, has a strong solid solution strengthening effect on austenite and ferrite, and increases the shear strength of austenite;
  • Si is non- Carbide forming elements, prevent the precipitation of cementite, promote the formation of bainite-ferrite carbon-rich austenite film and (MA) island structure, and are the main elements for obtaining carbide-free bainitic steel; Si can also prevent the precipitation of cementite, prevent the precipitation of carbides from the supercooled austenite, and the cementite precipitation during tempering at 300 °C ⁇ 400 °C. It is completely suppressed, improving the thermal stability and mechanical stability of austenite.
  • the content of Si in steel is higher than 2.00%, the tendency of pre-eutectoid ferrite increases, the amount of retained austenite increases, the toughness of steel decreases, and when the content of Si is less than 1.00%, cementite is easily precipitated in steel, which is difficult to obtain. There is no carbide bainite structure, so the Si content should be controlled at 1.00-2.00%.
  • Ni is a non-carbide forming element, which inhibits the precipitation of carbides during the bainite transformation, thereby forming a stable austenite film between the bainitic ferrite laths, which is beneficial to the carbide-free shell. Formation of clastic tissue. Ni can improve the strength and toughness of steel, is an essential alloying element for obtaining high impact toughness, and reduces the impact toughness transition temperature. The Ni content is less than 0.20%, which is not conducive to the formation of carbide-free bainite. The Ni content is higher than 1.00%. The contribution rate of steel toughness will decrease greatly and the production cost will increase. Therefore, the Ni content should be controlled at 0.20. -1.00%.
  • Mn is an austenite stabilizing element in steel, which increases the hardenability of steel and improves the mechanical properties of steel.
  • Mn can also Increase the diffusion coefficient of P and increase the brittleness of steel.
  • the Mn content is less than 1.00%, the hardenability of steel is poor, which is not conducive to obtaining carbide-free bainite.
  • the Mn content is higher than 2.50%, the hardenability of steel is significantly increased, and the diffusion tendency of P is greatly increased, and the steel is lowered. Toughness, so the Mn content should be controlled at 1.00-2.50%.
  • RE element is added to steel to refine austenite grains, and it has purification and metamorphism. It can reduce the segregation of harmful impurity elements at grain boundaries, improve and strengthen grain boundaries, and thus improve the strength and toughness of steel. . At the same time, RE can promote the spheroidization of inclusions, further improve the toughness of steel and reduce the notch sensitivity of materials. When the RE content is too high, its beneficial effect will be weakened, and at the same time, the production cost of steel will increase. When the RE content is less than 0.001%, it is impossible to completely remove harmful elements to form tough rare earth inclusions. When the RE content is higher than 0.040%, the RE element is surplus and cannot effectively exert its effect. Considering the RE content, the RE content is controlled at 0.001-0.040%. .
  • P content P in the medium and high carbon steel, easy to segregate at the grain boundary, thereby weakening the grain boundary and reducing the strength and toughness of the steel.
  • P ⁇ 0.020% As a harmful element, when P ⁇ 0.020%, there is no significant adverse effect on performance.
  • S content S tends to be segregated at the grain boundary, and easily forms inclusions with other elements, reducing the strength and toughness of the steel. As a harmful element, when S ⁇ 0.020%, there is no significant adverse effect on performance.
  • the invention adopts C-Si-Mn-Ni-RE system, and does not particularly add alloying elements such as Mo, V, Cr and B, and combines heat treatment process to make the rim typical structure into carbide-free bainite. ,and also That is, the nano-scale lath-like super-saturated ferrite with nano-scale film-like carbon-rich retained austenite in the middle, wherein the retained austenite is 4% to 15%, and the wheel has excellent toughness and low gap. Sensitivity and other characteristics.
  • the steel has moderate hardenability, is easy to control production, and has low cost.
  • the rare earth element can spheroidize the inclusions in the steel and strengthen the grain boundary, so that the steel has a high impact toughness performance of 20 °C.
  • the addition of Ni gives the obtained bainitic steel a higher 20 ° C impact toughness performance.
  • the design of the component and the manufacturing process realize the cooperation of the high strength and the high toughness of the wheel, provide the comprehensive mechanical properties of the wheel, achieve the purpose of improving the service performance of the wheel, and can also be used for other key components and the like of the rail transit. Manufacturing.
  • the invention mainly utilizes Si and Ni non-carbide forming elements, improves the activity of carbon in ferrite, delays and inhibits carbide precipitation, and adopts a suitable molding process (including forging rolling or model casting, etc.). It is a heat treatment process.
  • the rim tread water spray is used to strengthen the cooling to make the wheel rim obtain the carbide-free bainite structure, and the residual heat is used for self-tempering or low-temperature tempering to further improve the structural stability of the wheel and the integration of the wheel.
  • Mechanical properties At the same time, the Mn element has excellent austenite stabilization, increases the hardenability of the steel, and increases the strength of the steel.
  • the rare earth element has the function of adsorbing harmful gases such as hydrogen in the steel, and the inevitable inclusions in the spheroidized steel further improve the toughness of the steel.
  • the rim obtains a carbide-free bainite structure free from carbide precipitation, further improving the strength and toughness of the wheel, and utilizing the characteristics of Ni solid-solution strengthening. Further improve the strength and toughness without lowering the toughness index; also use the Ni element to have corrosion resistance, achieve the atmospheric corrosion resistance of the wheel, improve the service life of the wheel, realize the high toughness bainite steel wheel, and meet the harsh operating conditions of the rail transit. Requirements.
  • the bainite steel wheel prepared by the invention has significantly improved rim toughness matching compared with the CL60 wheel, thereby effectively improving the yield strength, toughness and low temperature toughness of the wheel under the premise of ensuring safety.
  • Improve the anti-rolling contact fatigue (RCF) performance of the wheel improve the thermal crack resistance of the wheel, improve the corrosion resistance of the wheel, reduce the wheel notch sensitivity, reduce the probability of the wheel peeling and peeling during use, and realize the wheel tread Uniform wear and less repair, improve the use efficiency of wheel rim metal, improve the service life and comprehensive benefits of the wheel, have certain economic and social benefits.
  • RCF anti-rolling contact fatigue
  • Figure 1 is a schematic view of the names of various parts of the wheel
  • 1 is the hub hole
  • 2 is the outer side of the rim
  • 3 is the rim
  • 4 is the inner side of the rim
  • 5 is the web
  • 6 is Wheel hub
  • 7 is the tread;
  • 2a is a 100 ⁇ optical metallographic structure diagram of the rim of the embodiment 1;
  • Figure 3a is a ferrule 100 x optical metallographic structure of the embodiment 2;
  • Figure 3b is a ferrule 500 x optical metallographic structure diagram of Embodiment 2;
  • Figure 3c is a diagram showing the structure of the rim 500 ⁇ stained metallurgy of Example 2;
  • Figure 3d is a structural diagram of the rim transmission electron microscope of Embodiment 2;
  • Figure 4a is a ferrule 100 x optical metallographic structure diagram of Example 3.
  • 4b is a ferrule 500 ⁇ optical metallographic structure diagram of Embodiment 3;
  • Figure 5 is a continuous cooling transition curve (CCT curve) of the steel of Example 2;
  • Figure 7 is a diagram showing the surface deformation layer structure of the sample after the friction and wear test of the wheel of Example 2 and the CL60 wheel.
  • Examples 1, 2, and 3 The chemical composition weight percentages of the wheel steels in Examples 1, 2, and 3 are as shown in Table 2. Examples 1, 2, and 3 were directly cast into electric furnace smelting by LF+RH refining vacuum degassing. The round billet is formed into a wheel having a diameter of 915 mm by ingot cutting, heating and rolling, heat treatment and finishing.
  • a bainitic steel wheel for high-toughness rail transit which has the following weight percentage elements as shown in Table 2 below.
  • a method for manufacturing a bainitic steel wheel for high-toughness rail transit comprising the following steps:
  • the molten steel of the first embodiment shown in Table 2 was formed by an electric furnace steelmaking process, an LF furnace refining process, an RH vacuum process, a round billet continuous casting process, an ingot rolling process, a heat treatment process, a processing, and a finished product inspection process.
