Title of the invention: Rails and methods for manufacturing rails
Technical field
[0001]
　The present invention relates to a high-strength rail used in a freight railway, which is excellent in wear resistance and internal fatigue damage resistance, and a method for manufacturing the rail.
　The present application claims priority based on Japanese Patent Application No. 2018-168799 filed in Japan on September 10, 2018, the contents of which are incorporated herein by reference.
Background technology
[0002]
　With economic development, new development of natural resources such as coal is underway. Specifically, the mining of natural resources is underway in areas where the natural environment is harsh, which has been undeveloped until now. Along with this, the track environment of freight railways that transport resources has become extremely severe. As a result, rails are required to have higher wear resistance than ever before.
[0003]
　Further, in recent years, in freight railways, railway transportation has become more overcrowded, and there is a concern about fatigue damage generated from the inside of the rail head (a position 20 to 30 mm deep from the outer surface of the head).
[0004]
　Against this background, the development of high-strength rails with improved wear resistance and internal fatigue damage resistance has been required.
[0005]
　In order to improve the wear resistance of the rail, for example, high-strength rails as shown in Patent Documents 1 and 2 have been developed. The main feature of these rails is that heat treatment reduces the lamella spacing in the pearlite structure to increase the hardness of the steel or increase the carbon content of the steel to improve the wear resistance, resulting in a pearlite structure. It is to increase the volume ratio of the cementite phase in the lamella inside.
[0006]
　Specifically, Patent Document 1 states that after the rolling is completed or the reheated rail head is accelerated and cooled at 1 to 4 ° C./sec between 850 and 500 ° C. from the austenite region temperature, wear resistance is improved. It is disclosed that excellent rails can be provided.
[0007]
　Further, in Patent Document 2, hypereutectoid steel (C: more than 0.85 to 1.20%) is used to increase the cementite volume ratio in the lamellar in the pearlite structure, thereby excellent in abrasion resistance. It is disclosed that a rail can be provided.
[0008]
　According to the technique disclosed in Patent Document 1 or 2, a certain range is achieved by increasing the hardness by miniaturizing the lamellar spacing in the pearlite structure and increasing the volume ratio of the cementite phase in the lamellar in the pearlite structure. Abrasion resistance can be improved.
[0009]
　However, the high-strength rails disclosed in Patent Documents 1 and 2 cannot suppress the occurrence of internal fatigue damage.
[0010]
　For the above-mentioned problems, for example, high-strength rails as shown in Patent Documents 3, 4 or 5 have been proposed. The main features of these rails are the addition of trace alloys to control pearlite transformation, or the control of alloys and trace alloys, in order to improve wear resistance as well as internal fatigue damage resistance. The present invention is to improve the hardness inside the head by forming a precipitate in the pearlite structure by the addition.
[0011]
　Specifically, in Patent Document 3, by adding B to hypereutectoid steel (C: more than 0.85 to 1.20%), the transformation temperature of the pearlite structure inside the head is controlled. , It is disclosed to improve the hardness inside the head. Further, in Patent Document 4, V and N are added to hypereutectoid steel (C: more than 0.85 to 1.20%) to precipitate a carbonitride of V in the pearlite structure. It is disclosed to improve the hardness inside the portion. Further, in Patent Document 5, the hardness inside the head is improved by controlling the contents of Mn and Cr based on the eutectoid steel (C: 0.73 to 0.85%). Is disclosed.
[0012]
　According to the techniques of Patent Documents 3, 4 or 5, the hardness inside the head is improved by controlling the pearlite transformation temperature inside the head and strengthening the precipitation of the pearlite structure, and the internal fatigue damage resistance is maintained in a certain range. It can be improved. However, even with the high-strength rails disclosed in Patent Documents 3, 4 and 5, sufficient characteristics cannot be obtained when used in a severe track environment required in recent years, and the internal fatigue damage resistance is further improved. It was an issue.
[0013]
　As described above, a high-strength rail having excellent wear resistance and internal fatigue damage resistance, which can be used for a freight railway with a severe track environment, has not yet been provided.
Prior art literature
Patent documents
[0014]
Patent Document 1: Japanese
Patent Application Laid-Open No. 63-023244 Patent Document 2: Japanese Patent Application Laid-Open No. 8-144016
Patent Document 3: Japanese Patent No. 3445619
Patent Document 4: Japanese Patent No. 3513427
Patent Document 5: Japanese Patent Application Laid-Open No. 2009-10897
Outline of the invention
Problems to be solved by the invention
[0015]
　The present invention has been devised in view of the above-mentioned problems, and an object of the present invention is to provide a rail having excellent wear resistance and internal fatigue damage resistance.
Means to solve problems
[0016]
(1) The rail according to one aspect of the present invention has a unit mass% of C: 0.75 to 1.20%, Si: 0.10 to 2.00%, Mn: 0.10 to 2.00%. , Cr: 0.10 to 1.20%, V: 0.010 to 0.200%, N: 0.0030 to 0.0200%, P ≤ 0.0250%, S ≤ 0.0250%, Mo: 0 to 0.50%, Co: 0 to 1.00%, B: 0 to 0.0050%, Cu: 0 to 1.00%, Ni: 0 to 1.00%, Nb: 0 to 0.0500 %, Ti: 0 to 0.0500%, Mg: 0 to 0.0200%, Ca: 0 to 0.0200%, REM: 0 to 0.0500%, Zr: 0 to 0.0200%, and Al: The structure containing 0 to 1.00%, the balance consisting of Fe and impurities, and the structure in the range from the outer surface of the head to a depth of 25 mm contains a pearlite structure having an area ratio of 95% or more, and is described above. In the ferrite phase in the pearlite structure where the hardness of the structure is in the range of Hv360 to 500 and the depth is 25 mm from the outer surface of the head, Cr having a particle size of 0.5 to 4.0 nm The number density of V-nitrides contained is in the range of 1.0 to 5.0 × 10 17 cm -3 .
(2) In the rail according to (1) above, the Cr having a particle size of 0.5 to 4.0 nm in the ferrite phase in the pearlite structure at a depth of 25 mm from the outer surface of the head. When the number of atoms of V is VA and the number of atoms of Cr is CA, the average value of CA / VA may satisfy the following formula 1.
　0.01 ≤ CA / VA ≤ 0.70 ... Equation 1
(3) In the rail according to (1) or (2) above, in unit mass%, group a: Mo: 0.01 to 0.50%, group b: Co: 0.01 to 1.00%, Group c: B: 0.0001 to 0.0050%, Group d: Cu: 0.01 to 1.00%, and Ni: 0.01 to 1.00% 1 or 2 types, Group e: Nb : 0.0010 to 0.0500%, Ti: 0.0030 to 0.0500%, 1 or 2 types, group f: Mg: 0.0005 to 0.0200%, Ca: 0.0005 to 0. 0200% and REM: 0.0005 to 0.0500% of one or two, g group: Zr: 0.0001 to 0.0200%, h group: Al: 0.0100 to 1.00% It may contain one group or two or more groups selected from.
(4) The method for manufacturing a rail according to another aspect of the present invention is, in terms of unit mass%, C: 0.75 to 1.20%, Si: 0.10 to 2.00%, Mn: 0.10 to. 2.00%, Cr: 0.10 to 1.20%, V: 0.010 to 0.200%, N: 0.0030 to 0.0200%, P ≤ 0.0250%, S ≤ 0.0250 %, Mo: 0 to 0.50%, Co: 0 to 1.00%, B: 0 to 0.0050%, Cu: 0 to 1.00%, Ni: 0 to 1.00%, Nb: 0 ~ 0.0500%, Ti: 0 to 0.0500%, Mg: 0 to 0.0200%, Ca: 0 to 0.0200%, REM: 0 to 0.0500%, Zr: 0 to 0.0200% , And Al: 0 to 1.00%, and the balance is Fe and impurities. The heating end temperature is 1200 ° C or higher, and the heating rate in the range of 1000 to 1200 ° C is 1 to 8 ° C. The step of heating at / min and the heated steel pieces are hot-rolled with a final rolling temperature in the range of 850 to 1000 ° C. and a final rolling reduction of 2 to 20% to form a rail. Accelerated cooling of the process and the rail with the start temperature of accelerated cooling set to 750 ° C or higher, the average cooling rate during accelerated cooling set to 2 to 30 ° C / sec, and the end temperature of the accelerated cooling set to 580 to 660 ° C. The step of controlling and cooling the rail so that the holding temperature is in the range of 580 to 660 ° C., the temperature holding time is 5 to 150 sec, and the fluctuation range of the rail surface temperature is 60 ° C. or less. It is provided with a step of allowing the rail to cool to room temperature or accelerating cooling.
Effect of the invention
[0017]
　According to the above aspect of the present invention, the wear resistance and the internal fatigue damage resistance of the rail can be improved. Further, such a rail can greatly improve the service life of the rail when it is used in a freight railway.
A brief description of the drawing
[0018]
FIG. 1 is a diagram showing a region in which a name and a pearlite structure are required at a cross-sectional surface position of the head of the rail according to this embodiment.
[Fig. 2] Fig. 2 is a diagram showing an outline of a rolling fatigue tester.
FIG. 3 shows the average value (CA / VA) of the ratio of the number of atoms of Cr (CA) to the number of atoms of V (VA) in a V nitride containing Cr having a particle size of 0.5 to 4.0 nm. It is a figure which showed the relationship with the presence or absence of the minute crack around the carbonitride of V in a rolling fatigue test.
Mode for carrying out the invention
[0019]
　A rail having excellent wear resistance and internal fatigue damage resistance according to an embodiment of the present invention (sometimes referred to as a rail according to the present embodiment) will be described in detail. Hereinafter, the mass% in the composition is simply described as%.
[0020]
　The rail according to this embodiment has the following features.
(I) It has a predetermined chemical composition.
(Ii) The tissue in the range from the outer surface of the head to a depth of 25 mm includes a pearlite structure having an area ratio of 95% or more, and the hardness of the structure is in the range of Hv360 to 500.
(Iii) In the ferrite phase in the pearlite structure at a depth of 25 mm starting from the outer surface of the head, the number density of V nitrides containing Cr having a particle size of 0.5 to 4.0 nm is 1. The range is 0 to 5.0 × 10 17 cm -3 .
(Iv) Further, in a V nitride containing Cr having a particle size of 0.5 to 4.0 nm in the ferrite phase in the pearlite structure at a depth of 25 mm from the outer surface of the head, V atoms are preferable. When the number is VA and the number of Cr atoms is CA, the average value of CA / VA satisfies the following formula 1 (Note that CA of a V nitride containing Cr having a particle size of 0.5 to 4.0 nm). The average value of / VA may be simply described as "CA / VA").
　0.01 ≤ CA / VA average value ≤ 0.70 ... Equation 1
[0021]
In the
　rail according to the present embodiment, it is necessary to make 95% (area ratio) or more of the pearlite structure in the range of at least 25 mm depth starting from the outer surface of the head. is there.
[0022]
　First, the reason why the pearlite structure has an area ratio of 95% or more will be described.
　Ensuring wear resistance is of utmost importance for the rail head that comes into contact with the wheels. As a result of investigating the relationship between the metal structure and the wear resistance by the present inventors, it was confirmed that the pearlite structure has the best wear resistance. Further, the pearlite structure is easy to obtain hardness (strength) even if the content of alloying elements is small, and is excellent in internal fatigue damage resistance. Therefore, the area ratio of the pearlite structure was limited to 95% or more for the purpose of improving wear resistance and internal fatigue damage resistance. If the area ratio of the pearlite structure is less than 95%, the wear resistance and the internal fatigue damage resistance are not sufficiently improved. In order to ensure sufficient wear resistance, it is desirable that 96% or more, 97% or more, 98% or more, or 99% or more of the metal structure of the rail head has a pearlite structure. The area ratio of the pearlite structure on the rail head may be 100%.
[0023]
　Next, the required range of the metal structure (tissue containing pearlite) containing pearlite tissue in an area ratio of 95% or more is determined from the surface of the outer head (the surface of the corner of the head and the surface of the crown) to the outer head. The reason for limiting the range from the surface to a depth of at least 25 mm will be described.
[0024]
　If the range of the tissue including the pearlite structure is less than 25 mm starting from the outer surface of the head, it is not sufficient as a region required for wear resistance and internal fatigue damage resistance of the rail head in consideration of wear during use. , Abrasion resistance and internal fatigue damage resistance cannot be sufficiently improved, and as a result, it becomes difficult to sufficiently improve the rail service life. In order to further improve wear resistance and internal fatigue damage resistance, it is desirable to use a structure containing a pearlite structure from the outer surface of the head to a depth of about 30 mm.
[0025]
　Here, FIG. 1 shows the designation of the rail according to the present embodiment at the cross-sectional surface position of the head and the region where the structure including the pearlite structure is required. First, as shown by reference numeral 3 in FIG. 1, the rail head refers to a portion above the portion confined in the center in the height direction of the rail when the rail is viewed in cross section. Further, the rail head portion 3 has a crown portion 1 and head corner portions 2 located at both ends of the crown portion 1. One of the head corner portions 2 is a gauge corner (GC) portion that mainly contacts the wheels. The outer surface of the head refers to a surface of the rail head 3 in which the surface of the crown 1 facing upward when the rail is upright and the surface of the head corner 2 are combined. The positional relationship between the crown 1 and the head corner 2 is such that the head 1 is located substantially in the center in the width direction of the rail head, and the head corner 2 is located on both sides of the crown 1.
