• 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:
    The steel rail is submitted to a tensile stress exceeding the conventional 0.2% offset yield strength of the steel, up to a stress value corresponding to a total plastic deformation of the whole rail.
    公开号:SU1232125A3
    申请号:SU833550648
    申请日:1983-02-10
    公开日:1986-05-15
    发明作者:Ив Дерош Раймон；Бурдон Ив；Фаессель Андре
    申请人:Сасилор (Фирма)；
    IPC主号:
    专利说明:

    1232
    The invention relates to the final processing of profiles, for example railroad rails, namely, stress relaxation and straightening rails made from steel j of conventional grades subjected to heat treatment, or from particularly strong alloyed steels.
    The aim of the invention is to provide an alignment of a railroad rail made of steel with resistances exceeding 1000 N / mm and with resistances less than 1000 N / mm.
    The method involves exposing a steel rail to a tensile stress exceeding the elastic limit of the steel to a stress value corresponding to the total plastic deformation of the entire rail.
    Due to the complete plastic deformation of the rail due to tension, no residual stresses are created when the straightening is performed and the residual stresses that occur before straightening are reduced.
    For steels of known qualities and grades, whether or not heat treated, longitudinal residual stresses are obtained: less than +100 N / mm for rail steel grades of R / 1000 N / mm strength and less than +50 N / mm for rail steel grades R 1000 N / mm, starting from the moment when plastic deformation due to rail stretching corresponds to a residual elongation of the order of 0.27%.
    A residual rail elongation of 0.3% after weakening the stress of discharge ensures the above results. The reduction of internal residual rail stresses increases the viscosity and fatigue resistance of meters.
    Residual stresses cannot be significantly reduced, starting from the moment when the entire set of the material forming the rail begins to undergo total plasticization. Therefore, the rail should not be subjected to tensile forces, corresponding to 1x residual elongation values, up to 1.5%.
    FIG. 1 shows the rail, the cross section; in fig. 2 - rail leaving the cooler; on fig.Z - figram, showing curve curve eg 125-2
    zheniye received depending on the created extensions; Fig. 4 is a schematic of the reduction of residual stresses in different constituent parts of the rail, depending on the degree of residual elongation for the rail exiting the cooler; in fig. 5 is a diagram showing the results of an empirical comparison of the state of residual stresses due to neck ridges and head deviations for the ends of the non-straightened rails, rails melted on roller correct machines, and rails corrected by the proposed method; in fig. 6 is a comparison of the cracking curves from crack propagation during alternating bending tests conducted on rails of extremely strong alloyed steel (naturally high carbon steel UIC, R 1100 N / mm2; Fig. 7 shows the surfaces of the destruction of four samples of highly resistant steel rails ( R -; 1080 N / mm), respectively, straightened with the help of rollers, straightened by stretching, non-etched (raw material from the cooler) and straightened with the help of rollers, followed by stretching.
    The rail 1 coming out of the cooler has the shape of a left curve. Consequently, the length of the forming fibers of the head 2, the neck 3 and the soles 4 of the rail 1 (volkon SS, YES and PP) is not the same. The essence of the invention is that the rail at each of its ends is subjected to a tensile force that aligns the length of the fibers under a voltage (6) exceeding the elastic limit by 0.2% (RP 0.2}. The degree of elongation required for For this operation, for the least stretched Bbmie fiber, the degree of elongation corresponding to the bending of the beginning of the plasticization of the steel should then be applied to the straightened rail to stretch beyond the elastic limit so that, after weakening the force, the residual elongation of at least 0.27%. This small residual elongation allows you to get straight rails with less material damage than when straightening with rollers. Since the curvature of the rails is not always the same along the length of the workpieces, in some places there can be radii of curvature smaller total size
    Diusa. Residual lengthening of the order of several tenths of a percent makes it possible to eliminate the shortest and more ee long folds. The existence of internal stresses due to cooling causes a different length of fibers in the rail. Straightening the rail with plastic elongation of all the fibers and preferred plastic elongation of the most short fibers leads to relaxation of the internal residual stresses of the steel. FIG. Figure 4 shows an example of the development of residual longitudinal stresses as a function of the degree of residual elongation for a rail of a commonly used steel grade, where, on the abscissa, residual elongation, and on the odaton, longitudinal residual stress S (- for compressing, + for stretching) . Curve 5 characterizes the residual stress of the sole, and curve 6 characterizes the residual stress of the rail head. The residual stresses remain constant and high until the tensile stress applied to the rail is located in the elastic region of the steel (0.185%): the residual stresses evenly decrease outside the elastic region, reaching constant minimum values, starting from with residual elongation of the order of 0.27%.