  • the heat treatment step is: heating to 860-930 ° C for 2.0-2.5 hours, rim spray cooling, cooling to below 400 ° C, and then tempering at 280 ° C for 4.5-5.0 hours.
  • the metallographic structure of the wheel rim prepared in this embodiment is mainly a carbide-free bainite structure.
  • the mechanical properties of the wheel of this embodiment are shown in Table 3.
  • the physical toughness of the wheel is better than that of the CL60 wheel.
  • a bainitic steel wheel for high-toughness rail transit which has the following weight percentage elements as shown in Table 2 below.
  • a method for manufacturing a bainitic steel wheel for high-toughness rail transit comprising the following steps:
  • the molten steel of the second embodiment of the chemical composition is formed by an electric furnace steelmaking process, an LF furnace refining process, an RH vacuum process, a round billet continuous casting process, an ingot rolling process, a heat treatment process, a processing, and a finished product inspection process.
  • the heat treatment step is: heating to 860-930 ° C for 2.0-2.5 hours, rim spray cooling, cooling to below 400 ° C, and then tempering at 240 ° C for 4.5-5.0 hours.
  • the metallographic structure of the wheel rim prepared in this embodiment is mainly carbide-free bainite.
  • the mechanical properties of the wheel of this embodiment are shown in Table 3.
  • the physical toughness of the wheel is better than that of the CL60 wheel.
  • a bainitic steel wheel for high-toughness rail transit which has the following weight percentage elements as shown in Table 2 below.
  • a method for manufacturing a bainitic steel wheel for high-toughness rail transit comprising the following steps:
  • the molten steel of the third embodiment of the chemical composition is formed by an electric furnace steelmaking process, an LF furnace refining process, an RH vacuum process, a round billet continuous casting process, an ingot rolling process, a heat treatment process, a processing, and a finished product inspection process.
  • the heat treatment step is: heating to 860-930 ° C for 2.0-2.5 hours, rim spray cooling, cooling to below 400 ° C, and then tempering at 200 ° C for 4.5-5.0 hours. .
  • the metallographic structure of the wheel rim prepared in this embodiment is mainly carbide-free bainite.
  • the mechanical properties of the wheel of this embodiment are shown in Table 3.
  • the physical toughness of the wheel is better than that of the CL60 wheel.

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Abstract

A high toughness bainitic steel wheel for rail transit, and a manufacturing method therefor. The wheel includes the following elements by weight percentage: carbon (C): 0.10-0.40%, silicon (Si): 1.00-2.00%, manganese (Mn): 1.00-2.50%, nickel (Ni): 0.20-1.00%, rare earth (RE): 0.001-0.040%, less than or equal to 0.020% of phosphorus (P), and less than or equal to 0.020% of sulphur (S), the remainder being iron and unavoidable residual elements, 1.50% ≤ Si+Ni ≤ 2.50%, 2.00% ≤ Si+Mn ≤ 4.00%. Via steel chemical composition design and manufacturing processes, the wheel rim has a carbide-free bainitic structure, the spokes and hub have a mainly granular bainitic and saturated ferritic microstructure, and the wheel has comprehensive mechanical properties such as high yield strength, toughness and low-temperature toughness, and good service usage properties. In addition, costs are reduced, and the service life and comprehensive benefits of the wheel are improved.

Description

一种高韧性轨道交通用贝氏体钢车轮及其制造方法Bainitic steel wheel for high-toughness rail transit and manufacturing method thereof 技术领域Technical field
本发明属于钢的化学成分设计和车轮制造的领域,具体涉及一种高韧性轨道交通用贝氏体钢车轮及其制造方法,以及轨道交通其它零部件和类似部件的钢种设计和生产制造方法。The invention belongs to the field of chemical composition design and wheel manufacturing of steel, and particularly relates to a bainitic steel wheel for high-toughness rail transit and a manufacturing method thereof, and a steel type design and manufacturing method for other parts and the like of rail transit .
背景技术Background technique
“高速、重载和低噪声”是世界轨道交通的主要发展方向,车轮是轨道交通的“鞋子”,是最重要行走部件之一,直接影响运行的安全。在列车正常运行过程中,车轮承受着车辆全部载重量,受到磨损和滚动接触疲劳(RCF)的损伤,同时,更重要的是,它与钢轨、闸瓦、车轴,以及周围介质有着非常复杂的作用关系,处在动态的、交替变化的应力状态中。特别是车轮与钢轨、车轮与制动闸瓦(盘式制动除外)是两对时刻存在的、不可忽视的摩擦副;在紧急情况或者特殊道路运行时,制动热损伤、擦伤则非常显著,产生热疲劳,也影响着车轮安全和使用寿命。"High speed, heavy load and low noise" is the main development direction of the world rail transit. The wheel is the "shoe" of rail transit and is one of the most important walking components, which directly affects the safety of operation. During normal train operation, the wheel is subjected to the full load of the vehicle, subject to wear and rolling contact fatigue (RCF) damage, and, more importantly, it is very complex with rails, brake shoes, axles, and surrounding media. The action relationship is in a dynamic, alternating stress state. In particular, the wheels and rails, the wheels and the brake shoes (except for the disc brakes) are two pairs of moments that cannot be ignored. In the case of emergency or special roads, the brakes are very hot and scratched. Significantly, thermal fatigue is generated, which also affects wheel safety and service life.
轨道交通,在车轮满足基本强度的情况下,特别关注车轮的韧性指标,确保安全性和可靠性,货运用车轮磨损和滚动接触疲劳(RCF)损伤大,而且是踏面制动,热疲劳损伤也大,产生剥离、剥落和辋裂等缺陷。客运用车轮更加关注车轮的韧性和低温韧性,由于客运采用盘式制动,制动热疲劳减轻。Rail transit, when the wheel meets the basic strength, pays special attention to the toughness index of the wheel to ensure safety and reliability. The wheel wear and rolling contact fatigue (RCF) damage of the freight is large, and it is the tread brake and the thermal fatigue damage. Large, resulting in defects such as peeling, flaking and splitting. The passengers use the wheel to pay more attention to the toughness and low temperature toughness of the wheel. Since the passenger transport adopts the disc brake, the brake thermal fatigue is alleviated.
目前,国内外轨道交通用车轮钢,例如中国车轮标准GB/T8601、TB/T2817,欧洲车轮标准EN13262,日本车轮标准JRS和JIS B5402,以及北美车轮标准AAR M107等等,都是中高碳碳素钢或者中高碳微合金化钢,其金相组织都是珠光体-铁素体组织。At present, domestic and international rail steel for rail transportation, such as Chinese wheel standard GB/T8601, TB/T2817, European wheel standard EN13262, Japanese wheel standard JRS and JIS B5402, and North American wheel standard AAR M107, etc., are medium and high carbon carbon. Steel or medium-high carbon microalloyed steel, the metallographic structure is pearlite-ferrite structure.
CL60钢车轮是我国目前轨道交通车辆(客运与货运)主要使用的辗钢车轮钢,BZ-L是我国目前轨道交通车辆(货运)主要使用的铸钢车轮钢,它们的金相组织都是珠光体-铁素体组织。CL60 steel wheel is the main steel wheel steel used in China's current rail transit vehicles (passenger and freight). BZ-L is the main cast steel wheel steel used in China's current rail transit vehicles (freight). Their metallographic structure is pearl light. Body-ferrite organization.
车轮各部位名称示意图见图1,CL60钢主要技术指标要求见下表1。The schematic diagram of the names of the various parts of the wheel is shown in Figure 1. The main technical requirements of CL60 steel are shown in Table 1 below.
表1  CL60车轮主要技术要求Table 1 Main technical requirements of CL60 wheels
Figure PCTCN2017091930-appb-000001
Figure PCTCN2017091930-appb-000001
生产制造过程中,要保证车轮材质优良,钢中有害气体和有害残余元素含量低。车轮在高温状态下,轮辋踏面经过喷水强化冷却,进一步提高轮辋的强度和硬度;辐板和轮毂相当于正火热处理,从而达到轮辋有高的强度和韧性的匹配,辐板有高的韧性,最终实现车轮有优良的综合力学性能和服役使用性能。During the manufacturing process, it is necessary to ensure that the wheel material is excellent and the content of harmful gases and harmful residual elements in the steel is low. When the wheel is at high temperature, the rim tread surface is cooled by water spray to further improve the strength and hardness of the rim; the web and the hub are equivalent to normalizing heat treatment, so that the rim has high strength and toughness matching, and the web has high toughness. In the end, the wheels have excellent comprehensive mechanical properties and service performance.