[0026]
　The range from the surface of the head corner portion 2 and the crown portion 1 (the outer surface of the head) to a depth of 25 mm is referred to as a head surface portion (3a, shaded portion). As shown in FIG. 1, a tissue (pearlite tissue) containing a pearlite structure having a predetermined hardness in the head surface 3a up to a depth of 25 mm starting from the surfaces of the head corner 2 and the crown 1 (the outer surface of the head). It is necessary to arrange a metal structure (with an area ratio of 95% or more) in order to improve the wear resistance and the internal fatigue damage resistance of the rail.
[0027]
　Therefore, it is desirable that the structure including the pearlite structure is arranged on the head surface portion 3a where the wheels and rails are mainly in contact with each other and wear resistance and internal fatigue damage resistance are required, and these characteristics are not required. The area ratio of the pearlite structure may be 95% or more in the portion other than the head surface portion, but it does not have to be 95% or more.
[0028]
　Further, as for the metal structure of the head surface portion 3a of the rail according to the present embodiment, if the area ratio of the pearlite structure is 95% or more, a trace amount of proeutectoid ferrite structure having an area ratio of less than 5%, The proeutectoid cementite structure, bainite structure, martensite structure and the like may be mixed. Even if these tissues are mixed, if it is less than 5%, it does not have a great adverse effect on the wear resistance of the head surface and the internal fatigue damage resistance inside the head. In other words, the metal structure of the rail head of the rail according to the present embodiment may have a pearlite structure in 95% or more of the head surface portion in terms of area ratio, and wear resistance and internal fatigue damage resistance are sufficiently improved. It is desirable that 98% or more of the metal structure of the head surface of the rail head is a pearlite structure. The area ratio of the pearlite structure may be 100%.
[0029]
　The area ratio of the pearlite structure in the range of the depth up to 25 mm starting from the outer surface of the head can be obtained by the following method. That is, the metallographic structure can be observed with a field of view of a 200x optical microscope, the area of ​​each metallographic structure can be determined, and the area ratio of the pearlite structure can be determined. Further, 10 visual fields (10 points) or more can be used as the visual field of the optical microscope, and the average value of the area ratio can be used as the area ratio of the observation site.
[0030]
　The evaluation method of the metallographic structure is shown below.
[Metallic structure evaluation procedure and method]
● Evaluation procedure
　Measurement test piece collection: Cut out a sample from the cross section of the rail head
　Pretreatment: 3% night tar etching treatment after diamond polishing of the sample
　Structure observation: Optical microscope (200x) )
　Visual field: Any 10 visual fields or more with a depth of 2 mm from the outer surface of the head, and any 10 visual fields or more with a depth of 25 mm from the outer surface of the head
● Evaluation method
　Tissue judgment: Textbooks of metallography (for example, "Introduction / Introduction" Structure and properties of metal materials Heat treatment and structure control that make the best use of materials ”: Judgment by Japan Heat Treatment Technology Association), etc., SEM observation
　ratio judgment if unclear : Measure the area of ​​each structure, calculate the area ratio in the field of view, Use the average value as the representative value of the part
[0031]
　In the rail according to the present embodiment, if the average area ratio of both pearlite tissues is 95% or more at a position having a depth of 2 mm starting from the outer surface of the head and a position having a depth of 25 mm starting from the outer surface of the head. It can be said that 95% or more of the metal structure in the range of at least 25 mm depth starting from the outer surface of the head is the pearlite structure.
[0032]
In the
　rail according to the present embodiment, it is necessary to limit the hardness of the structure including the pearlite structure to the range of Hv360 to 500. Next, in the rail according to the present embodiment, the reason why the hardness of the structure including the pearlite structure is limited to the range of Hv360 to 500 will be described.
[0033]
　The present inventors examined the hardness of the metal structure including the pearlite structure necessary for ensuring the wear resistance and the internal fatigue damage resistance of the rail.
[0034]
　0.90% C-0.50% Si-0.70% Mn-0.50% Cr-0.010 to 0.200% V-0.0150% P-0.0120% S-0.0030 to Rail rolling was performed on a steel material having a component of 0.0200% N (hyperepositoid steel), and the relationship between the hardness of the rail head, wear resistance, and internal fatigue damage resistance was investigated. Rail rolling, heat treatment conditions, and rolling fatigue test conditions are as shown below.
[0035]
[Actual rail rolling, heat treatment conditions]
● Steel component
　0.90% C-0.50% Si-0.70% Mn-0.50% Cr-0.010 to 0.200% V-0.0150% P -0.0120% S-0.0030-0.0200% N (remaining Fe and impurities)
● Rail shape
　141 pounds (weight: 70 kg / m).
● Rolling / heat treatment conditions
　Final rolling temperature (head outer surface): 950 ° C.
　Heat treatment conditions: Rolling → Accelerated cooling
　Accelerated cooling conditions (outer surface of the head): Cooling from 800 ° C to 580 to 680 ° C at a cooling rate of 2 to 15 ° C / sec
　. Accelerated cooling rails refrigerants such as air and cooling water. It was carried out by spraying on the surface. In the present embodiment, the start time point and the end time point of the accelerated cooling are the start time point and the end time point of the injection of the cooling water.
[0036]
[Rolling fatigue test conditions]
● Test conditions
　Testing machine: Rolling fatigue testing machine (see Fig. 2)
　Test piece shape Rail: 141 pound rail x 2 m
　　　　　　　Wheel: AAR type (diameter 920 mm)
　Load radial: 275 to 325 KN
　　　　thrust: 50 ~ 80KN
　Lubrication: No lubrication (wear resistance), oil lubrication (internal fatigue damage resistance)
　Cumulative number of passing tons
　　No lubrication (wear resistance):
　　Oil lubrication ( wear resistance) up to a rail head surface layer wear amount of more than 25 mm ): Until crack occurrence (maximum 200 MGT) (Million Gloss Tonage) * Evaluated by the total weight of the freight car running on the rail, and in the case of this test, twice the weight of the currency acting from the wheels.
● Evaluation
　wear resistance: The cumulative tonnage passed when the amount of wear reached 25 mm.
　Internal fatigue damage resistance: Using an ultrasonic flaw detector, investigate the presence or absence of cracks inside the head over the entire length of the rail, determine that cracks with a crack length of 2 mm or more are damage, and accumulate until cracks occur. The transit tonnage was used. In the test, the evaluation number was 3, and the minimum value was used as the representative value for the cumulative tonnage to be passed until the crack occurred.
[0037]
　As a result, when the hardness of the structure including the pearlite structure is less than Hv360, the amount of wear on the surface layer of the rail head reaches 25 mm with a small cumulative passing ton, and the wear resistance required for the rail head is ensured due to the progress of wear. It turned out to be difficult. Further, when the hardness of the tissue including the pearlite structure is less than Hv360, a coarse fatigue crack having a length of 2 mm or more is generated and propagated inside the rail head with a small cumulative passing ton inside the head, resulting in internal fatigue resistance damage. It was found that the sex was reduced.
[0038]
　Further, when the hardness of the pearlite structure exceeds Hv500, the embrittlement of the structure containing the pearlite structure causes a coarse fatigue crack having a length of 2 mm or more inside the rail head with a small cumulative passage ton.・ It was found that it propagated and the internal fatigue damage resistance decreased.
[0039]
　In order to ensure wear resistance, surface damage resistance, and a certain level of internal fatigue damage resistance at the rail head, a pearlite structure within a depth of 25 mm starting from the outer surface of the head is used. It was confirmed by the above-mentioned test that the hardness of the contained metal structure needs to be controlled in the range of Hv360 to 500. Therefore, the hardness of the structure including the pearlite structure was limited to the range of Hv360 to 500. In order to stably secure wear resistance and surface damage resistance and to stably improve internal fatigue damage resistance, a pearlite structure having a depth of up to 25 mm starting from the outer surface of the head is included. It is desirable to control the hardness of the metal structure to Hv380 or higher, Hv390 or higher, or Hv400 or higher. For the same reason, the hardness of the metal structure including the pearlite structure starting from the outer surface of the head and having a depth of up to 25 mm may be Hv480 or less, Hv470 or less, or Hv460 or less.
[0040]
　The hardness of the tissue including the pearlite structure is measured at 20 points or more at the measurement location (for example, a position having a depth of 2 mm starting from the outer surface of the head), and the average value is used as the hardness value at that position. adopt. In the rail according to the present embodiment, the pearlite structure occupies 95% or more in area ratio, but since other structures (primary cementite, proeutectoid ferrite, martensite, bainite, etc.) exist in the range of 5% or less, one point This is because the hardness of the tissue including the pearlite structure may not be representative in the measurement of.
[0041]
　The hardness measurement method and measurement conditions are shown below.
[Measuring method and measurement conditions for rail head hardness]
● Measuring method
　Equipment: Vickers hardness tester (load 98N)
　Measurement test piece collection: A sample is cut out from the cross section of the rail head.
　Pretreatment: The cross section is polished with diamond abrasive grains with an average particle size of 1 μm.
　Measurement method: Measured according to JIS Z 2244.
● Calculation method
　Head surface: 20 points were measured at an arbitrary position at a depth of 2 mm from the outer surface of the head, and the average value was taken as the hardness of the head surface.
　Inside the head: 20 points were measured at an arbitrary position 25 mm deep from the outer surface of the head, and the average value was taken as the hardness inside the head.
[0042]
　In the rail according to the present embodiment, if the hardness of both the position having a depth of 2 mm starting from the outer surface of the head and the position having a depth of 25 mm starting from the outer surface of the head is Hv360 to 500, the head It can be said that the hardness in the range of at least 25 mm depth starting from the outer surface is Hv360 to 500.
[0043]
Next, in the cross section at a depth of 25 mm starting from the outer surface of the head. The reason why the number density of V nitride containing Cr having a particle size of 0.5 to 4.0 nm is limited to the range of 1.0 to 5.0 × 10 17 cm -3 will be described. The "Cr-containing V-nitride" in the present embodiment means an inclusion composed of V-nitride and containing one or more Cr atoms. According to the three-dimensional atom probe (3DAP) method described later, the presence or absence of Cr atoms can be confirmed.
[0044]
　First, the present inventors investigated in detail the state of generation of fatigue damage inside the head after the above-mentioned rolling fatigue test. As a result, cracks with a length of less than 2 mm, which are difficult to detect in the investigation of the presence or absence of cracks using an ultrasonic flaw detector after the rolling fatigue test, remain inside the head of the rail that has passed the evaluation test. It was confirmed. Residual cracks have a large effect on the basic performance of the rail, and prevention is necessary to ensure safety. The present inventors have investigated a method for eliminating this crack.
[0045]
　As a result of detailed investigation of the relationship between the residual crack inside the rail head and the microscopic hardness, the macroscopic hardness of the pearlite tissue did not change at the crack occurrence site, but the pearlite structure It was confirmed that a microscopic softened portion was present in the ferrite phase inside. As a result, the present inventors have found that strain is concentrated on the microscopic softened portion of the ferrite phase inside the head due to contact with the wheel, and cracks are likely to occur.
[0046]
　Therefore, it was considered to suppress the microscopic softening of the ferrite phase in the pearlite structure inside the head and to make the material strength as uniform as possible in the cross section inside the head.
[0047]
　The present inventors considered that precipitation strengthening is effective for improving the microscopic hardness inside the head. Then, the present inventors searched for an element that is finely generated in the ferrite phase in the pearlite structure to cause precipitation strengthening.
[0048]
　As a result of examining the application of carbides, nitrides, carbonitrides, etc., nitrides are effective as a component for precipitation strengthening because of the stability of hardness increase and resistance to fatigue cracks. Was found. On the other hand, carbides and carbonitrides contain carbon, which is easily diffused and decomposed, and therefore have low stability against heat and stress, and are not effective for stable precipitation strengthening.
[0049]
　Furthermore, the present inventors conducted a detailed investigation on nitrides. As a result, it was found that it is preferable to further increase the stability based on V-nitride as the nitride. Further, the Cr-containing V-nitride, which is a composite of Cr generated in the V-nitride, has extremely high stability against heat and stress, and the ferrite phase of the pearlite structure inside the head is microscopically visualized. It was confirmed that the softening was suppressed and the hardness of the ferrite phase in the pearlite structure was stably improved.
[0050]
　Therefore, in order to verify the effect of the V nitride containing Cr, the present inventors perform rail rolling using a steel material (hypereposited steel) containing V, Cr, and nitrogen to contain Cr. A heat treatment was performed to promote the formation of V-nitride, and the precipitate inside the head and the hardness of the head were investigated. Furthermore, the internal fatigue damage resistance of the rail was evaluated.
[0051]
　Based on the component of 0.90% C-0.50% Si-0.70% Mn-0.50% Cr-0.0150% P-0.0120% S, the V content is 0.010 to 0. Promotes rail rolling and the formation of Cr-containing V-nitrides in steel materials (hypereutectoid steel) having chemical components with a chemical composition of .200% and N content varied in the range of 0.0030 to 0.0200%. The heat treatment was carried out, and the precipitate inside the head and the hardness of the head were investigated.
