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EP0620865B1 - Tron on de voie ferree et son procede de fabrication - Google Patents

Tron on de voie ferree et son procede de fabrication Download PDF

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Publication number
EP0620865B1
EP0620865B1 EP93901743A EP93901743A EP0620865B1 EP 0620865 B1 EP0620865 B1 EP 0620865B1 EP 93901743 A EP93901743 A EP 93901743A EP 93901743 A EP93901743 A EP 93901743A EP 0620865 B1 EP0620865 B1 EP 0620865B1
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EP
European Patent Office
Prior art keywords
rail
section
railway
track element
steel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP93901743A
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German (de)
English (en)
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EP0620865A1 (fr
Inventor
Wilhelm Heller
Gerhard Ratz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Butzbacher Weichenbau GmbH
Voestalpine Turnout Technology Germany GmbH
Original Assignee
Voestalpine BWG GmbH
Butzbacher Weichenbau GmbH
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Filing date
Publication date
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Application filed by Voestalpine BWG GmbH, Butzbacher Weichenbau GmbH filed Critical Voestalpine BWG GmbH
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    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/18—Ferrous alloys, e.g. steel alloys containing chromium
    • C22C38/24—Ferrous alloys, e.g. steel alloys containing chromium with vanadium
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING 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
    • C21D9/00—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor
    • C21D9/04—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor for rails
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/18—Ferrous alloys, e.g. steel alloys containing chromium
    • C22C38/22—Ferrous alloys, e.g. steel alloys containing chromium with molybdenum or tungsten
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING 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
    • C21D2211/00—Microstructure comprising significant phases
    • C21D2211/009—Pearlite
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S148/00—Metal treatment
    • Y10S148/902—Metal treatment having portions of differing metallurgical properties or characteristics