在珠光体-少量铁素体车轮钢中,铁素体是材料中软相,韧性好,屈服强度低,因其较软所以抗滚动接触疲劳(RCF)性能差。通常,铁素体含量越高,钢的冲击韧性越好;与铁素体相比,珠光体强度较高,韧性较差,因此冲击性能较差。轨道交通的发展方向是高速、重载化,车轮运行时承受的载荷将大幅增加,现有珠光体-少量铁素体材质车轮在运行服役过程中暴露的问题越来越多,主要有以下几个方面不足:In pearlite-small ferritic wheel steel, ferrite is a soft phase in the material, has good toughness, low yield strength, and is resistant to rolling contact fatigue (RCF) due to its softness. Generally, the higher the ferrite content, the better the impact toughness of the steel; the higher the pearlite strength and the lower the toughness than the ferrite, the poorer the impact performance. The development direction of rail transit is high speed and heavy load. The load on the wheel will increase greatly. The existing pearlite-small ferritic wheel is exposed to more and more problems during operation and service. The main ones are as follows. Insufficient aspects:
(1)轮辋屈服强度低,一般不超过600MPa,因车轮在运行时轮轨间的滚动接触应力较大,有时超过车轮钢的屈服强度,使得车轮在运行过程当中产生塑性变形,导致踏面次表面发生塑性变形,又因为钢中存在夹杂物、渗碳体等脆性相,容易导致轮辋萌生微细裂纹,这些微细裂纹在车轮运行滚动接触疲劳的作用下,产生剥离、辋裂等缺陷。(1) The rim yield strength is low, generally not exceeding 600 MPa. Because the rolling contact stress between the wheel and rail during the running of the wheel is large, sometimes exceeding the yield strength of the wheel steel, the wheel is plastically deformed during the running process, resulting in the tread surface. Plastic deformation occurs, and because there are brittle phases such as inclusions and cementite in the steel, it is easy to cause micro-cracks in the rim. These micro-cracks cause defects such as peeling and splitting under the action of rolling contact fatigue of the wheel.
(2)钢中含碳量高,抗热损伤能力差,当采用踏面制动或者车轮滑行时出现擦伤时,车轮局部瞬间升温至钢的奥氏体化温度,随后激冷,产生马氏体,如此反复热疲劳,形成制动热裂纹,产生剥落、掉块等缺陷。(2) The steel has high carbon content and poor heat damage resistance. When the surface is braked or the wheel is slipped, the wheel locally heats up to the austenitizing temperature of the steel, and then chills to produce Markov. The body is repeatedly subjected to thermal fatigue to form a brake hot crack, which causes defects such as peeling and falling off.
(3)车轮钢淬透性差,车轮轮辋存在一定的硬度梯度,硬度不均匀,容易产生轮缘磨耗与失圆等缺陷。(3) The wheel steel has poor hardenability, and the wheel rim has a certain hardness gradient, and the hardness is not uniform, which is easy to cause defects such as rim wear and roundness.
随着贝氏体钢相变研究的发展与突破,尤其是无碳化物贝氏体钢的理论和应用研究,可以实现高强度、高韧性的良好匹配。无碳化物贝氏体钢具有理想的显微组织结构,也具有优良的力学性能,其精细显微组织结构为无碳化物贝氏体,也就是,纳米尺度的板条状过饱和铁素体,中间为纳米尺度的薄膜状富碳残余奥氏体,从而提高钢的强度和韧性,特别提高钢的屈服强度和冲击韧性与断裂韧性,降低钢的缺口敏感性。因此,贝氏体钢车轮有效增强车轮的抗滚动接触疲劳(RCF)性能,减少车轮剥离和剥落等现象,提高车轮的安全性能和使用性能。由于贝氏体钢车轮的含碳量低,改善车轮的热疲劳性能,防止轮辋热裂纹的产生,减少车轮的镟修次数和镟修量,提高轮辋金属的使用效率,提高车轮使用寿命。 With the development and breakthrough of the research on the transformation of bainitic steel, especially the theoretical and applied research of the carbide-free bainitic steel, a good match of high strength and high toughness can be achieved. The carbide-free bainite steel has an ideal microstructure and excellent mechanical properties, and its fine microstructure is carbide-free bainite, that is, nano-scale lath-like supersaturated ferrite. In the middle, the nano-scale film-like carbon-rich retained austenite improves the strength and toughness of the steel, especially improves the yield strength, impact toughness and fracture toughness of the steel, and reduces the notch sensitivity of the steel. Therefore, the bainitic steel wheel effectively enhances the rolling contact fatigue resistance (RCF) performance of the wheel, reduces wheel peeling and peeling, and improves the safety performance and performance of the wheel. Because the carbon content of the bainitic steel wheel is low, the thermal fatigue performance of the wheel is improved, the hot crack of the rim is prevented, the number of repairs of the wheel and the repair amount are reduced, the use efficiency of the rim metal is improved, and the service life of the wheel is improved.
公开日为2006年7月12日,公开号为CN 1800427A的中国专利“铁道车辆车轮用贝氏体钢”公开的钢的化学成份范围(wt%)为:碳C:0.08-0.45%,硅Si:0.60-2.10%,锰Mn:0.60-2.10%,钼Mo:0.08-0.60%,镍Ni:0.00-2.10%,铬Cr:<0.25%,钒V:0.00-0.20%,铜Cu:0.00-1.00%。该贝氏体钢的典型组织为无碳化物贝氏体,其具有优异的强韧性,低的缺口敏感性,良好的抗热裂性能。Mo元素的加入能增加钢的淬透性,但对于大截面车轮,生产控制难度大,且成本较高。The chemical composition range (wt%) of the steel disclosed in the Chinese patent "Basitic Steel for Railway Vehicle Wheels" published on July 12, 2006, CN 1800427A is: carbon C: 0.08-0.45%, silicon Si: 0.60-2.10%, manganese Mn: 0.60-2.10%, molybdenum Mo: 0.08-0.60%, nickel Ni: 0.00-2.10%, chromium Cr: <0.25%, vanadium V: 0.00-0.20%, copper Cu: 0.00 -1.00%. The typical structure of the bainite steel is carbide-free bainite, which has excellent toughness, low notch sensitivity, and good thermal crack resistance. The addition of Mo element can increase the hardenability of steel, but for large-section wheels, production control is difficult and costly.
英国钢铁有限公司专利CN1059239C公开了一种贝氏体钢及其生产工艺,该钢种的化学成份范围(wt%)为:碳C:0.05-0.50%,硅Si和/或铝Al:1.00-3.00%,锰Mn:0.50-2.50%,铬Cr:0.25-2.50%。该贝氏体钢的典型组织为无碳化物贝氏体,其具有高的耐磨性和抗滚压接触疲劳性能。该钢种虽具有良好的强韧性,但钢轨截面较简单,且20℃的冲击韧性性能不高,而且钢种成本高。British Steel Co., Ltd. patent CN1059239C discloses a bainitic steel and a production process thereof, the chemical composition range (wt%) of the steel is: carbon C: 0.05-0.50%, silicon Si and/or aluminum Al: 1.00- 3.00%, manganese Mn: 0.50-2.50%, chromium Cr: 0.25-2.50%. The typical structure of the bainitic steel is carbide-free bainite, which has high wear resistance and rolling contact fatigue resistance. Although the steel has good toughness, the cross section of the rail is simple, the impact toughness at 20 ° C is not high, and the cost of the steel is high.
发明内容Summary of the invention
本发明的目的在于,提供一种高韧性轨道交通用贝氏体钢车轮,C-Si-Mn-Ni-RE系,不特别添加Mo、V、Cr和B等合金元素,使轮辋典型组织为无碳化物贝氏体,车轮具有优异的强韧性和低的缺口敏感性等特点。The object of the present invention is to provide a high-toughness rail transit bainite steel wheel, C-Si-Mn-Ni-RE system, without adding special alloy elements such as Mo, V, Cr and B, so that the rim is typically organized Carbide-free bainite, the wheel has excellent toughness and low notch sensitivity.
