Abstract:
Steel rails having reduced camber and improved wear resistance provided by enhanced rail head strength and hardness level decreasing uniformly from the rail head surface to a depth of 15 to 25 mm. are produced by a method and apparatus in which the rail is preheated below the A c3  temperature, heated above the A c3 , cooled in air, cooled three dimensionally with compressed air directed on the top and at an angle of 1-10 degrees onto the sides of the rail head, and further cooled with liquid coolant.

Description:
BACKGROUND OF THE INVENTION 
     With increasing speed, axial load and quantity of rail traffic, railroad rails are subjected to increasing wear and fatigue and the service life of such rails is commensurately decreasing. The whole length quenching process has been developed in order to improve the useful properties and life of railroad rails and thereby to meet the requirements of railway traffic by providing rails of higher wear and fatigue resistance. Japanese Patent No. 55-23885 describes in detail a heat treatment process of manufacturing high strength rails and represents current improved rail manufacturing processes. However, the disadvantages of this Japanese process include the following: 
     (1) non-uniform strength of the rail head after heat treatment; 
     (2) relatively large longitudinal camber ratio after heat treatment; 
     (3) comparatively low production speed, and 
     (4) high consumption of cooling air. 
     SUMMARY OF THE INVENTION 
     The present invention provides an improved heat treating process for the manufacture of railroad rails. This process achieves, not only a fine pearlitic structure with hardness uniformly decreasing from the surface to the interior of the rail head, but also a smaller longitudinal camber ratio, together with improved production rate. 
     This invention also provides improved apparatus for manufacturing high strength railroad rails and for further hardening of the rail head with hardness distribution decreasing uniformly from surface to interior of the rail head. 
     The heat treatment process of the invention is described by the following steps. 
     The entire body of a railroad rail, formed by rolling, is preheated by a first industrial frequency inductor, preferably at a preheating rate of 2.0 to about 5.0 deg. C./sec., to heat the rail to a temperature range of 500 to about 550 deg. C. 
     Secondly, the rail head is heated by a second, medium frequency inductor, preferably at a rate of 6.5 to about 20 deg. C./sec. to heat the rail above the austenitizing temperature, A c3 , i.e. 850 to about 950 deg. C. 
     The rail then is cooled in air, preferably to a temperature within the range of 780 to about 730 deg. C., to provide a more uniform internal rail head temperature. 
     Thereafter, the rail head is quenched by compressed air blowing using a first three dimensional air injection device positioned around the rail head portion. The top surface of the rail head thereby is cooled by an injection header portion of this device, and the two side surfaces of the rail head are cooled by a pair of injection header portions of the air injection device. Each injection header comprises several tens of nozzles. Air flow rate through the nozzles to the rail head is 40 to about 70 meter 3  /min., and the angles between the two side injection headers and the (vertical) symmetric axis of the rail cross section are within the range of 1 to about 10 degrees. The rails thereby are cooled, at a rate of 4.6 to about 15 deg. C./sec. to a temperature of 550 to about 450 deg. C. 
     Subsequently, the rail head is further cooled to 450 to about 200 deg. C., at a rate from 4.4 to about 11.1 deg. C./sec., by spray injection of a cooling liquid, such as water at a flow rate of 150 to about 250 liters/min., through a second three dimensional cooling header device, to achieve, in a rail head depth of 15 to about 25 mm., a desired fine pearlitic structure of uniform hardness in the range of H v  (Vickers) 400 to H v  306 (equivalent Brinell hardness, H B  =390-300) decreasing from the surface to the interior. 
     Finally, the rail head is yet further cooled by a liquid cooling medium to maintain a predetermined temperature difference, from 50 to about 100 deg. C., between the rail head and the rail base and to control and aid in reducing longitudinal camber ratio imparted by heat treatment. 
     With use of this process, the velocity of continuous single directional movement of the rail in respect to the heat treatment apparatus can be increased to 0.8-1.6 meters/min. 
     To obtain different strengths in rails of the same composition, the quenching rate is regulated by different flow of compressed air. The hardness, H v , is determined by the formula: 
     
         H.sub.v =9V+265 
    
     where V is the cooling rate, deg. C/sec. 
    