Definitions

  • the invention relates to track parts made using steel.
  • the invention further relates to a method for producing track parts by at least rolling steel.
  • C carbon
  • Mn manganese
  • Si silicon
  • Cr chromium
  • Pmax phosphorus max
  • Smax sulfur max
  • Rm tensile strength
  • A5 elongation at break.
  • a disadvantage of martensitic tempering i.e. austenitizing, quenching and tempering, is insufficient hardening and / or tensile strengths below 1300 N / mm for hardnesses below 400 HV.
  • the material group of the rail steels was replaced by tempered steels.
  • Steels such as 50 Cr Mo4 and 50 Cr V4 are used.
  • the hardening is carried out to tensile strengths of 1100 N / mm to 1350 N / mm.
  • Fine pearlizing is based on UIC 900 A rails according to Table 1 or a comparable AREA quality. Good hardening depths are achieved, although the maximum values are limited to ⁇ 400 HV.
  • the yield strength and tensile strength are 850 N / mm and 1250 N / mm, respectively (see, for example, "testing high-strength, naturally hard rails on the Gotthard line", Ch. Hoffmann, W. Heller, J. rempligge, R. Schweitzer, ETR 38 (1989), pages 775/781.
  • the combination of fine pearlitization with simultaneous precipitation hardening allows hardening from 400 HV to 440 HV with yield strengths from 800 N / mm to 900 N / mm.
  • the steels used are at the limit of the permissible fracture toughness.
  • a tensile strength of 1400 N / mm is generally considered to be the upper limit.
  • DE 31 11 420 A1 shows an essentially pearlitic steel alloy in which the austenitizing temperature is above 743 ° C. in order to rule out undesirable martensite formation during rolling or slipping between a wheel and a rail.
  • it is proposed according to EP 0 247 021 A2 to heat the steel to austenitizing temperature, to accelerate cooling using gaseous and / or liquid coolant, using at least two nozzle assemblies.
  • the present invention is based on the problem of providing track parts or a method for producing them which can be used both for normal track and for the turnout area, the steel when used as a rail material in its fracture toughness and thus in the fracture resistance of pearlitic splints of corresponding strength levels should be clearly superior.
  • the strength and the associated yield strength should also ensure resistance to plastic deformation, in particular can occur in highly stressed switches.
  • the steel is a vacuum-treated steel with 0.53 to 0.62% C, 0.15 to 0.25% Si, 0.65 to 1.1% Mn, 0.8 to 1, 3% Cr, 0.05 to 0.11% Mo, 0.05% to 0.11% V, ⁇ 0.02% P, optionally up to 0.025% Al, optionally up to 0.5% Nb, residual iron and usual melting-related Impurities, the ratio of Mn to Cr being approximately 0.80 M Mn: Cr 0,8 0.85 and the ratio of Mo to V being approximately 1 that the track part in the form of a rail is rolled steel with a pearlitic structure and that the track part in the form of a switch section is a rolled rail section as the starting material, which by tempering has a martensitic structure at least in the rail head.
  • the Al content without controlled additions of Al should be between 0.001% and 0.005%, if possible below 0.003%. If Al is an alloy component, 0.015 to 0.025% Al should be added.
  • the hydrogen content should be below 2 ppm in all fillings.
  • the steel can have niobium (Nb) in a proportion of, preferably between 0.002% and 0.04%.
  • the problem is solved according to the invention in that a vacuum-treated steel with 0.53 to 0.62% C, 0.15 to 0.25% Si, 0.65 to 1.1% Mn, 0.8 to 1.3 % Cr, 0.05 to 0.11% Mo, 0.05 to 0.11% V, ⁇ 0.2% P optionally up to 0.025% Al, optionally up to 0.5% Nb.
  • Residual iron and usual impurities due to melting are used, the ratio of Mn to Cr being approximately 0.80 M Mn: Cr 0,8 0.85 and the ratio of Mo to V being approximately 1, that for the production of a rail as a track part the steel is rolled and has a pearlitic structure with a minimum strength of 900 N / mm, that for the production of a switch section as a track part a section of the rolled rail at least in the area of its head to an austenitizing temperature of approx. 850 ° Heated to approx. 1050 ° C, using cooling fluids in 60 to 120 seconds from a temperature of approx. 850 ° C to approx. 500 ° C and in 140 to 400 seconds from a temperature of approx. 500 ° C to approx. 200 ° C cooled and then tempered to a minimum strength of 1,500 N / mm. Further cooling to room temperature can take place, for example, in air.
  • the Al content without controlled addition of Al should be between 0.001% and 0.005%, if possible below 0.003%. In the case of Al alloy constituents, 0.015 to 0.025% Al should be added.
  • the rail section is preferably inductively heated and then compressed air at a cooling rate of about 175 ° C / minute from about 850 ° C to about 500 ° C, then at a cooling rate of about 75 ° C / minute of about 500 ° C to about 200 ° C, optionally then cooled to room temperature in still air and then subjected to a tempering treatment at about 500 ° C, which preferably lasts in about 30 minutes to 120 minutes.
  • the possibility has been created through material and heat treatment of a pearlitic steel in the rolled state, which is of the same type with standard and special grades and can be butt welded, with initial strengths of ⁇ 900 N / mm or ⁇ 1000 N / mm or ⁇ 1100 N / mmm by hardening and tempering in the rail head to set strengths above 1500 N / mm corresponding to a hardness ⁇ 450 HV.