本发明还提供了一种高韧性轨道交通用贝氏体钢车轮的制造方法,通过热处理工艺和技术,使车轮获得良好的综合力学性能,生产控制较容易。The invention also provides a method for manufacturing a bainitic steel wheel for high-toughness rail transit. The heat treatment process and technology are used to obtain good comprehensive mechanical properties of the wheel, and the production control is relatively easy.
本发明提供的一种高韧性轨道交通用贝氏体钢车轮,包含以下重量百分比的元素:The invention provides a high-toughness bainite steel wheel for rail transit, comprising the following weight percentage elements:
碳C:0.10~0.40%,硅Si:1.00~2.00%,锰Mn:1.00~2.50%,Carbon C: 0.10 to 0.40%, silicon Si: 1.00 to 2.00%, manganese Mn: 1.00 to 2.50%,
镍Ni:0.20~1.00%,稀土RE:0.001~0.040%,Nickel Ni: 0.20 to 1.00%, rare earth RE: 0.001 to 0.040%,
磷P≤0.020%,硫S≤0.020%,其余为铁和不可避免的残余元素;Phosphorus P≤0.020%, sulfur S≤0.020%, the rest being iron and inevitable residual elements;
且1.50%≤Si+Ni≤2.50%,2.00%≤Si+Mn≤4.00%。And 1.50% ≤ Si + Ni ≤ 2.50%, 2.00% ≤ Si + Mn ≤ 4.00%.
优选的,所述高韧性轨道交通用贝氏体钢车轮,包含以下重量百分比的元素:Preferably, the high tenacity rail transit bainite steel wheel comprises the following weight percentage elements:
碳C:0.15~0.25%,硅Si:1.20~1.80%,锰Mn:1.60~2.10%,Carbon C: 0.15 to 0.25%, silicon Si: 1.20 to 1.80%, manganese Mn: 1.60 to 2.10%,
镍Ni:0.20~0.80%,稀土RE:0.010~0.040%,磷P≤0.020%,硫S≤0.020%,其余为铁和不可避免的残余元素;且1.50%≤Si+Ni≤2.50%,2.00%≤Si+Mn≤4.00%。 Nickel Ni: 0.20 to 0.80%, rare earth RE: 0.010 to 0.040%, phosphorus P ≤ 0.020%, sulfur S ≤ 0.020%, the balance being iron and unavoidable residual elements; and 1.50% ≤ Si + Ni ≤ 2.50%, 2.00 % ≤ Si + Mn ≤ 4.00%.
优选的,所述高韧性轨道交通用贝氏体钢车轮,包含以下重量百分比的元素:Preferably, the high tenacity rail transit bainite steel wheel comprises the following weight percentage elements:
碳C:0.20%,硅Si:1.45%,锰Mn:1.92%,Carbon C: 0.20%, silicon Si: 1.45%, manganese Mn: 1.92%,
镍Ni:0.35%,稀土RE:0.018%,磷P:0.013%,硫S:0.008%,其余为铁和不可避免的杂质元素。Nickel Ni: 0.35%, rare earth RE: 0.018%, phosphorus P: 0.013%, sulfur S: 0.008%, and the balance is iron and inevitable impurity elements.
Si和Mn总含量低于2%时,钢的淬透性降低,且容易形成碳化物,不利于获得具有良好强韧性的无碳化物贝氏体组织;Si和Mn总含量高于4%时,钢的淬透性过高,容易形成马氏体等不良组织,且生产控制难度大。When the total content of Si and Mn is less than 2%, the hardenability of steel is lowered, and carbides are easily formed, which is disadvantageous for obtaining a carbide-free bainite structure with good toughness; when the total content of Si and Mn is more than 4% The hardenability of steel is too high, and it is easy to form bad structures such as martensite, and production control is difficult.
Si和Ni总含量低于1.5%时,钢中易形成碳化物,不利于获得具有良好强韧性的无碳化物贝氏体组织;Si和Ni总含量高于2.5%时,无法有效发挥元素作用,且会增加成本。When the total content of Si and Ni is less than 1.5%, carbides are easily formed in the steel, which is not conducive to obtaining a carbide-free bainite structure with good toughness; when the total content of Si and Ni is higher than 2.5%, the element cannot be effectively exerted. And will increase costs.
所得到的车轮显微组织为:车轮轮辋踏面下40毫米内金相组织为无碳化物贝氏体组织,即为纳米尺度的板条状过饱和铁素体,板条状过饱和铁素体中间为纳米尺度的薄膜状富碳残余奥氏体,其中残余奥氏体体积百分数为4%~15%;轮辋显微组织过饱和铁素体与富碳的残余奥氏体所组成的复相结构,其尺寸大小为纳米尺度,纳米尺度是指1纳米至999纳米的长度。The obtained wheel microstructure is: the metallographic structure within 40 mm under the wheel rim tread is a carbide-free bainite structure, which is a nano-scale lath-like super-saturated ferrite, lath-like supersaturated ferrite In the middle is a nano-scale film-like carbon-rich retained austenite, wherein the residual austenite volume percentage is 4% to 15%; the complex phase composed of the rim microstructure super-saturated ferrite and the carbon-rich retained austenite The structure, whose size is on the nanometer scale, and the nanoscale refers to the length from 1 nm to 999 nm.
本发明提供的车轮可以用于货车车轮和客车车轮,以及轨道交通其它零部件及类似部件的生产。The wheels provided by the present invention can be used in the production of truck wheels and passenger car wheels, as well as other components of rail transit and the like.
本发明提供的一种高韧性轨道交通用贝氏体钢车轮的制造方法,包括冶炼、精炼、成型和热处理工艺;冶炼和成型工艺利用现有技术,其热处理工艺为:The invention provides a method for manufacturing a high-toughness rail transit bainite steel wheel, which comprises a smelting, refining, forming and heat treatment process; the smelting and forming process utilizes the prior art, and the heat treatment process is:
将成型车轮加热至奥氏体化温度,轮辋踏面喷水强化冷却至400℃以下,回火处理。所述加热至奥氏体化温度具体为:加热至860-930℃保温2.0-2.5小时。所述回火处理为:车轮小于400℃中低温回火,回火时间30分钟以上,回火后空冷至室温;或轮辋踏面喷水强化冷却至400℃以下,空冷至室温,期间利用辐板、轮毂的余热自回火。The formed wheel is heated to the austenitizing temperature, and the rim tread surface is sprayed with water to strengthen the cooling to below 400 ° C, and tempered. The heating to austenitizing temperature is specifically: heating to 860-930 ° C for 2.0-2.5 hours. The tempering treatment is as follows: the wheel is less than 400 ° C in low temperature tempering, the tempering time is more than 30 minutes, and the air is cooled to room temperature after tempering; or the rim tread surface is sprayed to strengthen the cooling to below 400 ° C, and air cooled to room temperature, during which the web is used The residual heat of the wheel is tempered.
热处理工艺还可以为:利用成型后高温余热,直接将成型车轮轮辋踏面喷水强化冷却至400℃以下,回火处理。所述回火处理为:车轮小于400℃中低温回火,回火时间30分钟以上,回火后空冷至室温;或轮辋踏面喷水强化冷却至400℃以下,空冷至室温,期间利用辐板、轮毂的余热自回火。The heat treatment process may also be: using the high-temperature residual heat after molding, directly cooling the formed wheel wheel tread surface to 400 ° C or less, and tempering. The tempering treatment is as follows: the wheel is less than 400 ° C in low temperature tempering, the tempering time is more than 30 minutes, and the air is cooled to room temperature after tempering; or the rim tread surface is sprayed to strengthen the cooling to below 400 ° C, and air cooled to room temperature, during which the web is used The residual heat of the wheel is tempered.