[0052]
　Furthermore, in order to verify the effect of the V nitride containing Cr, a rolling fatigue test was conducted. The rail rolling, heat treatment conditions, Cr-containing V-nitride investigation method, head hardness measurement, and rolling fatigue test conditions are as shown below.
[0053]
[Actual rail rolling, heat treatment conditions]
● Steel component
　0.90% C-0.50% Si-0.70% Mn-0.50% Cr-0.0150% P-0.0120% S-0.010 ~ 0.200% V-0.0030 ~ 0.0200% N (remaining Fe and impurities)
● Rail shape
　141 pounds (weight: 70 kg / m).
● Rolling / heat treatment conditions
　Final rolling temperature (head outer surface): 950 ° C.
　Heat treatment conditions: Rolling → Accelerated cooling + Control cooling
　Accelerated cooling conditions (head outer surface): Cooling from 800 ° C to 660 to 580 ° C at a cooling rate of 5 ° C / sec
　Control cooling conditions (head outer surface): After acceleration cooling is stopped Hold for 5 to 120 seconds in the temperature range of 580 to 660 ° C, and then
　hold the temperature during acceleration cooling control cooling: Control the acceleration cooling rate, and repeat execution and stop of acceleration cooling to reheat from the inside of the rail. The temperature was controlled by accelerating cooling according to the conditions.
[0054]
　The method for investigating the V nitride containing Cr is as shown below.
[Investigation method for V-nitride containing Cr]
● Sampling position: Inside the head (position with a depth of 25 mm starting from the outer surface of the head)
● Pretreatment: Radiation radius of 30 to 30 by FIB (focused ion beam) method Create three 80 nm needle samples
● Measuring machine: 3D atom probe (3DAP) method
● Measuring method By
　applying a DC voltage to the needle sample and further applying a pulse voltage, or by irradiating the needle sample with a pulse laser. , Electric field evaporates the ions of the constituent atoms from the tip of the needle. This ion is detected by a coordinate detector. The type of element is specified by the ion flight time. The element position and the number of atoms in three dimensions are specified by the detected coordinates and the measurement order.
　Voltage: DC, voltage pulse (pulse ratio 15% or more) or laser pulse (40pJ) Sample temperature: 40K to 70K
● Cr-containing V nitride determination method and counting method
　Using IVAS software (manufactured by CAMECA), The measurement data was analyzed. In the mass-to-charge ratio spectrum, the peak of 25.5 Da was identified as V 2+, and the peaks of 25, 26, and 26.5 were identified as Cr 2+ . For N, the peak of NN + is Fe 2+.Since it overlaps with the main peak of, it cannot be directly recognized in the chemical composition of the rail according to the present embodiment. Therefore, the peak of NV 2+ appearing at 32.5 Da was identified as N. The ion corresponding to this peak will contain an equivalent amount of V as N.
　After obtaining a 3D element map based on the coordinates at which the ions were detected and the measurement order, the nitriding precipitate is determined using the atomic position data of V and CrN. For this, for example, the Maximum Separation Method contained in IVAS is used. This is a method of separating a group of V, Cr, and N atoms whose distances from each other are less than or equal to a specific value from the matrix and recognizing them as precipitates. In this experiment, 1 nm was used as the "specific value".
　After recognizing the precipitates by the above method, IVAS software is used to count the number of precipitates determined to be Cr-containing V precipitates in the ferrite phase in the pearlite structure in the measurement region.
　A ferrite phase and a cementite phase are present in the pearlite structure. In the rail according to the present embodiment, the Cr-containing V-nitride is used to strengthen the ferrite phase in the pearlite structure. Therefore, in this experiment, only the one existing in the central portion of the ferrite phase in the pearlite structure is evaluated. Targeted. The separation between the cementite phase and the ferrite phase in the measurement region can be determined from the C distribution (in the cementite phase, the C concentration is 25% in terms of atomic number ratio).
● Method for measuring the number density of Cr-containing V-nitrides The number density of
　Cr-containing nitrides determined by the above method is measured as follows.
　The volume of the analytical region is estimated from the number of atoms contained in the analytical region measured by 3DAP. In the case of general steel, there are very few alloying elements other than iron, so even if the volume of the analysis region is calculated from the number of elements in the analysis region, assuming that all the atoms that make up the analysis region are iron atoms. It is considered that there is no big difference from the true value. Therefore, the number of atoms of iron is corrected by the detection of the ion detector, the value of Fe atom density (85 number / nm 3 values divided by) the volume of the measurement site (nm 3 regarded as). The detection rate varies depending on the device, but since the detection rate was 35% in the device used in this experiment, the value obtained by dividing the number of detected atoms by 0.35 is the number of atoms contained in the analysis region. Estimated.
　By dividing the number of precipitates contained in the central region of the ferrite phase in which the precipitates are distributed by the volume of the excised region, the particle size of the ferrite phase in the pearlite structure is 0.5 to 4.0 nm. The number density of V nitrides containing Cr can be determined. For example, when one precipitate is observed in the measurement of the corresponding volume of 30 million iron atoms in the ferrite phase, the volume of the analysis region is 3 × 10 7 / 0.35 (detection rate of ion detector). ) / 85 Number (atomic density of Fe) = 1.0 × 10 6 nm 3 , and the number density is 1.0 × 10 -6 nm -3 . When converting the unit to cm- 3 , this value is 10 21 may be multiplied, and in the above case, 1.0 × 10 17 (cm -3 ) is the number density. The average value of the number densities of the three needle samples was taken as the number density of the rails.
● Method for measuring the particle size of Cr-containing V-nitride In
　this experiment, only the number density of Cr-containing V-nitride having a particle size of 0.5 to 4.0 nm was measured. This is because it is considered that the V nitride containing Cr having a particle size of less than 0.5 nm or more than 4.0 nm does not contribute to the improvement of the rail characteristics. Therefore, in the evaluation of the Cr-containing V-nitride, only those having a particle size of 0.5 to 4.0 nm were extracted from the Cr-containing V-nitride, and the number thereof was counted.
　The method for measuring the particle size of each Cr-containing V-nitride is as follows. First, the total number of atoms of V and Cr constituting the Cr-containing V nitride is determined, and it is assumed that the same number of N as the total number of atoms is present in the precipitate. Estimate the volume of an object. If the lattice constants of VN and CrN are 0.413 nm and 0.415 nm, respectively, and the lattice constant of the V nitride containing Cr is 0.414 nm, the number of atoms in 1 nm 3 is about 113. It is an individual. The volume of the precipitate can be estimated based on the number of atoms contained in the precipitate. Here, a Cr-containing V-nitride is assumed to be a sphere, and the diameter of the sphere is defined as the particle size of the Cr-containing V-nitride. That is, the sphere-equivalent diameter of the V nitride containing Cr was determined.
[0055]
　As a result of detailed investigation of the Cr-containing V nitride generated inside the head of the rolled and heat-treated rail, V, Cr and N were added to the chemical components of the rail, and further, after rolling. It was found that by controlling the heat treatment conditions, it is possible to generate a certain amount of Cr-containing V-nitride in the ferrite phase of the pearlite structure.
[0056]
　Further, by forming a V nitride containing Cr having a particle size of 0.5 to 4.0 nm in the ferrite phase of the pearlite structure, the ferrite phase of the pearlite structure is microscopically viewed in the pearlite structure inside the rail head. It was confirmed that the softened portion was reduced and the hardness of the ferrite phase of the pearlite structure was stable.
[0057]
　Further, inside the head (a position having a depth of 25 mm starting from the outer surface of the head), the number density of V nitrides containing Cr having a particle size of 0.5 to 4.0 nm is 1.0 to 5.0. 10 × 17 cm -3 by controlling the range of microscopic softened portion is reduced, it was confirmed that stable hardness is uniform.
[0058]
　The reason why the particle size of the Cr-containing V-nitride that controls the number density is limited to the range of 0.5 to 4.0 nm is that the Cr-containing V-nitride is precipitated in the ferrite phase in the pearlite structure. This is because it is the most effective size for reducing the microscopic softened portion generated by the pearlite structure and achieving uniform hardness. Since V-nitride containing Cr having a particle size of less than 0.5 nm or more than 4.0 nm does not contribute to the improvement of rail characteristics, it is considered that the content thereof should be small. However, as long as the number densities of V nitrides containing Cr having a particle size of 0.5 to 4.0 nm are kept within the specified range, it is considered that the magnitude of these number densities does not affect the characteristics of the rail. In the evaluation of Cr-containing V-nitrides, those having a particle size of less than 0.5 nm or more than 4.0 nm are ignored.
[0059]
　Using the rolling fatigue tester shown in FIG. 2, the present inventors use V-nitride containing Cr having a particle size of 0.5 to 4.0 nm at a depth of 25 mm from the starting point of the outer surface of the head. The internal fatigue damage resistance of rails in which the number density of objects was in the range of 1.0 to 5.0 × 10 17 cm -3 was evaluated. The rail components, metallographic structure, hardness, and rolling fatigue test conditions used in the test are as shown below.
[Rail]
● Steel component
　0.90% C-0.50% Si-0.70% Mn-0.50% Cr-0.0150% P-0.0120% S-0.010 to 0.200% V-0.0030-0.0200% N (remaining Fe and impurities)
● Rail shape
　141 pounds (weight: 70 kg / m).
● Metal structure
　pearlite
● Hardness
　Hv360-500 (range from the outer surface of the head to a depth of 25 mm)
[Rolling fatigue test conditions]
● Test conditions
　Tester: Rolling fatigue tester (see Fig. 2)
　Test piece Shape Rail: 141-pound rail x 2m
　Wheel: AAR type (diameter
　920mm ) Load Radial: 275-325KN Thrust: 50-80KN
　Lubrication: Oil lubrication
　Cumulative tonnage: Up to crack occurrence (maximum 200 MGT)
(Million Gloss Tonnage)
　* Evaluated by the total weight of the freight car running on the rail, in the case of this test, twice the currency weight acting from the wheels ..
● Evaluation
　Using an ultrasonic flaw detector, the presence or absence of cracks inside the head over the entire length of the rail is investigated, and cracks with a crack length of 0.5 mm or more are judged to be damaged, and cumulative passage tons until crack occurrence occurs. The number was used as an evaluation index for internal fatigue damage resistance. In the test, the evaluation number was 3, and the minimum value was used as the representative value for the cumulative tonnage to be passed until the crack occurred.
[0060]
　As a result, it was confirmed that due to the formation of the V nitride containing Cr, the above-mentioned cracks did not remain inside the head of the rail, and the internal fatigue damage resistance of the rail was greatly improved.
[0061]
　As described above, the number density of Cr-containing V nitrides having a particle size of 0.5 to 4.0 nm is 1.0 to 5 inside the head (a position having a depth of 25 mm starting from the outer surface of the head). By controlling the range to 0.0 × 10 17 cm -3 , microscopic softening is suppressed in the ferrite phase of the pearlite structure inside the rail head, and the above-mentioned cracks are formed inside the rail head. There is no residue, and the resistance to internal fatigue damage of the rail is greatly improved.
[0062]
　Therefore, in the ferrite phase in the pearlite structure at a depth of 25 mm from the outer surface of the head, the number density of V nitrides containing Cr having a particle size of 0.5 to 4.0 nm is set to 1.0 to 5. The range is 0 x 10 17 cm -3 .
[0063]
　When the amount of V nitride produced containing Cr having a particle size of 0.5 to 4.0 nm is less than 1.0 × 10 17 cm -3 , the depth is 25 mm inside the head (starting from the outer surface of the head). Position) is not sufficient to improve the microscopic softening of the ferrite phase in the pearlite structure, and no improvement in internal fatigue damage resistance is observed. On the other hand, when the amount of V nitride produced containing Cr having a particle size of 0.5 to 4.0 nm exceeds 5.0 × 10 17 cm -3 , the number density of precipitates becomes excessive and the inside of the head ( The pearlite structure (at a depth of 25 mm starting from the outer surface of the head) becomes brittle, and the internal fatigue damage resistance is reduced by promoting the generation of cracks. Therefore, the number density of Cr-containing V nitrides having a particle size of 0.5 to 4.0 nm, which exists at a depth of 25 mm starting from the outer surface of the head, is 1.0 to 5.0 × 10. Limited to a range of 17 cm -3 . In order to improve the microscopic softened portion of the ferrite phase in the pearlite structure and stably improve the internal fatigue damage resistance, V-nitride containing Cr having a particle size of 0.5 to 4.0 nm is required. The number density of objects is 1.5 x 10 17 cm -3 or more, 1.8 x 10 17 cm -3 or more, or 2.0 x 10 17 cm. It is desirable to control it to -3 or higher. For the same reason, the number density of V nitrides containing Cr having a particle size of 0.5 to 4.0 nm is 4.0 × 10 17 cm -3 or less, 3.5 × 10 17 cm -3 or less, or 3 It may be controlled to 0.0 × 10 17 cm -3 or less.