  • the steel in the rolled state is cracked in its fracture toughness and thus in fracture resistance
  • the strength and the associated yield strength make it resistant to plastic deformations, which occur particularly in high-stress switches.
  • the desired strength levels can be achieved with steels, the directional analyzes of which can be found in Table 2: stolen strength C. Si Mn Cr Mo / V P max N / mm % ⁇ 0.02 % ⁇ 0.05 % ⁇ 0.10 % ⁇ 0.10 % ⁇ 0.01 % 1 ⁇ 900 0.55 0.20 0.75 0.90 0.06 0.020 2nd ⁇ 1000 0.58 0.20 0.85 1.00 0.08 0.020 3rd ⁇ 1100 0.60 0.20 1.00 1.20 0.10 0.015
  • the rail parts tempered according to the invention also show considerable advantages in terms of their mechanical properties compared to finely pearlized rails, as shown in Table 4 below: treatment Rp 0.2 Rm Flexural fatigue strength K IC N / mm N / mm N / mm N / mm 3/2 finely pearlized 850 1250 400 1050 according to the invention 1390 1550 700 1800 + 59% + 24% + 75% + 71%
  • the yield point Rp02 which is important for maintaining the geometry in turnouts, has increased by 59%, the tensile strength Rm by 24% compared to fine pearlized turnouts.
  • the flexural fatigue strength which determines the resistance to fatigue damage such as breakouts, has improved by 75%.
  • the fracture toughness K IC could be increased by approximately 70%.
  • the teaching according to the invention results in considerable advantages both in track construction and in particular in switch construction.
  • the expected long service life brings an improvement in safety against breakage, driving comfort and economy.
  • FIG. 1 shows a cross section of a track part (10) produced according to the invention in the form of a rail, which comprises a rail foot (12), a web (14) and a rail head (16).
  • a vacuum-treated steel analysis was used to manufacture the rail, which can be seen in Table 2.
  • the Al content is preferably 0.001% and 0.005%, if possible below 0.003%.
  • aluminum with a proportion of 0.01% to 0.05% and niobium with a proportion of 0.02% to 0.04% can also be present.
  • the rail is formed by rolling and after rolling has a pearlitic structure with a strength of 900 N / mm to 1220 N / mm with fracture toughness above 1500 N / mm 3/2 .
  • tempering is carried out, that is to say martensitic hardening and tempering.
  • the rail head (16) is heated to the hardening temperature, ie to the austenitizing temperature in the range from 850 ° C. to 1,050 ° C., preferably heated inductively.
  • the temperature range between 850 ° C and 500 ° C being run in 60 to 120 seconds and the temperature range from 500 ° C to 200 ° C in 140 to 400 seconds.
  • the higher cooling rate should be used in the lower alloy area and the lower in the upper alloy area reach.
  • bainite fractions of up to 70% are formed between 500 ° C and 250 ° C. They prevent the build-up of high cooling and transformation stresses in the transition to the base material and allow the use of comparatively high C contents without the formation of stress cracks.
  • the area marked with the reference symbol (18) is the compensation area
  • the region marked with the reference symbol (20) is the transition region
  • the region below and with the reference symbol (22) is the region that corresponds to the Corresponds to the rolling condition.
  • This area (22) extends from the lower part of the rail head (16) over the web (14) to the rail base (12).
  • tempering takes place in the temperature range between 450 ° C and 600 ° C depending on the selected duration.
  • FIG. 2 shows a semi-schematic representation of the temperature-time curve in the heat treatment provided.
  • the area (24) corresponds to the heating, the area (26) to the temperature compensation, the area (28) to the cooling area between 950 ° C and 500 ° C, the area (30) to the cooling area between 500 ° C and 200 ° C, the area (32) the cooling area between 200 ° C and 20 ° C.
  • the region (34) starts the tempering, ie the heating to the tempering temperature.
  • the area (36) shows the holding time at the starting temperature.
  • the area (38) is intended to reflect the cooling to room temperature.
  • the scatter band (48) corresponds to a fine pearlization according to DE 34 46 794 C1.
  • the scatter band (50) is said to be a fine pearlizing according to "head-hardened rail for the highest operational demands", H. Schmedders, H. Bienzeisler, K.-H. Tucke and K. Wick, ETR (1990) Issue 4.
  • the entire cross section of the track part (10) can thus be austenitized and cooled in such a way that the area (18) in FIG. 1 forms martensite, the area (20) predominantly bainite and the remaining cross section forms pearlite structure. Starting is done as already described.
  • An advantage of this variant is that no softening occurs in the transition from the heat-treated area to the base material.
  • the entire cross section can be hardened and the areas (18) and (20) can be left on as described.
  • the remaining cross section is additionally tempered at a temperature which is 100 to 150 ° C higher in such a way that the strength in this area is approximately 400 N / mm lower than in areas (18) and (20).
  • the advantage of this variant is that a particularly high level of break resistance is set in the web (14) and foot (12) of the rail section (10).