热处理工艺还可以为:车轮成型后,车轮空冷至400℃以下,回火处理。回 火处理为:车轮小于400℃中低温回火,回火时间30分钟以上,回火后空冷至室温;或空冷至400℃以下,空冷至室温,期间利用辐板、轮毂的余热自回火。The heat treatment process can also be: after the wheel is formed, the wheel is air cooled to below 400 ° C and tempered. Back The fire treatment is as follows: the wheel is less than 400 ° C in low temperature tempering, the tempering time is more than 30 minutes, and the air is cooled to room temperature after tempering; or air cooled to below 400 ° C, air cooled to room temperature, during which the residual heat of the web and the hub is self-tempered.
具体为,所述热处理工序为以下方式中任意一种:Specifically, the heat treatment process is any one of the following methods:
车轮加热至奥氏体化温度,轮辋踏面喷水强化冷却至400℃以下,空冷至室温,期间利用余热自回火;The wheel is heated to the austenitizing temperature, and the rim tread surface is sprayed with water to strengthen the cooling to below 400 ° C, and air cooled to room temperature, during which time the residual heat is self-tempered;
或,车轮加热至奥氏体化温度,轮辋踏面喷水强化冷却至400℃以下,小于400℃中低温回火,回火时间30分钟以上,回火后空冷至室温。Or, the wheel is heated to the austenitizing temperature, the rim tread surface is sprayed with water to enhance cooling to below 400 ° C, less than 400 ° C low temperature tempering, tempering time of more than 30 minutes, tempering, air cooling to room temperature.
所述加热至奥氏体化温度具体为:加热至860-930℃保温2.0-2.5小时。The heating to austenitizing temperature is specifically: heating to 860-930 ° C for 2.0-2.5 hours.
或,利用车轮成型后高温余热,轮辋踏面喷水强化冷却至400℃以下,空冷至室温,期间利用辐板、轮毂的余热自回火。Or, using the high temperature residual heat after the wheel is formed, the rim tread surface is sprayed with water to strengthen the cooling to below 400 ° C, and air cooled to room temperature, during which the residual heat of the web and the hub is self-tempered.
或,利用车轮成型后高温余热,轮辋踏面喷水强化冷却至400℃以下,小于400℃中低温回火,回火时间30分钟以上,回火后空冷至室温;Or, using the high temperature residual heat after the wheel is formed, the rim tread surface is sprayed with water to enhance cooling to below 400 ° C, less than 400 ° C low temperature tempering, tempering time of more than 30 minutes, tempering and then air cooling to room temperature;
或,车轮成型后,车轮空冷至400℃以下,期间利用辐板、轮毂的余热自回火。Or, after the wheel is formed, the wheel is air-cooled to below 400 ° C, during which the residual heat of the web and the hub is self-tempered.
或,车轮成型后,车轮空冷至400℃以下,再小于400℃中低温回火,回火时间30分钟以上,回火后空冷至室温。Or, after the wheel is formed, the wheel is air cooled to below 400 ° C, and then tempered at a low temperature of less than 400 ° C, the tempering time is more than 30 minutes, and tempered to cool to room temperature.
本发明中各元素的作用如下:The functions of the elements in the present invention are as follows:
C含量:钢中基础元素,有强烈的间隙固溶硬化和析出强化作用,随着碳含量的增加,钢的强度增加,韧性下降;碳在奥氏体中的溶解度要比在铁素体中大得多,而且是一种有效的奥氏体稳定元素;钢中碳化物的体积分数与碳含量成正比。为获得无碳化物贝氏体组织,必须确保一定的C含量固溶在过冷奥氏体中,以及在过饱和铁素体中,进一步有效提高材料强硬度,特别是提高材料的屈服强度。C含量高于0.40%时,会导致渗碳体的析出,降低钢的韧性,C含量低于0.10%时,铁素体的过饱和度降低,钢的强度下降,因此碳含量合理范围宜0.10-0.40%。C content: the basic element in steel, with strong interstitial solid solution hardening and precipitation strengthening. With the increase of carbon content, the strength of steel increases and the toughness decreases; the solubility of carbon in austenite is better than that in ferrite. It is much larger and is an effective austenite stabilizing element; the volume fraction of carbides in steel is proportional to the carbon content. In order to obtain a carbide-free bainite structure, it is necessary to ensure that a certain C content is dissolved in the supercooled austenite, and in the supersaturated ferrite, the material hardness is further effectively improved, in particular, the yield strength of the material is improved. When the C content is higher than 0.40%, the precipitation of cementite will be caused, and the toughness of the steel will be lowered. When the C content is less than 0.10%, the supersaturation of the ferrite is lowered and the strength of the steel is decreased. Therefore, the reasonable range of the carbon content is preferably 0.10. -0.40%.
Si含量:钢中基本合金元素,常用的脱氧剂,其原子半径小于铁原子半径,对奥氏体和铁素体有强烈的固溶强化作用,使奥氏体的切变强度提高;Si是非碳化物形成元素,阻止渗碳体的析出,促进贝氏体-铁素体间富碳奥氏体薄膜和(M-A)岛状组织的形成,是获得无碳化物贝氏体钢的主要元素;Si还能阻止渗碳体的析出,防止过冷奥氏体分解析出碳化物,在300℃~400℃回火时渗碳体析 出完全被抑制,提高了奥氏体的热稳定性和机械稳定性。钢中Si含量高于2.00%,析出先共析铁素体倾向增加,残余奥氏体量增加,钢的强韧性下降,Si含量低于1.00%时,钢中容易析出渗碳体,不易获得无碳化物贝氏体组织,因此Si含量应控制在1.00-2.00%。Si content: the basic alloying element in steel, the commonly used deoxidizer, its atomic radius is smaller than the radius of iron atom, has a strong solid solution strengthening effect on austenite and ferrite, and increases the shear strength of austenite; Si is non- Carbide forming elements, prevent the precipitation of cementite, promote the formation of bainite-ferrite carbon-rich austenite film and (MA) island structure, and are the main elements for obtaining carbide-free bainitic steel; Si can also prevent the precipitation of cementite, prevent the precipitation of carbides from the supercooled austenite, and the cementite precipitation during tempering at 300 °C ~ 400 °C. It is completely suppressed, improving the thermal stability and mechanical stability of austenite. The content of Si in steel is higher than 2.00%, the tendency of pre-eutectoid ferrite increases, the amount of retained austenite increases, the toughness of steel decreases, and when the content of Si is less than 1.00%, cementite is easily precipitated in steel, which is difficult to obtain. There is no carbide bainite structure, so the Si content should be controlled at 1.00-2.00%.
Ni含量:Ni是非碳化物形成元素,在贝氏体转变过程中可抑制碳化物的析出,从而使贝氏体铁素体板条之间形成稳定的奥氏体薄膜,有利于无碳化物贝氏体组织的形成。Ni能提高钢的强度及韧性,是获得高冲击韧性必不可少的合金元素,并降低冲击韧性转变温度。Ni含量低于0.20%,不利于无碳化物贝氏体形成,Ni含量高于1.00%,钢的强韧性贡献率将会出现较大幅度下降,且增加生产成本,因此Ni含量应控制在0.20-1.00%。Ni content: Ni is a non-carbide forming element, which inhibits the precipitation of carbides during the bainite transformation, thereby forming a stable austenite film between the bainitic ferrite laths, which is beneficial to the carbide-free shell. Formation of clastic tissue. Ni can improve the strength and toughness of steel, is an essential alloying element for obtaining high impact toughness, and reduces the impact toughness transition temperature. The Ni content is less than 0.20%, which is not conducive to the formation of carbide-free bainite. The Ni content is higher than 1.00%. The contribution rate of steel toughness will decrease greatly and the production cost will increase. Therefore, the Ni content should be controlled at 0.20. -1.00%.