[0064]
　The reason for selecting the position of 2 mm in depth starting from the outer surface of the head as the surface of the head and the position of 25 mm in depth starting from the outer surface of the head as the inside of the head is that the product rail has abrasion resistance and internal fatigue damage resistance. This is because it is the position that most prominently shows sex. By controlling the hardness of the above positions, it is possible to improve the wear resistance and the internal fatigue damage resistance of the rail of the present embodiment. The method for measuring hardness is as shown above. The hardness measurement position may be arbitrarily selected so as to obtain a numerical value representing the entire range from the top of the rail to the corner of the head as long as the conditions are satisfied.
[0065]
　The grain size and number density of the Cr-containing V-nitride can be controlled mainly by the cooling rate at the time of accelerated cooling and the temperature holding condition at the time of controlled cooling after the acceleration cooling is stopped.
[0066]
　The particle size of the Cr-containing V-nitride is mainly controlled by the temperature and holding time during controlled cooling. When the temperature is high and the holding time is long, the Cr-containing V-nitride grows, and the particle size of the Cr-containing V-nitride increases. On the other hand, when the temperature is low and the holding time is short, the growth of Cr-containing V-nitride is suppressed, and the particle size of the V nitride is reduced.
[0067]
　The number density is mainly controlled by the temperature at the time of controlled cooling. When the temperature during controlled cooling is high, the formation of Cr-containing V nitride is promoted, and the number density of the V nitride increases. On the other hand, when the temperature at the time of controlled cooling is low, the formation of Cr-containing V nitride is suppressed, and the number density thereof decreases.
[0068]
　As described above, the particle size and the number density of the Cr-containing V-nitride can be controlled mainly by the temperature holding conditions at the time of controlled cooling after the acceleration cooling is stopped, and the temperature and holding at the time of controlled cooling are controlled. Mutual control of time makes it possible to keep both the particle size and the number density of the Cr-containing V-nitride within a predetermined range.
[0069]

　Next, the present inventors further improve the internal fatigue damage resistance of the rail. The reason for limiting the ratio of the number of atoms of V and Cr of the V nitride containing Cr will be described.
[0070]
　By keeping the number density of Cr-containing V-nitrides having a predetermined particle size within a predetermined range at a predetermined location, the length of the V-nitride is less than 2 mm, which cannot be sufficiently suppressed only by controlling the amount of pearlite structure and hardness. As mentioned above, the formation of cracks can be suppressed. Thereby, the wear resistance and the internal fatigue damage resistance of the rail according to the present embodiment can be sufficiently enhanced. However, the present inventors have studied measures for improving the characteristics during long-term use from the viewpoint of further enhancing safety. As a result of detailed observation of the rail subjected to the above fatigue test, it was confirmed that minute cracks (length less than 0.5 mm) may be formed around the V nitride containing Cr. did. The present inventors have investigated a method for eliminating this minute crack.
[0071]
　Therefore, the present inventors have investigated in detail the relationship between the composition of the Cr-containing V-nitride and the minute cracks formed around it. The survey method is as shown below.
[0072]
[Investigation method for minute cracks]
● Sample preparation A
　rail is cut and a sample is prepared from a depth of 25 mm starting from the outer surface of the head inside the head.
● Pretreatment: Diamond-polished cross section.
● Observation method
Equipment: Scanning electron microscope
　Magnification: 10,000 to 100,000
　Observation position: Detailed observation of the periphery of Cr-containing V nitride with a particle size of 1 to 3 nm on the observation surface, and the particle size is determined by a scanning electron microscope. The observed nitride was assumed to be a circle, and its diameter was taken as the particle size.
[0073]
[Method for investigating the composition of Cr-containing V-nitride]
　Regarding the sampling position, pretreatment, measuring machine, measuring method, and method for determining Cr-containing V-nitride, the above-mentioned "Cr-containing V-nitride" is described. Investigation method ".
● Calculation of the ratio of the number of atoms of V and Cr to the composition The
　detailed analysis is performed on the V nitride determined to contain Cr by the above method. For each nitride, the number of atoms of V and Cr is counted, and the ratio of the number of atoms of Cr (CA) to the number of atoms of V (VA) is calculated. The measurement precipitates shall be 5 or more randomly selected from V nitrides containing Cr having a particle size of 0.5 to 4.0 nm, and the average value thereof shall be a representative value. Hereinafter, with respect to the number of V atoms (VA) of the V nitride containing Cr having a particle size of 0.5 to 4.0 nm in the ferrite phase in the pearlite structure at a depth of 25 mm from the outer surface of the head. The average value of the ratio of the number of atoms (CA) of Cr is described as "CA / VA". The average value of CA / VA in the three needle samples was defined as the CA / VA of the rail.
[0074]
　As a result of detailed investigation, there is a correlation between the formation of minute cracks with a length of less than 0.5 mm and CA / VA, and as the number of Cr atoms (CA) increases, Cr-containing V-nitride. It was found that the hardness of the object increased remarkably, and the amount of microcracks (less than 0.5 mm) formed in the surrounding matrix tended to increase. As a result of further detailed investigation, as shown in FIG. 3, it was confirmed that the formation of minute cracks was eliminated by controlling CA / VA to 0.70 or less. CA / VA may be 0.65 or less, 0.60 or less, or 0.55 or less.
　From the viewpoint of preventing microcracks, it is not necessary to set the lower limit of CA / VA, but since the V nitride containing Cr always contains Cr, CA / VA cannot be set to 0. According to the experiments by the present inventors, no rail having a CA / VA of less than 0.01 was confirmed, so the lower limit of CA / VA may be set to 0.01, 0.02, or 0.05. .. Further, V-nitride containing Cr having a particle size of less than 0.5 nm or more than 4.0 nm is considered to have no substantial effect on the characteristics of the rail, and is therefore excluded in the measurement of CA / VA.
　0.01 ≤ CA / VA ≤ 0.70 ... Equation 1
[0075]
　From these results, in order to suppress / prevent the formation of cracks and minute cracks inside the head and further enhance the safety of the rail, the particle size and number density of the Cr-containing V nitride are controlled. In addition, it has been found that it is preferable to control the composition of the V nitride containing Cr, which is the starting point of the crack.
[0076]
　The CA / VA can be controlled mainly by the temperature holding condition at the time of control cooling after the acceleration cooling is stopped.
[0077]
　The control of CA / VA is mainly controlled by the temperature at the time of control cooling. When the temperature at the time of controlled cooling is high, the number of V atoms of the V nitride containing Cr increases, and CA / VA decreases. On the other hand, when the temperature at the time of controlled cooling is low, the number of atoms of Cr in the V nitride containing Cr increases, and CA / VA increases.
[0078]
　As described above, the control of CA / VA can be controlled mainly by the temperature holding condition at the time of control cooling after the acceleration cooling is stopped, and the CA / VA is kept within a predetermined range by controlling the temperature at the time of temperature holding. It becomes possible.
[0079]
In the rail according to the
　present embodiment, the reason for limiting the chemical composition of the rail steel (steel material used as the material of the rail) will be described in detail. Hereinafter, the unit "%" indicating the content of each element means "mass%".
[0080]
　C: 0.75 to 1.20%
　C is an element effective for promoting pearlite transformation and ensuring wear resistance. If the C content is less than 0.75%, the minimum strength and wear resistance required for the rail cannot be maintained in this component system. Further, when the C content is less than 0.75%, a proeutectoid ferrite structure is formed, and the wear resistance of the rail is significantly lowered. Further, when the C content is less than 0.75%, a soft proeutectoid ferrite structure that easily forms fatigue cracks is formed inside the head, and internal fatigue damage is likely to occur. On the other hand, when the C content exceeds 1.20%, an eutectoid cementite structure is likely to be formed inside the head, fatigue cracks are generated from the interface between the pearlite structure and the proeutectoid cementite structure, and internal fatigue damage is caused. It is easy to occur. Therefore, the C content is set to 0.75 to 1.20%. In order to stabilize the formation of the pearlite structure and improve the internal fatigue damage resistance, it is desirable that the C content is 0.80% or more, 0.83% or more, or 0.85% or more. For the same reason, the C content is preferably 1.10% or less, 1.05% or less, or 1.00% or less.
[0081]
　Si: 0.10 to 2.00%
　Si is an element that dissolves in the ferrite phase in the pearlite structure, increases the hardness (strength) of the rail head, and improves wear resistance. However, if the Si content is less than 0.10%, these effects cannot be sufficiently obtained. On the other hand, if the Si content exceeds 2.00%, many surface defects are generated during hot rolling of the rail. Further, when the Si content exceeds 2.00%, the hardenability is remarkably increased, a martensite structure is formed on the rail head, and the abrasion resistance is lowered. Therefore, the Si content is set to 0.10 to 2.00%. In order to stabilize the formation of pearlite structure and improve wear resistance and internal fatigue damage resistance, the Si content should be 0.20% or more, 0.4% or more, or 0.50% or more. desirable. For the same reason, the Si content is preferably 1.80% or less, 1.50% or less, or 1.30% or less.
[0082]
　Mn: 0.10 to 2.00%
　Mn enhances hardenability and stabilizes pearlite transformation, and at the same time, finens the lamella spacing of the pearlite structure, secures the hardness of the pearlite structure, and wear resistance and internal fatigue resistance. It is an element that further improves the damage property. However, if the Mn content is less than 0.10%, no improvement in wear resistance is observed. Further, if the Mn content is less than 0.10%, a soft proeutectoid ferrite structure that easily forms fatigue cracks is formed inside the head, and it becomes difficult to secure internal fatigue damage resistance. On the other hand, when the Mn content exceeds 2.00%, the hardenability is remarkably increased, a martensite structure is formed on the rail head, and the wear resistance and surface damage resistance of the rail are lowered. Therefore, the Mn content is set to 0.10 to 2.00%. In order to stabilize the formation of pearlite structure and improve the wear resistance and internal fatigue damage resistance of the rail, the Mn content should be 0.40% or more, 0.50% or more, or 0.60% or more. Is desirable. For the same reason, the Mn content is preferably 1.80% or less, 1.50% or less, or 1.30% or less.
[0083]
　Cr: 0.10 to 1.20%
　Cr raises the equilibrium transformation temperature of steel, and by increasing the supercooling degree, the lamella spacing of the pearlite structure is made finer, the hardness of the pearlite structure is increased, and the rail resistance is increased. It is an element that improves wear resistance. Further, Cr suppresses microscopic softening of the ferrite phase in the pearlite structure inside the rail head by strengthening precipitation by forming V nitride containing fine Cr in the ferrite phase of the pearlite structure, and the head. It is an element that improves internal fatigue damage resistance. However, when the Cr content is less than 0.10%, the effect is small, the number of V nitrides containing fine Cr deposited in the ferrite phase of the pearlite structure is small, and the ferrite phase in the pearlite structure is microscopically viewed. The improvement of the softened portion is insufficient, and the improvement of internal fatigue damage resistance is not observed. On the other hand, when the Cr content exceeds 1.20%, the hardenability is remarkably increased, a bainite structure or a martensite structure is formed on the rail head, and the wear resistance and surface damage resistance of the rail are lowered. Further, when the Cr content exceeds 1.20%, the number of V nitrides containing fine Cr becomes excessive, and the pearlite structure inside the rail head (at a depth of 25 mm starting from the outer surface of the head) becomes brittle. The rail becomes less resistant to internal fatigue damage due to the promotion of crack formation. Therefore, the Cr content is set to 0.10 to 1.20%. In order to stabilize the formation of pearlite structure, stably generate Cr-containing V-nitride, and improve the wear resistance and internal fatigue damage resistance of rails, the Cr content should be 0.30% or more and 0. It is desirable to set it to .35% or more, or 0.40% or more. For the same reason, the Cr content is preferably 1.10% or less, 1.00% or less, or 0.90% or less.
[0084]
　V: 0.010 to 0.200%
　V produces V nitride containing fine Cr in the ferrite phase of the pearlite structure in the cooling process after hot rolling of the rail, and the rail head is strengthened by precipitation. It is an element that suppresses the microscopic softening of the ferrite phase in the internal pearlite structure and improves the internal fatigue damage resistance of the rail. However, when the V content is less than 0.010%, the number of V nitrides containing fine Cr deposited in the ferrite phase of the pearlite structure is small, and the ferrite phase in the pearlite structure inside the rail head is microscopically viewed. The improvement of the softened part is insufficient, and the improvement of the internal fatigue damage resistance of the rail is not recognized. On the other hand, when the V content exceeds 0.200%, the number of V nitrides containing fine Cr becomes excessive, and the pearlite structure inside the rail head (at a depth of 25 mm starting from the outer surface of the head) becomes brittle. As a result, the resistance to internal fatigue damage of the rail is reduced due to the promotion of crack generation. Therefore, the V content is set to 0.010 to 0.200%. In order to stably generate Cr-containing V nitride and improve the internal fatigue damage resistance of the rail, the V content should be 0.030% or more, 0.035% or more, or 0.040% or more. It is desirable to do. For the same reason, the V content is preferably 0.180% or less, 0.150% or less, or 0.100% or less.