    
     DESCRIPTION OF PREFERRED EMBODIMENT 
     A better understanding of the present invention may be had by reference to the following further description and drawings wherein: 
     FIG. 1 is a side elevation of one embodiment of the apparatus for carrying out the process of the present invention; 
     FIG. 2 is a time-temperature cooling curve of rail head cooling rate in accordance with the invention; 
     FIG. 3 is a schematic diagram showing the names commonly used in identifying various parts of a rail head cross section; 
     FIG. 4 is a side elevation of the three dimensional air injection device of the present invention; 
     FIG. 5 is a side view of a rail showing, in exaggerated form, camber imparted to a rail; 
     FIG. 6a and FIG. 6b respectively show the measured hardness and hardness depth curves of 50 kg/m. rail after heat treatment in accordance with this invention; 
     FIG. 7a and FIG. 7b respectively show the measured hardness and hardness depth curves of 60 kg/m. rail after heat treatment in accordance with the invention; 
     FIG. 8a and FIG. 8b respectively show the measured hardness and hardness depth curves of 75 kg/m. rail after heat treatment in accordance with the invention, and 
     FIG. 9a and FIG. 9b respectively show the measured hardness and hardness depth curves of secondary 50 kg/m. rail after heat treatment in accordance with the invention. 
    
    
     As shown in FIG. 1, the presently preferred embodiment, rail 10 to be heat treated is passed through the heat treating operation, by means of feed rolls 1, in a single direction from left to right in that Fig., at a velocity of 0.8 to about 1.6 m./min. A preheater 2, which covers the rail, is a general industrial frequency inductor providing induced current to preheat the whole body of the rail to 500 to about 550 deg. C. The rail head only then is heated with a general medium frequency inductor 3, using the induced current to heat the rail head at a rate of 6.5 to about 20.0 deg. C./sec. to a temperature of 850 to about 950 deg. C. 
     By means of such preheating and heating, there is more heat energy in the head portion of the rail, but a small temperature gradient is maintained between the head portion and the base portion in order to control the rail camber ratio in the longitudinal direction. A temperature sensing device 4 is placed at the exit of heater 3 to detect rail temperature. 
     The rail then is cooled in air to a temperature between 780 and about 730 deg. C. to further decrease the temperature gradient of the rail head. 
     As shown in FIG. 1, the rail then is passed into a first, three dimensional air injection cooling device 5 where the rail head is further cooled with compressed air to a temperature in the range from 550 to about 450 deg. C. at a cooling rate of 4.6 to about 15 deg. C./sec. to form the fine pearlitic structure in the rail head. As shown in FIG. 4, this device consists of a first cooling header 12 to cool the running surface of the rail head and a pair of second cooling headers 13 to cool the two side surfaces of the rail head. Cooling header 12 and cooling headers 13 are connected, by air circuit means (not shown) to control valves (not shown) controlling the supply of compressed air to the headers. The air supply circuits and control valves respectively associated with header 12 and headers 13 are mutually independent. As also shown in diagramatic form in FIG. 4, there are a plurality, e.g. several tens, of nozzles 14 in each of the headers 12 and 13. The angles, θ, between the nozzles of the two side cooling headers and the symmetrical axis of the cross section of the rail are in the range from 1-10 degrees. According to this feature, the directions of the compressed air streams blown onto the rail head are such as to improve the cooling effect on the bottom corners and the bottom plates of the rail head by increasing the uniformity of hardness and making the top corners and the running surface of the rail head approach the same hardness level. 
     A second, three dimensional cooling header device 6, FIG. 1, also consists of a first cooling header to cool the running surface of the rail head and a pair of second cooling headers to cool the two sides of the rail head, in the manner of the FIG. 4 illustration. Independent air and water supply circuits are provided for each cooling header; the two side cooling headers may be in the same supply circuit. Each of these headers also has, for example, several tens of nozzles, which are controlled to provide 150 to about 250 liters/hour of water flow to cool the rail head to 450 to about 200 deg. C. at a cooling rate of 4.4 to about 11.1 deg. C./sec. in conformity with formation of the fine pearlitic structure of hardness H v  400 to H v  306 with the hardness decreasing uniformly from the surface for 15 to about 25 mm. into the interior of the rail head. 