Mn含量:Mn是钢中奥氏体稳定化元素,增加钢的淬透性,提高钢的力学性能。通过适当调整Si与Mn的合金量,获得无碳化物析出的,且在贝氏体铁素体板条之间相间分布的薄膜状奥氏体组织,即无碳化物贝氏体;Mn也能提高P的扩散系数,增加钢的脆性。Mn含量低于1.00%,钢的淬透性差,不利于获得无碳化物贝氏体,Mn含量高于2.50%,钢的淬透性显著增加,也会大幅提高P的扩散倾向,降低钢的韧性,因此Mn含量应控制在1.00-2.50%。Mn content: Mn is an austenite stabilizing element in steel, which increases the hardenability of steel and improves the mechanical properties of steel. By appropriately adjusting the amount of alloy of Si and Mn, a film-like austenite structure free from carbide precipitation and distributed between the bainitic ferrite slabs, that is, carbide-free bainite can be obtained; Mn can also Increase the diffusion coefficient of P and increase the brittleness of steel. The Mn content is less than 1.00%, the hardenability of steel is poor, which is not conducive to obtaining carbide-free bainite. The Mn content is higher than 2.50%, the hardenability of steel is significantly increased, and the diffusion tendency of P is greatly increased, and the steel is lowered. Toughness, so the Mn content should be controlled at 1.00-2.50%.
RE含量:钢中加入RE元素,可细化奥氏体晶粒,且有净化和变质作用,能减少有害杂质元素在晶界的偏聚,改善和强化晶界,从而提高钢的强度和韧性。同时,RE可以促进夹杂物的球化,进一步提高钢的韧性,减少材料的缺口敏感性。当RE含量过高时,其有利作用会减弱,同时会增加钢的生产成本。RE含量低于0.001%时,无法完全去除有害元素生成韧性稀土夹杂物,RE含量高于0.040%时,会造成RE元素富余,无法有效发挥其作用,综合考虑,RE含量控制在0.001-0.040%。RE content: RE element is added to steel to refine austenite grains, and it has purification and metamorphism. It can reduce the segregation of harmful impurity elements at grain boundaries, improve and strengthen grain boundaries, and thus improve the strength and toughness of steel. . At the same time, RE can promote the spheroidization of inclusions, further improve the toughness of steel and reduce the notch sensitivity of materials. When the RE content is too high, its beneficial effect will be weakened, and at the same time, the production cost of steel will increase. When the RE content is less than 0.001%, it is impossible to completely remove harmful elements to form tough rare earth inclusions. When the RE content is higher than 0.040%, the RE element is surplus and cannot effectively exert its effect. Considering the RE content, the RE content is controlled at 0.001-0.040%. .
P含量:P在中高碳钢中,容易在晶界偏聚,从而弱化晶界,降低钢的强度和韧性。作为有害元素,当P≤0.020%时,不会对性能造成大的不利影响。P content: P in the medium and high carbon steel, easy to segregate at the grain boundary, thereby weakening the grain boundary and reducing the strength and toughness of the steel. As a harmful element, when P ≤ 0.020%, there is no significant adverse effect on performance.
S含量:S容易在晶界偏聚,且容易与其它元素形成夹杂物,降低钢的强度和韧性。作为有害元素,当S≤0.020%时,不会对性能造成大的不利影响。S content: S tends to be segregated at the grain boundary, and easily forms inclusions with other elements, reducing the strength and toughness of the steel. As a harmful element, when S ≤ 0.020%, there is no significant adverse effect on performance.
在钢的元素设计中,本发明采用C-Si-Mn-Ni-RE系,不特别添加Mo、V、Cr和B等合金元素,结合热处理工艺,使轮辋典型组织为无碳化物贝氏体,也 就是,纳米尺度的板条状过饱和铁素体,中间为纳米尺度的薄膜状富碳残余奥氏体,其中残余奥氏体为4%~15%,车轮具有优异的强韧性和低的缺口敏感性等特点。该钢种具有中等淬透性,较容易进行生产控制,成本较低,稀土元素能球化钢中夹杂物,强化晶界,使得本钢种具有较高的20℃的冲击韧性性能。Ni的加入使得获得的贝氏体钢更高的20℃冲击韧性性能。In the element design of steel, the invention adopts C-Si-Mn-Ni-RE system, and does not particularly add alloying elements such as Mo, V, Cr and B, and combines heat treatment process to make the rim typical structure into carbide-free bainite. ,and also That is, the nano-scale lath-like super-saturated ferrite with nano-scale film-like carbon-rich retained austenite in the middle, wherein the retained austenite is 4% to 15%, and the wheel has excellent toughness and low gap. Sensitivity and other characteristics. The steel has moderate hardenability, is easy to control production, and has low cost. The rare earth element can spheroidize the inclusions in the steel and strengthen the grain boundary, so that the steel has a high impact toughness performance of 20 °C. The addition of Ni gives the obtained bainitic steel a higher 20 ° C impact toughness performance.
本发明中通过设计成分和制造工艺,实现了车轮高强度和高韧性的配合,提供车轮的综合力学性能,达到改善车轮服役使用性能的目的,也可以用于轨道交通其它关键零部件及类似部件的生产制造。In the invention, the design of the component and the manufacturing process realize the cooperation of the high strength and the high toughness of the wheel, provide the comprehensive mechanical properties of the wheel, achieve the purpose of improving the service performance of the wheel, and can also be used for other key components and the like of the rail transit. Manufacturing.
本发明主要利用Si和Ni非碳化物形成元素,提高碳在铁素体中的活度,推迟和抑制碳化物析出,通过合适的成型工艺(包括锻造辗压轧制或者模型铸造等),特别是热处理工艺,根据钢的配方,采用轮辋踏面喷水强化冷却使车轮轮辋得到无碳化物贝氏体组织,利用余热自回火或者中低温回火,进一步改善车轮的组织稳定性和车轮的综合力学性能。同时,利用Mn元素具有优良的奥氏体稳定化作用,增加钢的淬透性,提高钢的强度。稀土元素具有吸附钢中氢等有害气体的作用,球化钢中不可避免的夹杂物,进一步提高钢的韧性。通过适当调整Si、Ni与Mn,以及RE的含量,轮辋获得无碳化物析出的无碳化物贝氏体组织,进一步提高车轮的强度和韧性,利用Ni元素具有优良的固溶强化的特点,在不降低韧性指标的情况下,进一步提高强度和韧性;也利用Ni元素具有耐腐蚀性能,实现车轮耐大气腐蚀性能,提高车轮使用寿命,实现高韧性贝氏体钢车轮,满足轨道交通运行条件苛刻的要求。The invention mainly utilizes Si and Ni non-carbide forming elements, improves the activity of carbon in ferrite, delays and inhibits carbide precipitation, and adopts a suitable molding process (including forging rolling or model casting, etc.). It is a heat treatment process. According to the formula of steel, the rim tread water spray is used to strengthen the cooling to make the wheel rim obtain the carbide-free bainite structure, and the residual heat is used for self-tempering or low-temperature tempering to further improve the structural stability of the wheel and the integration of the wheel. Mechanical properties. At the same time, the Mn element has excellent austenite stabilization, increases the hardenability of the steel, and increases the strength of the steel. The rare earth element has the function of adsorbing harmful gases such as hydrogen in the steel, and the inevitable inclusions in the spheroidized steel further improve the toughness of the steel. By appropriately adjusting the contents of Si, Ni and Mn, and RE, the rim obtains a carbide-free bainite structure free from carbide precipitation, further improving the strength and toughness of the wheel, and utilizing the characteristics of Ni solid-solution strengthening. Further improve the strength and toughness without lowering the toughness index; also use the Ni element to have corrosion resistance, achieve the atmospheric corrosion resistance of the wheel, improve the service life of the wheel, realize the high toughness bainite steel wheel, and meet the harsh operating conditions of the rail transit. Requirements.
与现有技术相比,本发明制备的贝氏体钢车轮与CL60车轮相比,轮辋强韧性匹配明显提高,从而在确保安全性的前提下,有效提高了车轮的屈服强度、韧性和低温韧性,提高车轮抗滚动接触疲劳(RCF)性能,提高车轮抗热裂纹性能,提高车轮的耐蚀性能,降低了车轮缺口敏感性,减小车轮在使用过程中剥离、剥落发生的几率,实现车轮踏面均匀磨耗以及少镟修,提高车轮轮辋金属使用效率,提高车轮的使用寿命和综合效益,具有一定的经济效益和社会效益。Compared with the prior art, the bainite steel wheel prepared by the invention has significantly improved rim toughness matching compared with the CL60 wheel, thereby effectively improving the yield strength, toughness and low temperature toughness of the wheel under the premise of ensuring safety. Improve the anti-rolling contact fatigue (RCF) performance of the wheel, improve the thermal crack resistance of the wheel, improve the corrosion resistance of the wheel, reduce the wheel notch sensitivity, reduce the probability of the wheel peeling and peeling during use, and realize the wheel tread Uniform wear and less repair, improve the use efficiency of wheel rim metal, improve the service life and comprehensive benefits of the wheel, have certain economic and social benefits.