[0085]
　N: 0.0030 to 0.0200%
　N is contained at the same time as Cr and V, so that a V nitride containing Cr in the ferrite phase in the pearlite structure in the cooling process after hot rolling of the rail. It is an element that promotes formation. When the V-nitride containing fine Cr is generated, the microscopic softening of the ferrite phase in the pearlite structure inside the rail head is suppressed, and the internal fatigue damage resistance of the rail is improved. However, when the N content is less than 0.0030%, the number of V nitrides containing fine Cr generated in the ferrite phase of the pearlite structure is small, and the ferrite phase in the pearlite structure inside the rail head is microscopically viewed. The improvement of the softened portion is insufficient, and the improvement of the internal fatigue damage resistance of the rail is not recognized. On the other hand, when the N content exceeds 0.0200%, the number of V nitrides containing fine Cr becomes excessive, and the pearlite structure inside the rail head (at a depth of 25 mm starting from the outer surface of the head) becomes brittle. As a result, the resistance to internal fatigue damage of the rail is reduced due to the promotion of crack generation. Further, when the N content exceeds 0.0200%, it becomes difficult to dissolve N in the steel, bubbles that serve as a starting point of fatigue damage are generated, and internal fatigue damage is likely to occur. Therefore, the N content is set to 0.0030 to 0.0200%. In order to stably generate Cr-containing V-nitride and improve internal fatigue damage resistance, the N content should be 0.0080% or more, 0.0090% or more, or 0.0100% or more. Is desirable. For the same reason, the N content is preferably 0.0180% or less, 0.0150% or less, or 0.0120% or less.
[0086]
　P: 0.0250% or less
　P is an impurity element contained in steel, and its content can be controlled by refining in a converter. The lower the P content, the more preferable, but if the P content exceeds 0.0250%, the pearlite structure becomes brittle, brittle cracks occur inside the head, and the internal fatigue damage resistance of the rail decreases. .. Therefore, the P content is limited to 0.0250% or less. The P content may be 0.220% or less, 0.200% or less, or 0.180% or less. The lower limit of the P content is not limited and may be 0%. However, considering the dephosphorization ability in the refining step and economic efficiency, the lower limit of the P content may be 0.0020%, 0.0030%, or 0.0050%.
[0087]
　S: 0.0250% or less
　S is an impurity element contained in steel, and its content can be controlled by desulfurization in a hot metal pan. The smaller the S content is, the more preferable it is. However, when the S content exceeds 0.0250%, coarse MnS-based sulfide inclusions are likely to be formed, and stress concentration around the inclusions causes the stress concentration inside the head. Fatigue cracks are generated and the internal fatigue damage resistance of the rail is reduced. Therefore, the S content is limited to 0.0250% or less. The S content may be 0.220% or less, 0.200% or less, or 0.180% or less. The lower limit of the S content is not limited and may be 0%. However, considering the desulfurization capacity in the refining step and the economic efficiency, the lower limit of the S content may be 0.0020%, 0.0030%, or 0.0050%.
[0088]
　The rail according to this embodiment basically contains the above chemical components and the balance is composed of Fe and impurities. Impurities are components that are mixed in by raw materials such as ore or scrap, or by various factors in the manufacturing process when steel materials are industrially manufactured, and are in a range that does not adversely affect the rail according to the present embodiment. Means what is allowed in. However, instead of a part of the remaining Fe, if necessary, the wear resistance and the internal fatigue damage resistance are improved by increasing the hardness (strength) of the pearlite structure, the toughness is improved, and the welding heat affected zone. Selected from the group consisting of Mo, Co, B, Cu, Ni, Nb, Ti, Mg, Ca, REM, Zr, and Al elements for the purpose of preventing softening and controlling the cross-sectional hardness distribution inside the head. One kind or two or more kinds may be contained in the range described later. Specifically, the function of each arbitrary element is as follows.
　(Group a) Mo raises the equilibrium transformation point, refines the lamellar spacing of the pearlite structure, and improves the hardness of the rail.
　(Group b) Co refines the lamellar structure of the worn surface and increases the hardness of the worn surface.
　(Group c) B reduces the cooling rate dependence of the pearlite transformation temperature and makes the hardness distribution of the rail head uniform.
　(Group d) Cu dissolves in the ferrite phase in the pearlite structure to increase the hardness of the rail. Ni improves the toughness and hardness of the pearlite structure and at the same time prevents softening of the heat-affected zone of the welded joint.
　(Group e) Nb and Ti improve the fatigue strength of the pearlite structure by precipitation hardening of carbides and nitrides generated in the hot rolling and subsequent cooling process. Further, Nb and Ti stably generate carbides and nitrides at the time of reheating, and prevent softening of the heat-affected zone of the welded joint.
　(Group f) Mg, Ca and REM finely disperse MnS-based sulfides and reduce internal fatigue damage generated from inclusions.
　(Group g) Zr suppresses the formation of segregation zones in the central part of the slab by increasing the equiaxed crystallization rate of the solidified structure, and suppresses the formation of pro-eutectoid cementite structure and martensite structure.
　(Group h) Al acts as a deoxidizing material. Further, Al shifts the eutectoid transformation temperature to the high temperature side and contributes to increasing the hardness (strength) of the pearlite structure.
　Therefore, in order to obtain the above effects, these elements may be contained. Even if these elements are contained within the range described later, they do not impair the characteristics of the rail according to the present embodiment. Since these elements do not necessarily have to be contained, the lower limit is 0%.
[0089]
　Mo: preferably 0.01 to 0.50%
　Mo raises the equilibrium transformation temperature and increases the degree of supercooling to reduce the lamellar spacing of the pearlite structure and improve the hardness (strength) of the pearlite structure. As a result, it is an element that improves the wear resistance and internal fatigue damage resistance of rails. However, if the Mo content is less than 0.01%, the effect is small and the effect of improving the hardness of the rail steel cannot be obtained. On the other hand, if the Mo content exceeds 0.50%, the transformation rate may be significantly reduced, a martensite structure may be formed on the rail head, and the wear resistance may be lowered. Therefore, when it is contained, the Mo content is preferably 0.01 to 0.50%.
[0090]
　Co: preferably 0.01 to 1.00%
　Co dissolves in the ferrite phase of the pearlite structure to refine the lamellar structure of the pearlite structure and improve the hardness (strength) of the pearlite structure, as a result. It is an element that improves the wear resistance and internal fatigue damage resistance of rails. However, if the Co content is less than 0.01%, the miniaturization of the lamellar structure is not promoted, and the effect of improving wear resistance and internal fatigue damage resistance cannot be obtained. On the other hand, if the Co content exceeds 1.00%, the above effects may be saturated and the lamellar structure may not be miniaturized according to the content. Further, if the Co content exceeds 1.00%, the economic efficiency may decrease due to an increase in the alloy addition cost. Therefore, when it is contained, the Co content is preferably 0.01 to 1.00%.
[0091]
　B: preferably 0.0001 to 0.0050%
　B forms an iron charcoal boride (Fe 23 (CB) 6 ) at the austenite grain boundaries, and is dependent on the cooling rate of the pearlite transformation temperature due to the effect of promoting pearlite transformation. It is an element that reduces. Further, B is an element that imparts a more uniform hardness distribution to the rail from the outer surface of the head to the inside due to the above effect, and prolongs the life of the rail. However, if the B content is less than 0.0001%, the effect is not sufficient and no improvement is observed in the hardness distribution of the rail head. On the other hand, if the B content exceeds 0.0050%, coarse iron-carbon boride may be formed, which may promote brittle fracture and reduce the toughness of the rail. Therefore, when it is contained, the B content is preferably 0.0001 to 0.0050%.
[0092]
　Cu: preferably 0.01 to 1.00%
　Cu dissolves in the ferrite phase of the pearlite structure, and the hardness (strength) is improved by strengthening the solid solution to improve the wear resistance and internal fatigue damage resistance of the rail. It is an element to improve. However, if the Cu content is less than 0.01%, the effect cannot be obtained. On the other hand, if the Cu content exceeds 1.00%, a martensite structure may be formed on the rail head due to a remarkable improvement in hardenability, and the wear resistance may be lowered. Therefore, when it is contained, the Cu content is preferably 0.01 to 1.00%.
[0093]
　Ni: preferably 0.01 to 1.00%
　Ni improves the toughness of the pearlite structure, and at the same time, improves the hardness (strength) by strengthening the solid solution, and improves the wear resistance and internal fatigue damage resistance of the rail. It is an element to improve. Further, Ni is an element that finely precipitates an intermetallic compound of Ni 3 Ti in a composite with Ti in a welding heat-affected zone and suppresses softening by strengthening the precipitation. Further, Ni is an element that suppresses embrittlement of grain boundaries in Cu-containing steel. However, when the Ni content is less than 0.01%, these effects are remarkably small. On the other hand, if the Ni content exceeds 1.00%, a martensite structure may be formed on the rail head due to a remarkable improvement in hardenability, and the wear resistance of the rail may be lowered. Therefore, when it is contained, the Ni content is preferably 0.01 to 1.00%.
[0094]
　Nb: preferably 0.0010 to 0.0500%
　Nb is precipitated as Nb carbide and / or Nb nitride in the cooling process after hot rolling, and precipitation hardening increases the hardness (strength) of the pearlite structure. It is an element that improves the abrasion resistance and internal fatigue damage resistance of rails. Further, Nb stably generates Nb carbides and Nb nitrides from a low temperature range to a high temperature range in the heat-affected zone reheated to a temperature range of 1 point or less of Ac, and the heat-affected zone of the welded joint. It is an effective element to prevent softening. However, when the Nb content is less than 0.0010%, these effects cannot be obtained and the hardness (strength) of the pearlite structure is not improved. On the other hand, if the Nb content exceeds 0.0500%, precipitation hardening of carbides and nitrides of Nb becomes excessive, the pearlite structure itself becomes brittle, and the internal fatigue damage resistance of the rail may decrease. Therefore, when it is contained, the Nb content is preferably 0.0010 to 0.0500%.
[0095]
　Ti: preferably 0.0030 to 0.0500%
　Ti precipitates as Ti carbides and / or Ti nitrides in the cooling process after hot rolling, and precipitation hardening increases the hardness (strength) of the pearlite structure. It is an element that improves the abrasion resistance and internal fatigue damage resistance of rails. Further, Ti utilizes the fact that the precipitated Ti carbides and Ti nitrides are not melted during reheating during welding, so that the structure of the heat-affected zone heated to the austenite region temperature is refined and the welded joint is embrittled. It is an effective ingredient to prevent. However, if the Ti content is less than 0.0030%, these effects are small. On the other hand, if the Ti content exceeds 0.0500%, coarse Ti carbides and Ti nitrides are generated, and stress concentration may cause fatigue cracks and reduce internal fatigue damage resistance. Therefore, when it is contained, the Ti content is preferably 0.0030 to 0.0500%.
[0096]
　Mg: preferably 0.0005 to 0.0200%
　Mg is an element that combines with S to form fine sulfides. This Mg sulfide finely disperses MnS, relaxes stress concentration, and improves the internal fatigue damage resistance of the rail. However, if the Mg content is less than 0.0005%, the effect is weak. On the other hand, if the Mg content exceeds 0.0200%, a coarse oxide of Mg is generated, fatigue cracks are generated due to stress concentration, and the internal fatigue damage resistance of the rail may be lowered. Therefore, when it is contained, the amount of Mg is preferably 0.0005 to 0.0200%.
[0097]
　Ca: preferably 0.0005 to 0.0200%
　Ca is an element that has a strong binding force with S and forms CaS (sulfide). This CaS finely disperses MnS, relaxes stress concentration, and improves the internal fatigue damage resistance of the rail. However, if the Ca content is less than 0.0005%, the effect is weak. On the other hand, if the Ca content exceeds 0.0200%, a coarse oxide of Ca is generated, and fatigue cracks are generated due to stress concentration, which may reduce the internal fatigue damage resistance. Therefore, when it is contained, the Ca content is preferably 0.0005 to 0.0200%.
[0098]
　REM: preferably 0.0005 to 0.0500%
　REM is a deoxidizing / desulfurizing element, and when contained, REM oxysulfide (REM 2 O 2 S), which becomes a nucleation of Mn sulfide-based inclusions, is used. Generate. Since this oxysulfide (REM 2 O 2 S) has a high melting point, it suppresses the stretching of Mn sulfide-based inclusions after rolling. As a result, due to the inclusion of REM, MnS is finely dispersed, stress concentration is relaxed, and the internal fatigue damage resistance of the rail is improved. However, if the REM content is less than 0.0005%, it is insufficient as a nucleation for producing MnS-based sulfide, and its effect is small. On the other hand, when the REM content exceeds 0.0500%, hard REM oxysulfide (REM 2 O 2 S) is excessively generated, and stress concentration causes fatigue cracks to be generated, resulting in internal fatigue damage resistance. May decrease. Therefore, when it is contained, the REM content is preferably 0.0005 to 0.0500%.
[0099]
　REM is a rare earth metal such as Ce, La, Pr or Nd. The REM content is the sum of the contents of all these REMs. As long as the total content is within the above range, the same effect can be obtained in either the single form or the composite form (two or more types).