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Materials Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • Crystallography & Structural Chemistry (AREA)
  • Thermal Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Heat Treatment Of Articles (AREA)
  • Heat Treatment Of Steel (AREA)
  • Magnetic Heads (AREA)
  • Laminated Bodies (AREA)
  • Medicines Containing Material From Animals Or Micro-Organisms (AREA)
  • Manufacturing Of Magnetic Record Carriers (AREA)
  • Pressure Welding/Diffusion-Bonding (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
  • Adornments (AREA)

Claims (12)

  1. Pièce pour voie ferrée, fabriquée en acier, caractérisée en ce que l'acier est un acier traité sous vide comportant de 0,53 à 0,62% de C, de 0,15 à 0,25% de Si, de 0,65 à 1,1% de Mn, de 0,8 à 1,3% de Cr, de 0,05 à 0,11% de Mo, de 0,05 à 0,11% de V, ≤ 0,02% de P, éventuellement jusqu'à 0,025% de Al, éventuellement 0,5% de Nb, le reste étant du fer, ainsi que les impuretés de fusion habituelles, tandis que le rapport du Mn au Cr vaut environ 0,80 ≤ Mn:Cr ≤ 0,85 et que le rapport du Mo au V vaut environ 1, en ce que la pièce pour voie ferrée présentant la forme d'un rail (10) est un acier de structure perlitique, et en ce que la pièce pour voie ferrée présentant la forme d'une partie d'aiguillage présente comme matériau de départ un tronçon de rail laminé qui reçoit par traitement thermique une structure martensitique, au moins dans la région de la tête de rail (18).
  2. Pièce pour voie ferrée selon la revendication 1, caractérisée en ce que la teneur en Al vaut entre 0,001% et 0,005%, de préférence moins de 0,003%.
  3. Pièce pour voie ferré selon la revendication 1, caractérisée en ce que la teneur en Al vaut entre 0,015% et 0,025%.
  4. Pièce pour voie ferré selon la revendication 1, caractérisée en ce que la teneur en Nb vaut entre 0,001% et 0,04%.
  5. Pièce pour voie ferrée selon au moins la revendication 1, caractérisée en ce que le rail constitué d'un acier laminé de structure perlitique présente une résistance de 900 N/mm à 1200 N/mm et une résistance à la fissuration valant sensiblement au moins 1500 N/mm3/2.
  6. Procédé pour la fabrication d'une pièce pour voie ferrée au moins par laminage d'acier, caractérisé en ce que l'on utilise un acier traité sous vide comportant de 0,53 à 0,62% de C, de 0,15 à 0,25% de Si, de 0,65 à 1,1% de Mn, de 0,8 à 1,3% de Cr, de 0,05 à 0,11% de Mo, de 0,05 à 0,11% de V, ≤ 0,02% de P, éventuellement jusqu'à 0,025% de Al, éventuellement jusqu'à 0,5% de Nb, le reste étant du fer ainsi que les impuretés de fusion habituelles, tandis que le rapport du Mn au Cr vaut environ 0,80 ≤ Mn:Cr ≤ 0,85 et que le rapport du Mo au V vaut environ 1, en ce que pour la fabrication d'un rail comme pièce pour voie ferrée l'acier est laminé et présente une structure perlitique d'une résistance minimale de 900 N/mm, et en ce que pour la fabrication d'une partie d'aiguillage comme pièce pour voie ferrée, on réchauffe un tronçon de rail au moins dans la région de sa tête, à la température d'austénitisation, de 850°C à 1050°C, qu'on le refroidit au moyen d'un fluide de refroidissement d'environ 850°C à 500°C en 60 à 120 secondes, d'environ 500°C à 200°C en environ 140 à 400 secondes, et qu'ensuite on lui fait subir un revenu jusqu'à obtention d'une résistance minimale de 1500 N/mm.