     Rollers 7 are used for regulating the position of the rail 10, and a pair of temperature sensors 8 are provided near the top and bottom of the rail to measure the temperature difference between the rail head top and the rail base bottom. The sensed temperature difference signal is transmitted to a controller (not shown) to control operation of a third cooling means 9 for injecting a liquid cooling medium (e.g. water, oil, or other suitable liquid coolant) to the rail head, and maintaining the temperature of the rail head from 50 to about 100 deg. C. higher than that of the rail base, and causing the rail longitudinal camber ratio, h/L, FIG. 5, to decrease to less than 100 mm/25 meters after heat treatment. 
     The apparatus elements of FIG. 1 such as the preheater 2, heater 3, temperature sensor 4, fluid injection devices 5 and 6, temperature sensor 8 and cooling device 9, are arranged in the described sequence and fixed to supporting frames without connection or relation with the system for driving the rail 10 past these elements. 
     The FIG. 2 graphs relate the time-temperature rail head cooling relationship for: (1) 6 mm. below the running surface of the rail head; (2) 6 mm. below the top corner of the rail head, and (3) 18 mm. below the top corner of the rail head. 
     The present invention is further illustrated by the following examples. 
     EXAMPLE 1 
     50 kg/m. rail, having a composition, by weight percent, 0.78% C, 0.23% Si, 0.85% Mn, up to 0.035% S and up to 0.035% P, balance iron and incidental impurities was heat treated in the manner herein disclosed, with the rail moving at a velocity of 1.30 m./min. Other conditions included: preheating rate of 4.8 deg. C./sec., preheated temperature of 540 deg. C., heating rate of 18 deg. C./sec., heated temperature of 890 deg. C., cooling in air to 760 deg. C. The rail head then was blown with compressed air at a flow of 40 m 3  /min. to cool the rail head to 500 deg. C. at a cooling rate of 11 deg. C./sec. The angles θ between the two side cooling headers 13 of the three dimensional air injection device and the axis of the rail head cross section were 8 degrees. The rail head subsequently was sprayed with a liquid coolant at a flow rate of 160 l/hr. to cool it to 200 deg. C. at a cooling rate of 8.3 deg. C./sec. Thereafter the rail head was sprayed with water of sufficient quantity to maintain the rail head at a temperature 50 deg. C. higher than the rail base. 
     FIG. 6a and FIG. 6b show, respectively, the hardnesses and the graphic hardness depth curves of the rail head cross section so treated. The corresponding mechanical properties are shown in the following Table 1. 
     
                       TABLE 1______________________________________σ 0.2 (MPa)      σ b (MPa)                    δ 5 (%)                             ψ (%)______________________________________902.5      1295.4        14.2     38.2______________________________________ 
    
     The longitudinal camber was 40 mm for the whole 25 m. length of the 50 kg/m rail. 
     EXAMPLE 2 
     60 kg/m. rail, having a composition, by weight percent, 0.77% C, 0.25% Si, 0.88% Mn, up to 0.035% S and up to 0.035% P, balance iron and incidental impurities was heat treated in the manner herein disclosed, with the rail moving at a velocity of 1.21 m./min. Other conditions included: preheating rate of 4.1 deg. C./sec., preheated temperature of 545 deg. C., heating rate of 14 deg. C./sec., heated temperature of 930 deg. C., cooling in air to 778 deg. C. The rail head then was blown with compressed air at a flow of 55 m 3  /min to cool the rail head to 490 deg. C. at a cooling rate of 10.5 deg. C./sec. The angles θ between the two side cooling headers 13 of the three dimensional air injection device and the axis of the rail head cross section were 6 degrees. The rail head subsequently was sprayed with a liquid coolant at a flow rate of 220 l/hr. to cool it to 250 deg. C. at a cooling rate of 9.1 deg. C./sec. Thereafter the rail head was sprayed with water of sufficient quantity to maintain the rail head at a temperature 70 deg. C. higher than the rail base. 
     FIG. 7a and FIG. 7b show, respectively, the hardnesses and the graphic hardness depth curves of the rail head cross section so treated. The corresponding mechanical properties are shown in the following Table 2. 
     