[0100]
　Zr: preferably 0.0001 to 0.0200%
　Zr binds to O to form ZrO 2 inclusions. Since the ZrO 2 inclusions and γ-Fe have good lattice consistency, the ZrO 2 inclusions become solidified nuclei of high carbon rail steel in which γ-Fe is a solidified primary crystal, and the equiaxed crystallization rate of the solidified structure. By increasing the amount, the formation of a segregation zone at the center of the slab is suppressed. Further, Zr is an element that suppresses the formation of the martensite structure formed in the rail segregation portion by suppressing the formation of the segregation zone in the central portion of the slab. However, Zr content is less than 0.0001%, ZrO produces 2 less based inclusions the number does not exhibit sufficient effects as a solidification nucleus. On the other hand, when the Zr content exceeds 0.0200%, a large amount of coarse Zr-based inclusions are generated, stress concentration causes fatigue cracks, and the internal fatigue damage resistance of the rail may decrease. .. Therefore, when it is contained, the Zr content is preferably 0.0001 to 0.0200%.
[0101]
　Al: preferably 0.0100 to 1.00%
　Al is an element that acts as a deoxidizing material. In addition, Al is an element that shifts the eutectoid transformation temperature to the higher temperature side, and contributes to increasing the hardness (strength) of the pearlite structure, and as a result, improves the wear resistance and internal fatigue damage resistance of the pearlite structure. It is an element that causes. However, if the Al content is less than 0.0100%, the effect is weak. On the other hand, if the Al content exceeds 1.00%, it becomes difficult to dissolve Al in the steel, and coarse alumina-based inclusions are formed. Since this coarse Al-based inclusion is the starting point of fatigue cracks, the internal fatigue damage resistance of the rail may decrease. Further, if the Al content exceeds 1.00%, oxides may be generated during welding, and the weldability may be significantly deteriorated. Therefore, when it is contained, the Al content is preferably 0.0100 to 1.00%.
[0102]
　The rail according to the present embodiment controls the alloy component of the rail steel, the structure, the hardness of the head surface and the inside of the head, the number density of V nitrides containing fine Cr, and further controls the number density of V nitride containing Cr. By controlling the composition of the nitride, it is possible to improve the wear resistance and the internal fatigue damage resistance of the rail when used in a freight railroad, and it is possible to greatly improve the service life.
[0103]
　Next, a preferable manufacturing method of the rail according to the present embodiment will be described.
　By providing the rail according to the present embodiment with the above-mentioned components, structure, etc., the effect can be obtained regardless of the manufacturing method. However, according to the manufacturing method including the following steps, the rail according to the present embodiment can be stably obtained, which is preferable.
[0104]
　In the method for manufacturing a rail according to the present embodiment, a steel piece having a chemical component of the rail according to the present embodiment is heated, and the heated steel piece is hot-rolled to form a rail, and the rail is accelerated and cooled. Obtained by controlled cooling. The preferred production conditions are as shown in the table below, and the specific reasons for this will be described below. The final reduction amount is the cross-sectional reduction rate of the rail head cross section. The temperature shown as the heat treatment condition (excluding the steel piece temperature) means the temperature of the outer surface of the head of the rail. In the rail according to the present embodiment, the structure and hardness in the range up to a depth of 25 mm starting from the outer surface of the head, and the Cr-containing V nitride at a depth of 25 mm starting from the outer surface of the head are present. Although it needs to be controlled, the composition of other parts is not particularly limited, so the heat treatment conditions are also determined for the outer surface of the head.
[0105]
[table 1]

[0106]
　The rail of the present embodiment is made by casting molten steel whose composition has been adjusted by melting in a commonly used melting furnace such as a converter or an electric furnace by a ingot / slabbing method, a continuous casting method, or the like. Bloom or slab), and the steel pieces are reheated, hot-rolled to form a rail shape, and heat-treated after hot-rolling. The chemical composition of the steel piece may be within the same range as the chemical composition of the rail according to the present embodiment described above.
[0107]
　In order to control the number density and particle size of Cr-containing V-nitride in these series of steps, it is necessary to control the heating conditions in heating the steel pieces before rolling and the heat treatment conditions after rolling. .. Further, in order to control the hardness and structure of the rail head, it is necessary to control the rolling conditions of the rail and the heat treatment conditions after rolling.
[0108]
　First, control of heating conditions in heating steel pieces before rolling will be described. Heating of steel pieces is the most important process for stably producing fine V-nitride containing Cr by rail heat treatment. Since controlled cooling is not performed during the production of the steel piece, the V nitride containing Cr becomes coarse at the stage of the steel piece. Therefore, in order to stably generate fine V-nitride containing Cr after rail heat treatment, it is necessary to redissolve the coarsened Cr-containing V-nitride in the steel piece before rolling. Therefore, it is necessary to control the heating conditions of the steel pieces in the temperature range (1000 to 1200 ° C.) where the V nitride containing Cr is redissolved.
[0109]
　The following are desirable for the steel piece heating conditions.
　Heating rate: 1 to 8 ° C./min
　rate Control temperature range: 1000 to 1200 ° C. The
　above temperature is the temperature condition of the steel piece, and it is desirable to control the temperature of the heating furnace so as to meet the above heating condition. .. It should also be noted that the heating rate of the steel pieces before hot rolling is not the average heating rate. That is, this heating rate indicates the sequential heating rate during heating. In the rail manufacturing method according to the present embodiment, the temperature rise rate must always be 1 to 8 ° C./min while the temperature of the steel piece is raised from 1000 ° C. to 1200 ° C. In other words, when the relationship between the temperature T [° C.] of the steel piece and the time t [min] is defined as T (t), the temperature of the steel piece is changed from 1000 ° C. to 1200 in the rail manufacturing method according to the present embodiment. It is necessary that dT (t) / dt [° C./min] is always 1 or more and 8 or less while the temperature is raised to ° C.
[0110]
　First, the reason why it is preferable to set the heating rate of the steel piece in the range of 1 to 8 ° C./min will be described.
　When the heating rate is less than 1 ° C./min, the Cr-containing V-nitride that has been coarsened during casting is redissolved, but it is precipitated again during heating, and the Cr-containing V-nitride is coarsened and melted. In some cases, it becomes difficult to stably generate fine V-nitride containing Cr in the rail heat treatment. Further, if the heating rate is less than 1 ° C./min, the steel pieces are overheated, the surface of the steel pieces is decarburized, and at the same time, the steel pieces are cracked. Quality may not be ensured. Further, if the heating rate is less than 1 ° C./min, a large amount of heated fuel is used, which may reduce economic efficiency.
[0111]
　On the other hand, when the heating rate exceeds 8 ° C./min, it becomes difficult to redissolve the coarsened Cr-containing V-nitride during casting, and the coarsened Cr-containing V-nitride remains, and further. In rail heat treatment, it may be difficult to stably produce fine V-nitride containing Cr. Therefore, the heating rate is preferably in the range of 1 to 8 ° C./min. The heating rate may be 2 ° C./min or higher, or 3 ° C./min or higher. The heating rate may be 7 ° C./min or less, 6 ° C./min or less, or 5 ° C./min or less.
[0112]
　As described above, this heating rate indicates the sequential heating rate during heating of the steel piece. By controlling the sequential heating rate of the steel pieces within the above range, it is possible to stably generate fine V-nitrides containing Cr by heat treatment of the rail obtained by hot rolling the steel pieces. Become. The heating rate after the steel piece temperature exceeds 1200 ° C. is not particularly limited. Further, the temperature at which the heating of the steel piece is stopped (heating end temperature) can be any value of 1200 ° C. or higher. The heating end temperature of the steel piece may be 1220 ° C. or higher, 1250 ° C. or higher, or 1300 ° C. or higher.
[0113]
　Next, control of the rolling conditions of the rail and the heat treatment conditions after rolling will be described. In order to control the hardness and structure of the rail head, it is necessary to control the rolling conditions and the heat treatment conditions after rolling. Further, in order to control the number density and the particle size of the Cr-containing V nitride, it is necessary to control the heat treatment conditions after rolling. It is desirable that the rolling conditions and the heat treatment conditions after rolling be performed within the following condition range. Accelerated cooling is cooling performed by injecting a refrigerant such as water onto the rail surface. The start time and end time of accelerated cooling are the start time and end time of the refrigerant injection. Further, the cooling rate at the time of accelerated cooling means an average cooling rate, and specifically, the difference in rail surface temperature between the start time and end time of accelerated cooling is defined as the start time and end time of accelerated cooling. It is a value obtained by dividing by the elapsed time between.
[0114]
● Hot rolling conditions
　Final rolling temperature of the outer surface of the head: 850 to 1000 ° C
　Final cooling amount of the head cross section (cross-section reduction rate of the rail head): 2 to 20%
● Heat treatment conditions after hot rolling (head) Part outer shell surface): Accelerated cooling and controlled cooling after rolling
　Accelerated cooling (head outer shell surface)
　　Average cooling rate: 2 to 30 ° C / sec
　　Accelerated cooling start temperature: 750 ° C or higher
　　Accelerated cooling stop temperature: 580 to 660 ° C
　Control cooling (head outer surface) After
　accelerating cooling is stopped, the temperature of the head outer surface is maintained in the range of 580 to 660 ° C for 5 to 150 seconds, and then cooling and accelerated cooling are performed.
　　Temperature maintenance: Control of accelerated cooling rate, Furthermore, the temperature is controlled by repeatedly executing and stopping accelerated cooling and performing accelerated cooling according to the reheat from the inside of the rail.
[0115]
　When controlling the ratio of the atomic number (CA) of Cr to the atomic number (VA) of V of the V nitride containing Cr to prevent minute cracks generated around the nitride, the above-mentioned accelerated cooling is performed. It is desirable to change the conditions and control cooling conditions to the following conditions.
[0116]
　Accelerated cooling (head outer surface)
　　Average cooling rate: 2 to 30 ° C / sec
　　Accelerated cooling start temperature: 750 ° C or higher
　　Accelerated cooling stop temperature: 600 to 650 ° C
　Control cooling (head outer surface)
　　Head surface after accelerated cooling stop The temperature is maintained in the range of 600 to 650 ° C. for 20 to 150 seconds, and then allowed to cool and accelerated cooling.
　　Temperature maintenance during control cooling: The acceleration cooling rate is controlled, and acceleration cooling is repeatedly executed and stopped according to the reheat from the inside of the rail to control the temperature within a predetermined range.
[0117]
　First, the reason why it is preferable that the final rolling temperature (outer surface of the head) of hot rolling is in the range of 850 to 1000 ° C. will be described.
　When the final rolling temperature (the outer surface of the head) is less than 850 ° C., the austenite grains after rolling become significantly finer. In this case, the hardenability is significantly reduced, and it may be difficult to secure the hardness of the rail head. Further, when the final rolling temperature (outer surface of the head) exceeds 1000 ° C., the austenite grains after rolling become coarse, the hardenability increases excessively, and a bainite structure harmful to wear resistance is generated on the rail head. It will be easier. Therefore, the final rolling temperature (outer surface of the head) is preferably in the range of 850 to 1000 ° C. The final rolling temperature may be 860 ° C. or higher, 880 ° C. or higher, or 900 ° C. or higher. The final rolling temperature may be 980 ° C. or lower, 960 ° C. or lower, or 940 ° C. or lower.
[0118]
　Next, the reason why it is preferable to set the final rolling reduction amount (surface reduction rate) of hot rolling in the range of 2 to 20% will be described.
　When the final rolling reduction amount (cross-sectional surface reduction rate of the rail head) is less than 2%, the austenite grains after rolling become coarse, the hardenability increases excessively, and a bainite structure harmful to wear resistance is formed on the rail head. In some cases, the grain size of the pearlite structure itself becomes coarse, and the ductility and toughness required for the rail cannot be secured. On the other hand, when the final rolling reduction amount (cross-sectional reduction rate of the rail head) exceeds 20%, the austenite grains after rolling become significantly finer, the hardenability is significantly reduced, and the hardness of the rail head is secured. Becomes difficult. Therefore, it is preferable that the final reduction amount (cross-sectional reduction rate of the rail head) is in the range of 2 to 20%. The final reduction amount (cross-sectional reduction rate) may be 4% or more, 6% or more, or 8% or more. The final reduction amount (cross-sectional reduction rate) may be 18% or less, 16% or less, or 14% or less.
[0119]
　As long as the above conditions are satisfied, other rolling conditions of the rail head are not particularly limited. In order to secure the hardness of the rail head, it is sufficient to control the final rolling temperature by normal rail hole rolling. As the rolling method, for example, the method described in JP-A-2002-226915 may be referred to so that a pearlite structure can be mainly obtained. That is, after the steel pieces are roughly rolled, intermediate rolling by a reverse rolling mill is performed over a plurality of passes, and then finish rolling by a continuous rolling mill is carried out in two or more passes. At the time of final rolling of finish rolling, the temperature range may be controlled as described above.
[0120]
　Next, the reason why it is preferable to set the average cooling rate of accelerated cooling (outer surface of the head) to 2 to 30 ° C./sec will be described.