  7. Procédé selon la revendication 6, caractérisé en ce que le tronçon de rail est réchauffé par induction et est ensuite refroidi, de préférence à l'air comprimé, d'environ 850°C à environ 500°C à une vitesse de refroidissement d'environ 175°C/minute, ensuite d'environ 500°C à environ 200°C, à une vitesse de refroidissement d'environ 75°C/minute, ensuite éventuellement à température ambiante, dans l'air calme, et qu'on le soumet alors à un traitement de revenu à environ 500°C.
  8. Procédé selon la revendication 6, caractérisé en ce que le traitement de revenu dure d'environ 30 minutes à 120 minutes.
  9. Procédé selon au moins l'une des revendications précédentes, caractérisé en ce que la totalité de la section transversale du tronçon de rail est austénitisée et refroidie de telle sorte que dans la région externe de la tête (18) se forme de la martensite, dans la région interne de la tête (20) qui s'y raccorde se forme principalement de la bainite, et dans la région restante une structure perlitique.
  10. Procédé selon au moins l'une des revendications précédentes, caractérisé en ce que le tronçon de rail est durci sur la totalité de sa section transversale.
  11. Procédé selon au moins l'une des revendications précédentes, caractérisé en ce que le tronçon de rail est durci sur la totalité de sa section transversale, et subit ensuite un revenu dans la région externe et la région interne de sa tête (18, 20), à une température de revenu TA, avec de préférence 500°C < TA< 600°C, et en ce qu'ensuite le reste de la section transversale (12, 14, 22) subit un revenu à une température TB, avec TB > TA, et de préférence TB supérieur à TA d'environ 100°C à 150°C, de manière à obtenir une résistance d'environ 400 N/mm plus basse que dans la région externe et la région interne de la tête.
  12. Procédé pour la fabrication de pièces d'aiguillage présentant des résistances ≥ 1500 N/mm dans la tête du rail, caractérisé en ce que par laminage, on prépare à partir d'un acier traité sous vide, comportant de 0,53% à 0,62% de C, de 0,15 à 0,25% de Si, de 0,65% à 1,1% de Mn, de 0,8 à 1,3% de Cr, le rapport Mn à Cr valant environ 0,80 ≤ Mn:Cr ≤ 0,85, de 0,05 à 0,11% de Mo, de 0,05 à 0,11% de V, avec Mo:V ≈ 1, ≤ 0,02% de P, au choix jusqu'à 0,025% de Al, au choix jusqu'à 0,5% de Nb, le solde étant du fer ainsi que des impuretés de fusion habituelles, un tronçon de rail présentant une structure perlitique présentant des résistances de 900 N/mm à 1200 N/mm et des résistances à la fissuration supérieure à 1550 N/mm3/2, en ce que l'on forme de l'austénite par réchauffage de la tête de rail jusqu'à environ 850°C à 1050°C, refroidissement, au moyen d'un fluide de refroidissement, d'environ 850°C à environ 500 en 60 à 120 secondes, d'environ 500°C à environ 200°C en 140 à 400 secondes, et on le soumet ensuite soumis à un revenu jusqu'à obtenir des résistances sensiblement supérieures à 1500 N/mm.
EP93901743A 1992-01-11 1993-01-10 Tron on de voie ferree et son procede de fabrication Expired - Lifetime EP0620865B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4200545 1992-01-11
DE4200545A DE4200545A1 (de) 1992-01-11 1992-01-11 Gleisteile sowie verfahren zur herstellung dieser
PCT/EP1993/000035 WO1993014230A1 (fr) 1992-01-11 1993-01-10 Tronçon de voie ferree et son procede de fabrication

