The effect of sulphide and oxide inclusions on the wear rates of a standard C-Mn and a Cr-Mo alloy rail steel

Fegredo, D.M.; Shehata, M. T.; Palmer, Alfred T.; Kalousek, J

doi:10.1016/0043-1648(88)90171-8

Cited by 15 publications

(4 citation statements)

References 8 publications

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“…Rails are hot-rolled starting with reheated slabs and then are deformed into the required profile in less than about twenty rolling passes. Table 2.3 lists some railsection rolling conditions during industrial manufacture and laboratory hot-rolling trials, as published in the open literature [14,24,26,[28][29][30][31]. * UIC, AREMA, KL are international standards for rail-profile specifications [25,32].…”

Section: Austenite Grain Structure In Rail Steelsmentioning

confidence: 99%

Niobium in Microalloyed Rail Steels

Ray

Bhadeshia

2015

HSLA Steels 2015, Microalloying 2015 &Amp; Offshore Engineering Steels 2015

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Rail steels rely primarily on possessing adequate wear and rolling contact fatigue resistance. These properties, together with the toughness, can in principle be optimized by implementing thermomechanical processing assisted by controlled niobium additions. The purpose of the current work is to develop a Nb-microalloying strategy in the context of high-carbon pearlitic and cementite-free bainitic steels. The conventional methods do not leave the critical regions of a rail section in a suitably processed state. An attempt has been made for the first time, to create a pancaked austenite grain structure, with an examination of the consequences on the final Declaration This dissertation is submitted for the degree of Doctor of Philosophy at the University of Cambridge. The research reported was conducted under the supervision of

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Section: Austenite Grain Structure In Rail Steelsmentioning

confidence: 99%

Niobium in Microalloyed Rail Steels

Ray

Bhadeshia

2015

HSLA Steels 2015, Microalloying 2015 &Amp; Offshore Engineering Steels 2015

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“…However, with the 1 per cent creepage and (lubricated contact) traction coefficients used for these disc tests, this was not too significant, although occasionally strain flattened MnS was seen to facilitate crack propagation. Other authors [20,21] have shown that rail RCF life is affected by MnS inclusion content. The 220 grade rail used for the disc tests was relatively free of brittle oxide and silica-based inclusions and no interaction with RCF cracking was observed.…”

Section: Discussion Of Metallurgical Investigationmentioning

confidence: 97%

Predicting the life of steel rails

Garnham

Franklin

Fletcher

et al. 2007

Proceedings of the Institution of Mechanical Engineers, Part F:

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A model of plastic strain accumulation, wear, and rolling contact fatigue (RCF) crack initiation in rail steel has been developed. Local to the contact zone, material is subject to severe cyclic stresses taking it beyond yield and leading to incremental accumulation of plastic deformation (ratcheting). This model is based on a ratcheting law derived from twin-disc, rolling-sliding contact experiments and can simulate thousands of ratcheting cycles with corresponding strain hardening. The model is being further refined to account for detailed microstructural changes. Sections of worn and fatigued rail, removed from service, have been metallurgically analysed. To obtain further data on rail-steel deformation and RCF crack initiation, twin-disc tests have been performed using discs cut from across a railhead and wheel rim. Two heat treatments were applied to some rail discs to investigate the effect of pro-eutectoid ferrite phase distributions and volume fractions. Tests were run to failure (defined by an eddy current crack-detection system) and to percentages of fatigue lives. Micro- and nano-hardness tests, and microstructural observations, have been used to suggest a micromechanism of fatigue crack initiation for the model. Application of this model will contribute to reduced maintenance costs and an improved understanding of RCF development.

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“…Todo ello, además de disminuir la soldabilidad de estos aceros, hace variar, notablemente, el comportamiento frente al desgaste, de esas dos zonas. Por otra parte, existen trabajos previos en los que se estudia el comportamiento al desgaste de estos aceros en las vías ferroviarias en los que se pone de manifiesto la influencia del las inclusiones de MnS en la velocidad al desgaste de estos materiales [10][11][12][13] . Sin embargo, en estos casos, el material no formaba una unión soldada y no se ha evaluado el comportamiento de estos materiales en uniones soldadas.…”

Section: I In Nt Tr Ro Od Du Uc Cc Ci Ió óN Nunclassified

A study on the welded joins for pipelines

Montero¹,

Garcı́a²,

Varela³

et al. 2008

Rev. metal.

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En las uniones soldadas metálicas hay tres zonas perfectamente diferenciadas: metal base, zona de afectación térmica (ZAT) y cordón. Estas zonas se caracterizan por su diferente microestructura que influye en su dureza y, por lo tanto, en su comportamiento al desgaste [1][2][3][4] .Dentro de los materiales férreos, los aceros aleados al Cr-Mo ocupan un lugar importante entre los aceros especiales soldables por sus aplicaciones en las industrias aeronáutica, naval y ferroviaria. La presencia de cromo y molibdeno en estos aceros aumenta considerablemente la capacidad de temple durante el enfriamiento [5] de la soldadura, por lo que las posibilidades de obtener estructuras martensíticas en la ZAT es mayor y, por lo tanto, pueden establecerse diferencias de durezas entre las zonas que se han austenizado y las que no [6][7][8][9] . Todo ello, además de disminuir la soldabilidad de estos aceros, hace variar, notablemente, el comportamiento frente al desgaste, de esas dos zonas. Por otra parte, existen trabajos previos en los que se estudia el comportamiento al desgaste de estos aceros en las vías ferroviarias en los que se pone de manifiesto la influencia del las inclusiones de MnS en la velocidad al desgaste de estos materiales [10][11][12][13] . Sin embargo, en estos casos, el material no formaba una unión soldada y no se ha evaluado el comportamiento de estos materiales en uniones soldadas. En el presente trabajo se estudia el desgaste abrasivo de un acero aleado al Cr-Mo, soldado utilizando el ensayo pin-on disk, según la norma ASTM G-99 [14] "Standard test method for wear testing with a pin-on-disk apparatus". En este trabajo se ha estudiado el desgaste que experimentan las uniones soldadas de tuberías, con el objetivo de minimizar los problemas derivados de las mismas. Se ha efectuado un análisis del comportamiento tribológico de las tres zonas fundamentales de la soldadura: metal base, zona afectada por el calor y cordón , evaluándose la diferencia en las propiedades mecánicas entre ellas. Además, se han propuesto distintas alternativas en el proceso de soldadura con la finalidad de mejorar el comportamiento global de la unión. P Pa al la ab br ra as s c cl la av ve eDesgaste. Soldadura. Dureza.A A s st tu ud dy y o on n t th he e w we el ld de ed d j jo oi in ns s f fo or r p pi ip pe el li in ne es s A Ab bs st tr ra ac ct tThis study deals with the wear experienced in the welded joins for pipelines. Its aim is to minimise the problems caused by this wear. An analysis is carried out on the tribological behaviour of three crucial areas within the welding: the basic metal, the heat-affected zone and the weld bead zone itself. The differences in mechanical properties between these areas are evaluated. Moreover, various alternatives in the welding process are proposed in an effort to improve the global behaviour of the join.

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The effect of sulphide and oxide inclusions on the wear rates of a standard C-Mn and a Cr-Mo alloy rail steel

Cited by 15 publications

References 8 publications

Niobium in Microalloyed Rail Steels

Niobium in Microalloyed Rail Steels

Predicting the life of steel rails

A study on the welded joins for pipelines

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