　When the average cooling rate is less than 2 ° C./sec, pearlite transformation starts in a high temperature range during accelerated cooling. As a result, in the component system of the rail according to the present embodiment, a portion having a hardness of less than Hv360 is generated on the rail head surface, and the wear resistance and internal fatigue damage resistance required for the rail can be ensured. It can be difficult. On the other hand, when the average cooling rate exceeds 30 ° C./sec, the hardness of the pearlite structure is significantly increased in the component system of the rail according to the present embodiment, and further, the bainite structure and the martensite structure are formed on the surface of the rail head. Is generated on the surface of the head, and there is a concern that the wear resistance and toughness of the rail will decrease. Therefore, it is preferable that the average cooling rate in accelerated cooling is 2 to 30 ° C./sec. The average cooling rate in accelerated cooling may be 3 ° C./sec or higher, 4 ° C./sec or higher, or 5 ° C./sec or higher. The average cooling rate in accelerated cooling may be 25 ° C./sec or less, 20 ° C./sec or less, or 15 ° C./sec or less.
[0121]
　Next, the start temperature of accelerated cooling (that is, the rail temperature at the start of spraying the refrigerant) is set to 750 ° C. or higher, and the stop temperature (that is, the rail temperature at the end of spraying the refrigerant) is set to 580 to 660 ° C. The reason why the range is preferable will be explained.
　When the start temperature of accelerated cooling on the outer surface of the head is less than 750 ° C., a pearlite structure may be formed in a high temperature range before accelerated cooling. In this case, a predetermined hardness cannot be obtained, and it becomes difficult to secure the wear resistance and surface damage resistance required for the rail. Further, in the above case, in the steel having a relatively large amount of carbon, there is a concern that the proeutectoid cementite structure is formed, the pearlite structure becomes brittle, and the toughness of the rail is lowered. Therefore, it is preferable that the temperature of the outer surface of the head of the rail when starting accelerated cooling is 750 ° C. or higher. Considering the final rolling temperature described above, it is considered necessary to start the accelerated cooling within 180 seconds after the completion of the hot rolling in order to set the start temperature of the accelerated cooling to 750 ° C. or higher.
[0122]
　Further, when the stop temperature of accelerated cooling exceeds 660 ° C., pearlite transformation starts in a high temperature range immediately after cooling, and many pearlite structures having low hardness are generated. As a result, hardness cannot be ensured on the surface of the rail head, and it may be difficult to secure wear resistance and surface damage resistance required for the rail. On the other hand, if the stop temperature of accelerated cooling is less than 580 ° C., a large amount of bainite structure harmful to wear resistance is generated on the rail head surface immediately after cooling, and it is difficult to secure the wear resistance required for the rail. May become. Therefore, it is preferable that the stop temperature of accelerated cooling is in the range of 580 to 660 ° C.
[0123]
　The heat-treated refrigerant on the rail head during accelerated cooling is not particularly limited. To control the hardness within a predetermined range to impart wear resistance and internal fatigue damage resistance to the rail, heat treatment is performed by air injection cooling, mist cooling, mixed injection cooling of water and air, or a combination thereof. It is desirable to control the cooling rate of the rail head at the time.
[0124]
　Next, the reason for limiting the preferable conditions of the controlled cooling performed after the accelerated cooling will be described. This step has a great influence on the number density and the particle size of the Cr-containing V nitride. In the rail manufacturing method according to the present embodiment, in the controlled cooling, the temperature of the rail is kept within a certain range for a certain period of time by injecting a refrigerant according to the degree of reheating, and then the temperature of the rail is lowered. That is, it can be said that the controlled cooling step is a combination of the temperature holding step and the subsequent cooling step.
[0125]
　An example of the form of controlled cooling will be described below. In the rail manufacturing method according to the present embodiment, the above-mentioned accelerated cooling is first completed. The time point at which the accelerated cooling ends is set as the time point at which the temperature is maintained in the controlled cooling. The end of accelerated cooling causes the rail to reheat, which usually raises the temperature of the rail surface. When the temperature of the surface of the rail rises to some extent due to the reheat, the temperature of the surface of the rail is lowered again by injecting a refrigerant into the rail. When the temperature of the surface of the rail drops to some extent due to the injection of the refrigerant, the temperature of the surface of the rail is raised again by stopping the injection of the refrigerant onto the rail. That is, the temperature maintenance in the controlled cooling of the rail is usually achieved by repeating the temperature rise by reheating and the temperature processing by cooling. In this way, accelerated cooling is stopped on the low temperature side of the temperature range where the temperature is maintained, cooling is started in anticipation of the reheat generated from the inside of the rail head, and cooling is performed before the lower limit of the predetermined temperature range is reached. It is desirable to stop. Further, in order to control the holding time, it is desirable to repeatedly execute this temperature control. When the amount of reheat is small, it is also effective to heat with an IH coil or the like. However, the degree of reheat is small, and the temperature fluctuation of the rail surface may be kept within a certain range even if the refrigerant is not injected. In this case, the temperature can be maintained simply by leaving the rail unattended.
[0126]
　In the temperature holding in the above-mentioned controlled cooling, the temperature of the rail surface is preferably in the range of 580 to 660 ° C., the fluctuation range of the temperature of the rail surface is preferably within 60 ° C., and the temperature holding time is 5 to 5 to. The range is preferably 150 sec.
[0127]
　First, the reason why it is preferable that the holding temperature after accelerated cooling is in the range of 580 to 660 ° C. and the fluctuation range of the temperature of the rail surface is within 60 ° C. will be described.
　When the holding temperature exceeds 660 ° C., in the component system of the rail according to the present embodiment, pearlite transformation starts in a high temperature range immediately after cooling, and many pearlite structures having low hardness are generated on the rail head surface. As a result, the hardness cannot be ensured, and it becomes difficult to secure the wear resistance and surface damage resistance required for the rail. Further, in this case, the formation of Cr-containing V-nitride is promoted inside the rail head, and the number density is excessively increased. As a result, there is a concern that the pearlite structure inside the rail head becomes brittle, the generation of cracks is promoted, and the internal fatigue damage resistance is lowered.
[0128]
　On the other hand, if the holding temperature is less than 580 ° C., a large amount of bainite structure harmful to wear resistance is generated on the rail head surface, and as a result, there is a concern that it becomes difficult to secure the wear resistance required for the rail. Will be done. Further, in this case, the formation of Cr-containing V-nitride is suppressed inside the rail head, the formation of Cr-containing V-nitride is suppressed inside the head, and the number density is reduced. As a result, the microscopic softening of the ferrite phase in the pearlite structure may not be sufficiently improved, and the internal fatigue damage resistance of the rail may not be improved. Therefore, the holding temperature after accelerated cooling is preferably in the range of 580 to 660 ° C.
[0129]
　If the temperature fluctuation range of the rail surface exceeds 60 ° C, the macroscopic hardness of the pearlite structure becomes non-uniform on the rail head surface, and as a result, the wear resistance and internal fatigue damage resistance required for the rail are obtained. There is concern that it will be difficult to secure. Therefore, it is preferable that the fluctuation range of the temperature of the rail surface is 60 ° C. or less.
[0130]
　Next, the reason why it is preferable to set the holding time in the range of 5 to 150 sec will be described. In addition, the holding time is the time when the temperature is held by the combination of the reheat and the spraying of the refrigerant, from the end of the above-mentioned accelerated cooling to the end of the last reheat (the time when the rail temperature starts to drop naturally, or When the temperature is maintained only by reheating or transformation heat generation, it means from the end of the above-mentioned accelerated cooling to the end of reheating or transformation heat generation (rail temperature starts to drop naturally). It means the time point or the time point when the cooling medium is started to be sprayed.
　When the holding time exceeds 150 sec, the pearlite structure is tempered during holding and the pearlite structure is softened. As a result, the hardness of the rail head surface and the inside of the head cannot be ensured, and it becomes difficult to secure the wear resistance and internal fatigue damage resistance required for the rail. Further, in this case, Cr-containing V-nitride grows inside the rail head, and its particle size increases. As a result, the number density of V-nitrides containing fine Cr decreases, and improvement in microscopic softening of the ferrite phase in the pearlite structure cannot be expected.
　On the other hand, if the retention time is less than 5 sec, the pearlite transformation is not completed during retention and a martensite structure is formed. As a result, it becomes difficult to secure wear resistance and internal fatigue damage resistance on the surface of the rail head and inside the head. Further, in this case, the growth of the V nitride containing Cr is suppressed, and the particle size is reduced. As a result, the number density of V-nitrides containing fine Cr is reduced, the microscopic softening of the ferrite phase in the pearlite structure is not improved, and improvement in internal fatigue damage resistance cannot be expected. Therefore, it is preferable that the time for maintaining the temperature after accelerated cooling is 5 to 150 sec.
[0131]
　The temperature holding method during controlled cooling is not particularly limited. Air jet cooling, mist cooling, mixed jet cooling of water and air, or a combination of these refrigerants is used to repeatedly cool and stop the outer surface of the rail head to control the reheat generated from inside the rail head. It is desirable to perform cooling.
[0132]
　When controlling the number of V nitrides containing Cr having a particle size of 0.5 to 4.0 nm and CA / VA, the holding temperature should be in the range of 600 to 650 ° C. in the above controlled cooling. The reason why it is preferable to set the holding time in the range of 20 to 120 sec will be described.
[0133]
　When the holding temperature is less than 600 ° C., the number of atoms of Cr in the V nitride containing Cr increases, CA / VA increases, and it becomes difficult to satisfy a predetermined CA / VA value. As a result, it becomes difficult to prevent minute cracks formed around the Cr-containing V-nitride. On the other hand, when the holding temperature exceeds 650 ° C., the number of V atoms in the Cr-containing V nitride increases, and it becomes difficult to stably maintain the CA / VA value. Therefore, the holding temperature is preferably in the range of 600 to 650 ° C.
[0134]
　If the holding time is less than 20 sec, the number of atoms of Cr in the V nitride containing Cr increases, CA / VA increases, and it becomes difficult to satisfy a predetermined CA / VA value. As a result, it becomes difficult to prevent minute cracks formed around the Cr-containing V-nitride. On the other hand, when the holding time exceeds 120 sec, the number of V atoms in the Cr-containing V nitride increases, the CA / VA decreases, and it becomes difficult to satisfy a predetermined CA / VA value. As a result, it becomes difficult to prevent minute cracks generated around the V nitride containing Cr. Therefore, the holding temperature is preferably in the range of 20 to 120 sec.
[0135]
　After maintaining the above isothermal temperature, the rail is allowed to cool and accelerated. If the cooling rate of the rail after isothermal holding is too low, the pearlite structure may be tempered during holding, and the hardness of the rail head surface and inside of the head may not be secured, as in the case where isothermal holding is continued for a long time. In addition, the number density of V-nitrides containing fine Cr may decrease. Therefore, in order to prevent this, it is considered necessary to maintain a cooling rate of 0.5 ° C./sec or higher up to at least about 200 ° C. Such cooling conditions can be achieved by leaving the rails in the air at room temperature or accelerating cooling after the temperature retention described above.
Example
[0136]
　In order to confirm the effect of the present invention, an experiment was conducted according to the following procedure.
　By heating the steel pieces having the chemical components shown in Tables 2-1 to 2-4, hot rolling the heated steel pieces to form rails, and accelerating cooling and controlled cooling of the rails, the rails are subjected to accelerated cooling and controlled cooling. Rails having the metallographic structure, hardness, and Cr-containing V nitride shown in Tables 3-1 to 3-4 were obtained. In these tables, values ​​outside the scope of the invention are underlined. The manufacturing conditions are as follows unless otherwise specified in the remarks column of the table.
● Heating rate of steel pieces: 4 ° C / min within the range of 1000 to 1200 °
C
● End temperature of heating of steel pieces: 1250 ° C ● Final rolling temperature: 950 ° C
● Final reduction amount (surface reduction rate): 5 to 10 %
● Accelerated cooling start temperature: 800 ° C
● Average cooling rate during accelerated cooling: 6 to 8 ° C / sec
● Accelerated cooling end temperature: 600 ° C
● Holding temperature during controlled cooling: 600 to 660 ° C
● During controlled cooling Temperature retention time: 20-40 seconds
● Cooling after temperature retention: Cool to room temperature by leaving in the air at room temperature
[0137]
　On the other hand, the rails below have the following manufacturing conditions, as explained in the remarks column of the table.
　No. In 49, the end temperature of accelerated cooling was set to 560 ° C., but other conditions were as described above.
　No. In No. 50, the average cooling rate during accelerated cooling was set to 35.0 ° C./sec, but other conditions were as described above.
　No. In 53, the average cooling rate during accelerated cooling was 1.0 ° C./sec, but other conditions were as described above.
　No. In 54, the end temperature of accelerated cooling was set to 680 ° C., but other conditions were as described above.
　No. In 57, the heating rate of the steel piece in the range of 1000 to 1100 ° C. was set to 10 ° C./min, but the heating rate of the steel piece in the range of 1100 to 1200 ° C. was set to 5 ° C./min, and others. The conditions were as described above.
　No. In 58, the heating rate of the steel piece in the range of 1100 to 1200 ° C. was 12 ° C./min, but the heating rate of the steel piece in the range of 1000 to 1100 ° C. was 6 ° C./min, and others. The conditions were as described above.
　No. In 59, the heating rate of the steel piece in the range of 1000 to 1100 ° C. was 0.5 ° C./min, but the heating rate of the steel piece in the range of 1100 to 1200 ° C. was 4 ° C./min. , Other conditions were as described above.