Publications (2)

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EP0620865A1 EP0620865A1 (fr) 1994-10-26
EP0620865B1 true EP0620865B1 (fr) 1996-04-24

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US (1) US5482576A (fr)
EP (1) EP0620865B1 (fr)
KR (1) KR950700434A (fr)
AT (1) ATE137272T1 (fr)
AU (1) AU3258893A (fr)
BR (1) BR9305723A (fr)
CZ (1) CZ292435B6 (fr)
DE (2) DE4200545A1 (fr)
DK (1) DK0620865T3 (fr)
ES (1) ES2089783T3 (fr)
FI (1) FI98313C (fr)
GR (1) GR3020593T3 (fr)
HU (1) HUT67897A (fr)
NO (1) NO942577L (fr)
PL (1) PL171175B1 (fr)
RU (1) RU94040705A (fr)
WO (1) WO1993014230A1 (fr)

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DE102006029818B3 (de) * 2006-06-28 2007-12-06 Siemens Ag Führungsschiene sowie Verfahren zum Herstellen einer Führungsschiene
KR100815985B1 (ko) * 2007-02-08 2008-03-24 조용삼 엘레베이터용 가이드 레일의 제조방법
US7591909B2 (en) * 2007-08-23 2009-09-22 Transportation Technology Center, Inc. Railroad wheel steels having improved resistance to rolling contact fatigue
US9040882B2 (en) * 2007-09-12 2015-05-26 Inductotherm Corp. Electric induction heating of a rail head with non-uniform longitudinal temperature distribution
CN104185690A (zh) 2012-04-23 2014-12-03 新日铁住金株式会社 钢轨
KR102370219B1 (ko) * 2020-07-29 2022-03-08 한국철도기술연구원 철도차량 연결기용 합금강

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SU804702A2 (ru) * 1979-04-16 1981-02-15 Украинский Ордена Трудового Крас-Ного Знамени Научно-Исследовательс-Кий Институт Металлов Способ термической обработкиРЕльСОВ
BE884443A (fr) * 1980-07-23 1981-01-23 Centre Rech Metallurgique Perfectionnements aux procedes de fabrication de rails a haute resistance
US4404047A (en) * 1980-12-10 1983-09-13 Lasalle Steel Company Process for the improved heat treatment of steels using direct electrical resistance heating
CH648600A5 (de) * 1981-03-13 1985-03-29 Schweizerische Lokomotiv Gegenstaende mit erhoehter bestaendigkeit gegen oberflaechenbeschaedigung durch abroll- und/oder reibungsvorgaenge.
LU84417A1 (fr) * 1982-10-11 1984-05-10 Centre Rech Metallurgique Procede perfectionne pour la fabrication de rails et rails obtenus par ce procede
DE3336006A1 (de) * 1983-10-04 1985-04-25 Krupp Stahl Ag, 4630 Bochum Schiene mit hoher verschleissfestigkeit im kopf und hoher bruchsicherheit im fuss
BE899617A (fr) * 1984-05-09 1984-11-09 Centre Rech Metallurgique Procede et dispositif perfectionnes pour la fabrication de rails.
DE3446794C1 (de) * 1984-12-21 1986-01-02 BWG Butzbacher Weichenbau GmbH, 6308 Butzbach Verfahren zur Waermebehandlung perlitischer Schienenstaehle
JPS6299438A (ja) * 1985-10-24 1987-05-08 Nippon Kokan Kk <Nkk> 不安定破壊伝播停止能力を有する耐摩耗性高性能レ−ル
AT384624B (de) * 1986-05-22 1987-12-10 Voest Alpine Ag Einrichtung zur gesteuerten waermebehandlung von weichenteilen
JPH0730401B2 (ja) * 1986-11-17 1995-04-05 日本鋼管株式会社 靭性の優れた高強度レ−ルの製造方法

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19735285C2 (de) * 1997-08-14 2001-08-23 Butzbacher Weichenbau Gmbh Verfahren zur Herstellung eines Gleisteils

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HU9402027D0 (en) 1994-09-28
DE59302373D1 (de) 1996-05-30
GR3020593T3 (en) 1996-10-31
FI98313B (fi) 1997-02-14
DK0620865T3 (da) 1996-09-02
NO942577L (no) 1994-09-09
WO1993014230A1 (fr) 1993-07-22
EP0620865A1 (fr) 1994-10-26
FI943293A0 (fi) 1994-07-11
NO942577D0 (no) 1994-07-08
CZ166294A3 (en) 1995-04-12
HUT67897A (en) 1995-05-29
US5482576A (en) 1996-01-09
DE4200545A1 (de) 1993-07-15
KR950700434A (ko) 1995-01-16
AU3258893A (en) 1993-08-03
FI943293L (fi) 1994-07-11
PL171175B1 (pl) 1997-03-28
ATE137272T1 (de) 1996-05-15
CZ292435B6 (cs) 2003-09-17
FI98313C (fi) 1997-05-26
RU94040705A (ru) 1996-06-27
ES2089783T3 (es) 1996-10-01
BR9305723A (pt) 1996-12-31

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