    The area of residual elongation between the elastic limit (0.2%) and the minimum values of residual stresses (in this case, H / mm for (5th, 27%) is the area of error. Starting from the minimum value of residual stress (j; 0.27% or 0.3%), an increase in the residual elongation does not give positive results. If this is not an increase in the elastic limit due to cold deformation, then an increase in the elastic limit can be made as desired: for example, for naturally high-grade A grade steel UIC norms or for AREA grades have a maximum elastic limit of 100 N / mm for an additional residual elongation of 1%, i.e., a residual elongation of 0.3% in this case is sufficient to relieve or reduce residual stresses 10: 1,
    The measurement results obtained by the cutting method, confirmed by the methods of curing and drill, residual
    5 10 t5 20 5 Q
    five
    five
    0
    five
    125.4
    the stresses of the rails straightened according to the known (with the help of rollers) and the proposed methods, respectively, 073 V 10 and 073 D 09 are given in Table. one; rails 236 D 23 - in table. 2, reas 150 С 13 - in table 3.
    Compared with the known method of straightening rails, the proposed method, with a degree of residual elongation of 0.3% -1.0%, ensures a reduction in the level of residual stresses by at least 5-10 times and a spread in the values of residual stresses by 5 times.
    The relaxation of the internal residual stresses is such that there is no significant difference between the level of the stresses of the rails straightened by stretching and the level of the stresses of materials with weakened stresses serving as standards when standardizing strain gauges. For example, with the straightening method using pressure rollers, the stresses are sufficiently large both in the longitudinal and transverse directions in the rail neck and in the joints, and these stresses are balanced, especially in the longitudinal direction, by strong tensile stresses in the head. and the rail sole. With the straightening method, the residual stresses are weaker and much more uniform.
    An empirical test of the relaxation of internal stresses arising from p-astring is to separate the rail head from the rest of the profile and measure its deflection f at the junction as the cutting line advances. The results of tests carried out on the UIC 60 NDB rail are presented in 4: 4 in the diagram of FIG. 5, the abscissa of which indicates the length L of the kerf, and the ordinate the deviation f of the head with the kerf relative to the rest of the rail at its junction.
    Curve 7 shows that the UIC 60 NDB rail, straightened with the help of rollers, has a head deviation of f 2 mm with a cut length L 500 mm, and curve 8 - the deviation f of a non-straightened rail varies from 0 to 0.8 mm. Curves 9 and 10 show that the rails straightened by stretching at a residual elongation of 0.3–1% have a deviation of f, respectively, 0.2 and –0.1 mm (slight overlap) with a cut length of L 500 mm. The ratio of the values of f on the order of 1:10 in favor of the proposed method. The minimum degree of residual elongation of the order of 0.3% is necessary for obtaining the NIN maximum relaxation of internal stresses: degree y; t; lining more than 1.5% does not give additional advantages.
    The fatigue tests consist in that a section of a rail with a cut on the head is subjected to alternating bending at a base of 1,400 m at a frequency of 10 Hz under load of about 14 tons during the period of initiation of cracking and 9 tons during the period of cracking applied to the head in two spaced points 150 mm apart, located symmetrically on both sides of the center cross cut.
    The propagation of a fatigue crack, starting from propyl, is recorded with a strain gauge using a method called electric and based on the change in the resistance of the rail in the course of crack development. By varying the amplitude of the applied stresses, make a number of marks by the number of data of total cycles and construct a curve showing the depth of the crack P depending on the number N of cycles performed.
    In the first example, tests were carried out on two sections of a UIC 60 Grade B rail from naturally high carbon steel, obtained from the same billet, one of which was etched using rollers, and the other - by stretching.
    In tab. Figure 4 shows that the number of cycles required to initiate cracking and the number of cycles required to propagate it, under the same test conditions, were significantly better during straightening, which indicates better accuracy and, consequently, increased reliable typing. ;
    From FIG. 6; It follows that the resistance to fatigue stress of a rail straightened by stretching (curve 12) is higher than that of a rail straightened with grinding (I rolls (curve 11) the ratio of fatigue surfaces when straightening and rolling rollers
    s 0
    5 o
    - d
    five
    0
    five
    lt 1.55. Curves 11 and 12 show the data table. four ().
    In the second example, these tests were carried out on four sections of 136RE rail from alloyed or chrome-silicon vanadium steel with a resistance of 1080 N / mm, obtained from the same workpiece: straightened with rollers, straightened by stretching, straightened (raw material from the cooler), straightened with rollers subsequent stretching.
    In tab. Figure 5 shows the increase in the number of initiation cycles and the number of propagation cycles in straightening, as compared to straightening rollers.