附图说明DRAWINGS
图1为车轮各部位名称示意图;Figure 1 is a schematic view of the names of various parts of the wheel;
1为轮毂孔,2为轮辋外侧面,3为轮辋,4为轮辋内侧面,5为辐板,6为 轮毂,7为踏面;1 is the hub hole, 2 is the outer side of the rim, 3 is the rim, 4 is the inner side of the rim, 5 is the web, 6 is Wheel hub, 7 is the tread;
图2a为实施例1轮辋100×光学金相组织图;2a is a 100× optical metallographic structure diagram of the rim of the embodiment 1;
图2b为实施例1轮辋500×光学金相组织图;2b is a ferrule 500× optical metallographic structure diagram of Embodiment 1;
图3a为实施例2轮辋100×光学金相组织图;Figure 3a is a ferrule 100 x optical metallographic structure of the embodiment 2;
图3b为实施例2轮辋500×光学金相组织图;Figure 3b is a ferrule 500 x optical metallographic structure diagram of Embodiment 2;
图3c为实施例2轮辋500×染色金相组织图;Figure 3c is a diagram showing the structure of the rim 500×stained metallurgy of Example 2;
图3d为实施例2轮辋透射电镜组织图;Figure 3d is a structural diagram of the rim transmission electron microscope of Embodiment 2;
图4a为实施例3轮辋100×光学金相组织图;Figure 4a is a ferrule 100 x optical metallographic structure diagram of Example 3;
图4b为实施例3轮辋500×光学金相组织图;4b is a ferrule 500× optical metallographic structure diagram of Embodiment 3;
图5为实施例2钢的连续冷却转变曲线(CCT曲线);Figure 5 is a continuous cooling transition curve (CCT curve) of the steel of Example 2;
图6为实施例2车轮与CL60车轮摩擦磨损试验中摩擦系数与转数的关系比较;6 is a comparison of the relationship between the friction coefficient and the number of revolutions in the friction and wear test of the wheel of the embodiment 2 and the CL60 wheel;
图7为实施例2车轮与CL60车轮摩擦磨损试验后试样表面变形层组织。Figure 7 is a diagram showing the surface deformation layer structure of the sample after the friction and wear test of the wheel of Example 2 and the CL60 wheel.
具体实施方式detailed description
实施例1、2、3中的车轮钢的化学成分重量百分比如表2所示,实施例1、2、3均采用电炉冶炼经LF+RH精炼真空脱气后直接连铸成
Figure PCTCN2017091930-appb-000002
的圆坯,经切锭、加热与辗压轧制、热处理、精加工后形成直径为915mm车轮。
The chemical composition weight percentages of the wheel steels in Examples 1, 2, and 3 are as shown in Table 2. Examples 1, 2, and 3 were directly cast into electric furnace smelting by LF+RH refining vacuum degassing.
Figure PCTCN2017091930-appb-000002
The round billet is formed into a wheel having a diameter of 915 mm by ingot cutting, heating and rolling, heat treatment and finishing.
实施例1Example 1
一种高韧性轨道交通用贝氏体钢车轮,含有以下重量百分比的元素如下表2所示。A bainitic steel wheel for high-toughness rail transit, which has the following weight percentage elements as shown in Table 2 below.
一种高韧性轨道交通用贝氏体钢车轮的制造方法,包括以下步骤:A method for manufacturing a bainitic steel wheel for high-toughness rail transit, comprising the following steps:
将化学成分如表2实施例1的钢水经过电炉炼钢工序、LF炉精炼工序、RH真空处理工序、圆坯连铸工序、切锭轧制工序、热处理工序、加工、成品检测工序而形成。所述的热处理工序为:加热至860-930℃保温2.0-2.5小时,轮辋喷水冷却,冷却到400℃以下,然后在280℃回火处理4.5-5.0小时。The molten steel of the first embodiment shown in Table 2 was formed by an electric furnace steelmaking process, an LF furnace refining process, an RH vacuum process, a round billet continuous casting process, an ingot rolling process, a heat treatment process, a processing, and a finished product inspection process. The heat treatment step is: heating to 860-930 ° C for 2.0-2.5 hours, rim spray cooling, cooling to below 400 ° C, and then tempering at 280 ° C for 4.5-5.0 hours.
如图2a、图2b所示,本实施例制备的车轮轮辋金相组织主要为无碳化物贝氏体组织。本实施例车轮机械性能如表3所示,车轮实物强韧性匹配优于CL60车轮。As shown in FIG. 2a and FIG. 2b, the metallographic structure of the wheel rim prepared in this embodiment is mainly a carbide-free bainite structure. The mechanical properties of the wheel of this embodiment are shown in Table 3. The physical toughness of the wheel is better than that of the CL60 wheel.
实施例2 Example 2
一种高韧性轨道交通用贝氏体钢车轮,含有以下重量百分比的元素如下表2所示。A bainitic steel wheel for high-toughness rail transit, which has the following weight percentage elements as shown in Table 2 below.
一种高韧性轨道交通用贝氏体钢车轮的制造方法,包括以下步骤:A method for manufacturing a bainitic steel wheel for high-toughness rail transit, comprising the following steps:
将化学成分如表2实施例2的钢水经过电炉炼钢工序、LF炉精炼工序、RH真空处理工序、圆坯连铸工序、切锭轧制工序、热处理工序、加工、成品检测工序而形成。所述的热处理工序为:加热至860-930℃保温2.0-2.5小时,轮辋喷水冷却,冷却到400℃以下,然后在240℃回火处理4.5-5.0小时。The molten steel of the second embodiment of the chemical composition is formed by an electric furnace steelmaking process, an LF furnace refining process, an RH vacuum process, a round billet continuous casting process, an ingot rolling process, a heat treatment process, a processing, and a finished product inspection process. The heat treatment step is: heating to 860-930 ° C for 2.0-2.5 hours, rim spray cooling, cooling to below 400 ° C, and then tempering at 240 ° C for 4.5-5.0 hours.
如图3a、3b、3c、3d所示,本实施例制备的车轮轮辋金相组织主要为无碳化物贝氏体。本实施例车轮机械性能如表3所示,车轮实物强韧性匹配优于CL60车轮。As shown in Figures 3a, 3b, 3c, and 3d, the metallographic structure of the wheel rim prepared in this embodiment is mainly carbide-free bainite. The mechanical properties of the wheel of this embodiment are shown in Table 3. The physical toughness of the wheel is better than that of the CL60 wheel.
实施例3Example 3
一种高韧性轨道交通用贝氏体钢车轮,含有以下重量百分比的元素如下表2所示。A bainitic steel wheel for high-toughness rail transit, which has the following weight percentage elements as shown in Table 2 below.
一种高韧性轨道交通用贝氏体钢车轮的制造方法,包括以下步骤:A method for manufacturing a bainitic steel wheel for high-toughness rail transit, comprising the following steps:
将化学成分如表2实施例3的钢水经过电炉炼钢工序、LF炉精炼工序、RH真空处理工序、圆坯连铸工序、切锭轧制工序、热处理工序、加工、成品检测工序而形成。所述的热处理工序为:加热至860-930℃保温2.0-2.5小时,轮辋喷水冷却,冷却到400℃以下,然后在200℃回火处理4.5-5.0小时。。The molten steel of the third embodiment of the chemical composition is formed by an electric furnace steelmaking process, an LF furnace refining process, an RH vacuum process, a round billet continuous casting process, an ingot rolling process, a heat treatment process, a processing, and a finished product inspection process. The heat treatment step is: heating to 860-930 ° C for 2.0-2.5 hours, rim spray cooling, cooling to below 400 ° C, and then tempering at 200 ° C for 4.5-5.0 hours. .