                       TABLE 2______________________________________σ 0.2 (MPa)      σ b (MPa)                    δ 5 (%)                             ψ (%)______________________________________880        1240.4        14       47______________________________________ 
    
     The longitudinal camber was 90 mm for the whole 25 m. length of the 60 kg/m rail. 
     EXAMPLE 3 
     75 kg/m. rail, having a composition, by weight percent, 0.78% C, 0.27% Si, 0.95% Mn, up to 0.035% S and up to 0.035% P, balance iron and incidental impurities was heat treated in the manner herein disclosed, with the rail moving at a velocity of 1.20 m./min. Other conditions included: preheating rate of 4.5 deg. C./sec., preheated temperature of 550 deg. C., heating rate of 12 deg. C./sec., heated temperature of 910 deg. C. The rail head was blown with compressed air at a flow of 70 m 3  /min. to cool the rail head to 480 deg. C. at a cooling rate of 10 deg. C./sec. The angles θ between the two side cooling headers 13 of the three dimensional air injection device and the axis of the rail head cross section were 5 degrees. The rail head subsequently was sprayed with a liquid coolant at a flow rate of 220 l/hr. to cool it to 280 deg. C. at a cooling rate of 9.8 deg. C./sec. Thereafter the rail head is sprayed with water of sufficient quantity to maintain the rail head at a temperature 80 deg. C. higher than the rail base. 
     FIG. 8a and FIG. 8b show, respectively, the hardnesses and the graphic hardness depth curves of the rail head cross section so treated. The corresponding mechanical properties are shown in the following Table 3. 
     
                       TABLE 3______________________________________σ 0.2 (MPa)      σ b (MPa)                    δ 5 (%)                             ψ (%)______________________________________879        1261.1        14.8     36______________________________________ 
    
     The longitudinal camber was 80 mm for the whole 25 m. length of the 75 kg/m rail. 
     EXAMPLE 4 
     For the steel chemical composition of Example 1, from the formula, H v  =9V+265, it is known that, in order to obtain rail of secondary (different) strengths, among the several process variables only the cooling rate of injected compressed air need be changed. Assuming a steel of Vickers hardness H v  from 340 to 304 and a pearlitic structure with strength uniformly decreasing from the running surface of the rail head to an interior rail depth of 20 mm., a cooling rate, V, of 7.5 deg. C./sec. is obtained. Corresponding mechanical properties are shown in the following Table 4: 
     
                       TABLE 4______________________________________σ 0.2 (MPa)      σ b (MPa)                    δ 5 (%)                             ψ (%)______________________________________740        1140          12       34______________________________________ 
    
     The longitudinal camber is 45 mm for the whole 25 m. length of the rail. 
     Table 5 shows the comparative results of putting into actual railway use, on the same railway line, the railroad rail of the present invention and rail in accordance with Japanese Patent 55-23885. 
     
                       TABLE 5______________________________________type of  condition of railway                   max. wear, mm.                                shell-rail   radius, m. slope, %  vert.  side  ing______________________________________Japan  300        8.7       0.9    3.2   local,                                    slightthis   300        13.5      1.2    1.6   local,invention                                slight______________________________________ 
    
     The Table 5 results were determined after one year of in-service railway use of both types of rails, during which time a total of 72,000,000 tons of materials were transported over the line in which these rails were installed.