    Curves 13-16 in FIG. 7 display the data table. 5 (p f / N /) for the rails of steel 136 RE, straightened with rollers (curve 13), non-straightened (curve 14), straightened by stretching (curve 15) and straightened with rollers, followed by straightening (curve 16). From tab. 5 and curves 13-16 in FIG. 7 it follows that the resistance of the rail to the propagation of cracking is improved when the rail straightened with rollers is subjected to straightening with residual elongation according to the proposed method for relaxation of residual stresses.
    Improving the resistance of the rails to the rate of cracking is associated with a decrease in residual stresses and, in particular, with the quasi-disappearance of residual tensile stresses that occur in the rail head in the case of rollers. Reducing residual stresses allows to satisfy the needs of railway networks, in particular, those who are under heavy loads (for example, mine tracks). Straightening stretches significantly increases the resistance of rails to fatigue stress compared to straightening on roller machines.
    Straightening provides, moreover, an increase in the elastic limit of the metal as opposed to the method of straightening with rollers, which tends to lower this limit. This advantage is of particular value to the railhead, since a higher elastic limit allows wheels to be made with high
    load on rail rolling stock. Increased elastic limit for steel grades of type UIC 90 A or B, AREA, etc. is in the order of 100 N / mm at an elongation of 1%. This property is observed for all grades of steel, including extremely strong alloyed or treated steels. The discrepancy between the elastic limit between the roller dressing method and the stretching dressing method is 20%.
    An increase in the elastic limit occurs without degrading the criteria for plasticity (distributable elongation and contraction) and viscosity (K, a critical stress intensity indicator).
    Measurements of residual elongation at a number of bases with marked lengths of the rail showed that the partial residual stresses measured at each of the bases are constant and equal to the total residual elongation reported
    Main
    voltage
    vertical-150 -i-no 180 -40
    2321258
    rail. There are no local narrowing effects along the length of the rails. Loss of height is uniform over the entire length of the rails, as well as rubbed the 5th width of the sole. The observed slight changes in dimensions are pre-compensated, as in the case of dressing with rollers, by proper calibration by the rolling mill, which allows to observe the dimensional tolerances.
    The invention proposes rails which, after straightening, have a low residual stress, namely: less than +50 N / mm (+50 N / mm when stretched; - 50 N / mm when compressed) for rail steel grades (heat-treated or not) ) with tensile strength R 61000 less than +100 N / mm (+100 N / mm with
    20 stretching; -100 N / mm in compression for rail steel grades (heat-treated or not) with tensile strength R 7 1000 N / mm2.
    Table
    65 50
    -10 -10
    +30 +20
    AO 30
    initiating
    issue
    lubin
    350.000
    500.000
    750.000 1050.000
    25
    28
    I Number of initiation cycles
    The number of propagation cycles
    Critical depth of cracking, mm.
    400.000 420.000 850.000 1.150.000
    950.000 1.500.000 1.250.000 1.400.000
    26 (half broken)
    27
    26
    28
    500.000
    142
    140
    25
    28
    112
    27
    26
    28
    2
    /// mm
    , 2
    tpuf.3
    %
    "/" "
    f "
    / I
    0..g
    a.z
    but
    lg
    TG
    / Off gww w 4off -Q.,
    Fie5
    rn 30
    20
    eleven
    GO
    rooo
    ffiut. b
    fff
    p, mm 30
    20
    GO
    rooo
    2000
    Editor I. Rybchenko
    Compiled by N. Chernilevska
    Tehred V. Kadar. Proofreader M. Sharoshi
    Order 2664/60 Circulation 783 Subscription
    VNIIPI USSR State Committee
    for inventions and discoveries 113035, Moscow, Zh-35, Rausska nab., d. 4/5
    Production and printing company, Uzhgorod, st. Project, 4
    FIG. 7
    权利要求:
    Claims (1)
    [1]
    METHOD FOR EDITING PROFILES, in which the profile is subjected to tensile stress exceeding the elastic limit of the material of the profile to a value corresponding to plastic deformation of the entire profile, after which the tensile stress is removed, characterized in that, in order to ensure straightening of the railway rail containing the sole , a neck and a head and made of steel grades with resistances greater than 1000 n / mm 2, and a resistance of less than 1000 n / mm 2, tensile stress is removed until the residual elongation n at least 0.27% and longitudinal residual stresses for these steels, respectively, less than 100 N / mm 2 and less than 50 g N / mm 2.
    SU. „> 1232125 AZ
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    同族专利:
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    FR8202817A|FR2521883B1|1982-02-19|1982-02-19|METHOD FOR DRESSING A RAILWAY RAIL AND DRESSE RAILWAY RAIL|
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