如图4a、4b所示,本实施例制备的车轮轮辋金相组织主要为无碳化物贝氏体。本实施例车轮机械性能如表3所示,车轮实物强韧性匹配优于CL60车轮。As shown in Figures 4a and 4b, the metallographic structure of the wheel rim prepared in this embodiment is mainly carbide-free bainite. The mechanical properties of the wheel of this embodiment are shown in Table 3. The physical toughness of the wheel is better than that of the CL60 wheel.
表2实施例1、2、3及对比例车轮的化学成分(wt%)Table 2 Chemical compositions (wt%) of the wheels of Examples 1, 2, 3 and Comparative Examples
Figure PCTCN2017091930-appb-000003
Figure PCTCN2017091930-appb-000003
表3实施例1、2、3及对比例车轮轮辋机械性能Table 3 Example 1, 2, 3 and comparative examples of wheel rim mechanical properties
Figure PCTCN2017091930-appb-000004
Figure PCTCN2017091930-appb-000004

Claims (10)

  1. 一种高韧性轨道交通用贝氏体钢车轮,其特征在于,所述高韧性轨道交通用贝氏体钢车轮包含以下重量百分比的元素:A bainitic steel wheel for high-toughness rail transit, characterized in that the bainitic steel wheel for high-toughness rail transit comprises the following weight percentage elements:
    碳C:0.10~0.40%,硅Si:1.00~2.00%,锰Mn:1.00~2.50%,Carbon C: 0.10 to 0.40%, silicon Si: 1.00 to 2.00%, manganese Mn: 1.00 to 2.50%,
    镍Ni:0.20~1.00%,稀土RE:0.001~0.040%,Nickel Ni: 0.20 to 1.00%, rare earth RE: 0.001 to 0.040%,
    磷P≤0.020%,硫S≤0.020%,其余为铁和不可避免的残余元素;Phosphorus P≤0.020%, sulfur S≤0.020%, the rest being iron and inevitable residual elements;
    且1.50%≤Si+Ni≤2.50%,2.00%≤Si+Mn≤4.00%。And 1.50% ≤ Si + Ni ≤ 2.50%, 2.00% ≤ Si + Mn ≤ 4.00%.
  2. 根据权利要求1所述的高韧性轨道交通用贝氏体钢车轮,其特征在于,所述高韧性轨道交通用贝氏体钢车轮包含以下重量百分比的元素:The high-toughness rail transit bainite steel wheel according to claim 1, wherein the high-toughness rail transit bainite steel wheel comprises the following weight percentage elements:
    碳C:0.15~0.25%,硅Si:1.20~1.80%,锰Mn:1.60~2.10%,Carbon C: 0.15 to 0.25%, silicon Si: 1.20 to 1.80%, manganese Mn: 1.60 to 2.10%,
    镍Ni:0.20~0.80%,稀土RE:0.010~0.040%,磷P≤0.020%,硫S≤0.020%,其余为铁和不可避免的残余元素;且1.50%≤Si+Ni≤2.50%,2.00%≤Si+Mn≤4.00%。Nickel Ni: 0.20 to 0.80%, rare earth RE: 0.010 to 0.040%, phosphorus P ≤ 0.020%, sulfur S ≤ 0.020%, the balance being iron and unavoidable residual elements; and 1.50% ≤ Si + Ni ≤ 2.50%, 2.00 % ≤ Si + Mn ≤ 4.00%.
  3. 根据权利要求1或2所述的高韧性轨道交通用贝氏体钢车轮,其特征在于,所述高韧性轨道交通用贝氏体钢车轮包含以下重量百分比的元素:The high-toughness rail transit bainite steel wheel according to claim 1 or 2, wherein the high-toughness rail transit bainite steel wheel comprises the following weight percentage elements:
    碳C:0.20%,硅Si:1.45%,锰Mn:1.92%,镍Ni:0.35%,稀土RE:0.018%,磷P:0.013%,硫S:0.008%,其余为铁和不可避免的杂质元素。Carbon C: 0.20%, silicon Si: 1.45%, manganese Mn: 1.92%, nickel Ni: 0.35%, rare earth RE: 0.018%, phosphorus P: 0.013%, sulfur S: 0.008%, and the balance is iron and inevitable impurities element.
  4. 根据权利要求1或2所述的高韧性轨道交通用贝氏体钢车轮,其特征在于,所述贝氏体钢车轮轮辋踏面下40毫米内金相组织为无碳化物贝氏体组织,即为纳米尺度的板条状过饱和铁素体,板条状过饱和铁素体中间为纳米尺度的薄膜状富碳残余奥氏体,其中残余奥氏体体积百分数为4%~15%。The bainitic steel wheel for high-toughness rail transit according to claim 1 or 2, wherein the metallographic structure within 40 mm of the bain surface of the bainitic steel wheel is a carbide-free bainite structure, that is, For the nano-scale lath-like super-saturated ferrite, the middle of the lath-like super-saturated ferrite is a nano-scale film-like carbon-rich retained austenite, wherein the residual austenite volume percentage is 4% to 15%.
  5. 根据权利要求1或2所述的高韧性轨道交通用贝氏体钢车轮,其特征在于,车轮轮辋显微结构为过饱和铁素体与富碳的残余奥氏体所组成的复相结构,其大小为纳米尺度,所述纳米尺度为1-999nm。The high-toughness rail transit bainite steel wheel according to claim 1 or 2, wherein the wheel rim microstructure is a multiphase structure composed of supersaturated ferrite and carbon-rich retained austenite, Its size is on the nanometer scale, and the nanoscale is 1-999 nm.
  6. 一种权利要求1-5任一项所述的高韧性轨道交通用贝氏体钢车轮的制造方法,包括冶炼、精炼、成型和热处理工艺,其特征在于,所述热处理工艺为:将成型车轮加热至奥氏体化温度,轮辋踏面喷水强化冷却至400℃以下,回火处理。A method for manufacturing a high-toughness rail transit bainite steel wheel according to any one of claims 1 to 5, comprising a smelting, refining, forming and heat treatment process, characterized in that the heat treatment process is: forming a wheel It is heated to the austenitizing temperature, and the rim tread is sprayed with water to strengthen the cooling to below 400 °C, and tempered.
  7. 根据权利要求6所述的高韧性轨道交通用贝氏体钢车轮的制造方法,其特征在于,所述加热至奥氏体化温度具体为:加热至860-930℃保温2.0-2.5小时。 The method for manufacturing a high-toughness rail transit bainite steel wheel according to claim 6, wherein the heating to the austenitizing temperature is specifically: heating to 860-930 ° C for 2.0-2.5 hours.
  8. 根据权利要求6或7所述的高韧性轨道交通用贝氏体钢车轮的制造方法,其特征在于,所述回火处理为:车轮小于400℃中低温回火,回火时间30分钟以上,回火后空冷至室温;或轮辋踏面喷水强化冷却至400℃以下,空冷至室温,期间利用余热自回火。The method for manufacturing a high-toughness rail transit bainite steel wheel according to claim 6 or 7, wherein the tempering treatment is: low-temperature tempering in a wheel of less than 400 ° C, and tempering time of 30 minutes or more, After tempering, air cool to room temperature; or rim tread water spray enhanced cooling to below 400 ° C, air cooled to room temperature, during the use of residual heat self-tempering.
  9. 根据权利要求6所述的高韧性轨道交通用贝氏体钢车轮的制造方法,其特征在于,热处理工艺还可以为:利用成型后高温余热,直接将成型车轮轮辋踏面喷水强化冷却至400℃以下,回火处理。The method for manufacturing a high-toughness rail transit bainite steel wheel according to claim 6, wherein the heat treatment process further comprises: directly cooling the formed wheel wheel tread surface by using high-temperature residual heat after molding to 400 ° C. Following, tempering.
  10. 根据权利要求6所述的高韧性轨道交通用贝氏体钢车轮的制造方法,其特征在于,热处理工艺还可以为:车轮成型后,车轮空冷至400℃以下,回火处理。 The method for manufacturing a high-toughness rail transit bainite steel wheel according to claim 6, wherein the heat treatment process may further be: after the wheel is formed, the wheel is air-cooled to 400 ° C or less and tempered.
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