　No. In No. 60, the heating rate of the steel piece in the range of 1100 to 1200 ° C. was 0.8 ° C./min, but the heating rate of the steel piece in the range of 1000 to 1100 ° C. was 3 ° C./min. , Other conditions were as described above.
　No. In No. 61, the heating rate of the steel piece in the range of 1000 to 1200 ° C. was 10.0 ° C./min, but other conditions were as described above.
　No. In 79, the heating rate of the steel piece in the range of 1000 to 1200 ° C. was set to 8.0 ° C./min, but other conditions were as described above. No. In No. 80, the heating rate of the steel piece in the range of 1000 to 1200 ° C. was 6.0 ° C./min, but other conditions were as described above.
　No. In No. 81, the heating rate of the steel piece in the range of 1000 to 1200 ° C. was 5.0 ° C./min, but other conditions were as described above.
　No. In No. 82, the heating rate of the steel piece in the range of 1000 to 1200 ° C. was set to 3.0 ° C./min, but other conditions were as described above.
　No. In No. 83, the heating rate of the steel piece in the range of 1000 to 1200 ° C. was 2.0 ° C./min, but other conditions were as described above.
[0138]
　(1) Area ratio of pearlite structure (surface layer pearlite area ratio and 25 mm position pearlite area ratio), (2) hardness (surface layer hardness and 25 mm position hardness), (3) precipitate of the rail obtained by the above procedure. The state (number density of V nitride containing Cr having a particle size of 0.5 to 4.0 nm and CA / VA) and (4) characteristics (internal fatigue damage resistance and wear resistance) are as follows. Evaluated by the procedure.
[0139]
(1) For the area ratio of the pearlite structure, a sample is cut out from the cross section of each rail head, each sample is subjected to 3% tital etching after diamond polishing, and then the structure is observed using an optical microscope (200 times). Measured by. The measurement visual fields were an arbitrary 10 visual fields having a depth of 2 mm from the outer surface of the head and an arbitrary 10 visual fields having a depth of 25 mm from the outer surface of the head. The average value of the area ratio of the pearlite tissue in any 10 visual fields 2 mm deep from the outer surface of the head is defined as the "surface pearlite ratio", and the area ratio of the pearlite tissue in any 10 visual fields 25 mm deep from the outer surface of the head is defined as the "surface pearlite ratio". The average value was defined as "25 mm position pearlite rate". It was determined that the rails having 95% or more of both areas had a structure having a depth of 25 mm starting from the outer surface of the head and containing 95% or more of pearlite structure in terms of area ratio.
[0140]
(2) For hardness, a sample is cut out from the cross section of the head of each rail, and the portion corresponding to the cross section of the rail of each sample is polished with diamond abrasive grains having an average particle size of 1 μm, and then a Vickers hardness tester (load 98N) is used. Was determined by measuring the hardness according to JIS Z 2244. Twenty points were measured at an arbitrary position at a depth of 2 mm from the outer surface of the head, and the average value was taken as the surface hardness. Twenty points were measured at an arbitrary position at a depth of 25 mm from the outer surface of the head, and the average value was defined as the hardness at the 25 mm position. It was determined that the rails in the range of Hv360 to 500 are the rails in which the hardness of the tissue in the range from the outer surface of the head to the depth of 25 mm is in the range of Hv360 to 500.
[0141]
(3) As for the state of inclusions, several needle samples with a radius of curvature of 30 to 80 nm are collected from the ferrite phase in the pearlite structure at a depth of 25 mm starting from the outer surface of the head by the FIB (focused ion beam) method. Then, these were determined by evaluating them by the three-dimensional atom probe (3DAP) method. The details of the evaluation conditions are as described above. In each needle sample of the V nitride thus obtained, which contains Cr having a particle size of 0.5 to 4.0 nm in the ferrite phase in the pearlite structure at a depth of 25 mm starting from the outer surface of the head. The average value of the number densities is defined as "Cr-containing V nitride number density", and Cr having a particle size of 0.5 to 4.0 nm in the ferrite phase in the pearlite structure at a depth of 25 mm starting from the outer surface of the head is defined. The average value of the ratio of CA to VA of the contained V nitride (the average value of these values ​​in each needle sample) was defined as "CA / VA".
[0142]
(4) The characteristics of the rail were evaluated by a rolling fatigue testing machine using the rolling fatigue testing machine shown in FIG. The shape of the test piece was a 2 m 141 pound rail, the wheels in contact with the rail were of AAR type (diameter 920 mm), the load applied to the wheels was radial: 275 to 325 KN, and the thrust was 50 to 80 KN. No lubricant was used in the evaluation of wear resistance, and oil lubrication was performed in the evaluation of internal fatigue damage resistance.
[0143]
　In the evaluation of wear resistance, the above test was performed 5 times until the amount of wear on the surface layer of the rail head exceeded 25 mm, and the average value of the cumulative passing tonnage when the amount of wear reached 25 mm was the wear resistance of the rail. It was used as a sex index. The evaluation criteria are as follows. The rails judged to be ranks A to C according to the following evaluation criteria were judged to be rails having excellent wear resistance.
A: Cumulative passing tonnage when the wear amount reaches 25 mm is more than 175 to 200 MGT
B: Cumulative passing tonnage when the wear amount reaches 25 mm is more than 150 to 175 MGT
C: When the wear amount reaches 25 mm Cumulative tonnage of more than 100 to 150 MGT
X: Cumulative tonnage of less than 100 MGT when the amount of wear reaches 25 mm
[0144]
　When evaluating the internal fatigue damage resistance, the presence or absence of cracks inside the head is investigated using an ultrasonic flaw detector, and cracks with a length of 2 mm or more are judged to be damaged, and the above test is performed until damage occurs. It was carried out 5 times. If no damage occurred, the test was stopped at 200 MGT (Million Gloss Tonne), and the cumulative tonnage passed until the damage occurred was regarded as 200 MGT. The average value of the cumulative tonnage passed until the occurrence of damage was used as an index for evaluating the internal fatigue damage resistance of the rail. The evaluation criteria are as follows. The rails judged to be ranks A to C in the following evaluation criteria were judged to be excellent in internal fatigue damage resistance.
A: Cumulative tonnage when damage occurs exceeds 175 to 200 MGT
B: Cumulative tonnage when damage occurs exceeds 150 to 175 MGT
C: Cumulative tonnage when damage occurs exceeds 100 to 150 MGT
X: Cumulative tonnage passed when damage occurs is less than 100 MGT
[0145]
[Table 2-1]

[0146]
[Table 2-2]

[0147]
[Table 2-3]

[0148]
[Table 2-4]

[0149]
[Table 3-1]

[0150]
[Table 3-2]

[0151]
[Table 3-3]

[0152]
[Table 3-4]

[0153]
　As shown in the table, rails in which the chemical composition, the area ratio of the pearlite structure, the hardness, and the number density of V nitrides containing Cr are within the range of the present invention are wear-resistant and internal fatigue-damage-resistant. Excellent for. Further, the rail whose CA / VA is within the range of the present invention is further excellent in wear resistance and internal fatigue damage resistance.
[0154]
　On the other hand, the comparative example rail in which one or more of the chemical composition, the area ratio of the pearlite structure, the hardness, and the number density of the V nitride containing Cr is outside the scope of the present invention has wear resistance and internal fatigue damage resistance. One or both of the sexes were rejected.
　No. In No. 2, the internal fatigue damage resistance was impaired. It is considered that this is because the amount of pearlite structure was insufficient due to the formation of a large amount of proeutectoid cementite due to the excess of C.
　No. In No. 7, the internal fatigue damage resistance was impaired. It is considered that this is because C was insufficient and the amount and hardness of the pearlite structure were insufficient due to the formation of a large amount of proeutectoid ferrite.
　No. No. 8 had impaired wear resistance. It is considered that this is because the amount of pearlite structure was insufficient and the hardness was excessive due to the formation of a large amount of martensite due to the excess of Si. Martensite has high hardness but low wear resistance. It did not contribute to the wear resistance of 8.
　No. No. 13 had impaired wear resistance. It is considered that this is because the hardness was insufficient because Si was insufficient.
　No. In No. 14, internal fatigue damage resistance and wear resistance were impaired. It is considered that this is because Mn was excessive and the amount of pearlite structure was insufficient due to the formation of a large amount of martensite, and the hardness was excessive.
　No. No. 19 was impaired in internal fatigue damage resistance and wear resistance. It is considered that this is because the amount and hardness of the pearlite structure were insufficient due to the formation of a large amount of proeutectoid ferrite due to the lack of Mn.
　No. No. 20 was impaired in internal fatigue damage resistance and wear resistance. It is considered that this is because Cr was excessive, so that the amount of pearlite structure was insufficient due to the formation of a large amount of martensite, the hardness was excessive, and the number density of V nitrides containing Cr was excessive. Be done.
　No. In 25, the internal fatigue damage resistance and the wear resistance were impaired. It is considered that this is because the pearlite structure was softened due to the lack of Cr, and the local softening of the ferrite phase in the pearlite structure was not suppressed because the number density of V nitrides containing Cr was insufficient.
　No. No. 26 was impaired in internal fatigue damage resistance. It is considered that this is because V was excessive, so that the number density of V nitrides containing Cr became excessive, and the pearlite structure became embrittlement.
　No. 33 had impaired internal fatigue damage resistance. It is considered that this is because V was insufficient, so that the number density of V nitrides containing Cr was insufficient, and the local softening of the ferrite phase in the pearlite structure was not suppressed.
　No. In No. 34, the internal fatigue damage resistance was impaired. It is considered that this is because the number density of the V nitride containing Cr became excessive because N was excessive, and the pearlite structure became embrittlement.
　No. In No. 41, the internal fatigue damage resistance was impaired. It is considered that this is because the number density of the V nitride containing Cr was insufficient due to the shortage of N, and the local softening of the ferrite phase in the pearlite structure was not suppressed.
　No. 42 had impaired internal fatigue damage resistance. It is considered that this is because the pearlite structure was embrittled because P was excessive.
　No. In 45, the internal fatigue damage resistance was impaired. It is considered that this is because a large amount of coarse MnS was generated because S was excessive.
　No. 49 had impaired internal fatigue damage resistance and wear resistance. It is considered that this is because the accelerated cooling stop temperature was too low and bainite was generated and the pearlite structure was insufficient.
　No. No. 50 was impaired in internal fatigue damage resistance. It is considered that this is because the accelerated cooling rate was too high and the hardness of the pearlite structure became excessive.
　No. 53 had impaired internal fatigue damage resistance and wear resistance. It is considered that this is because the acceleration cooling rate was too low and the hardness of the pearlite structure was insufficient.
　No. 54 had impaired internal fatigue damage resistance. It is considered that this is because the accelerated cooling stop temperature was too high, so that V nitride containing Cr was excessively generated, and the pearlite structure was embrittled.
　No. 57 had impaired internal fatigue damage resistance. This is because there was a time when the heating rate was too high when heating the steel pieces, so coarse V-nitrides containing Cr remained during casting, and the number density of Cr-containing V-nitrides was insufficient. It is considered that the local softening of the ferrite phase in the pearlite structure was not suppressed.
　No. In 58, the internal fatigue damage resistance was impaired. This is because there was a time when the heating rate was too high when heating the steel pieces, so coarse V-nitrides containing Cr remained during casting, and the number density of Cr-containing V-nitrides was insufficient. It is considered that the local softening of the ferrite phase in the pearlite structure was not suppressed.
　No. 59 had impaired internal fatigue damage resistance. This is because there was a time when the heating rate was too low when heating the steel pieces, so the V-nitride containing Cr was once melted during heating, then reprecipitated and coarsened, so V-nitride containing Cr was used. It is considered that the density of the number of substances was insufficient and the local softening of the ferrite phase in the pearlite structure was not suppressed.
　No. In 60, the internal fatigue damage resistance was impaired. This is because there was a time when the heating rate was too low when heating the steel pieces, so the V-nitride containing Cr was once melted during heating, then reprecipitated and coarsened, so V-nitride containing Cr was used. It is considered that the density of the number of substances was insufficient and the local softening of the ferrite phase in the pearlite structure was not suppressed.
　No. 61 had impaired internal fatigue damage resistance. This is because there was a time when the heating rate was too high when heating the steel pieces, so coarse V-nitrides containing Cr remained during casting, and the number density of Cr-containing V-nitrides was insufficient. It is considered that the local softening of the ferrite phase in the pearlite structure was not suppressed.
Industrial applicability
[0155]
　According to the present invention, it is possible to improve the wear resistance and the internal fatigue damage resistance of the rail. Therefore, according to the present invention, it is possible to greatly improve the service life of rails used in, for example, freight railways.
Code description
[0156]
1
Head 2 Head corner
3 Rail head
3a Head surface
4 Rail movement slider
5 Rail
6 Wheel
7 Motor
8 Load-bearing device
The scope of the claims
[Claim 1]
　In unit mass%,
　C: 0.75 to 1.20%,
　Si: 0.10 to 2.00%,
　Mn: 0.10 to 2.00%,
　Cr: 0.10 to 1.20%,
　V : 0.010 to 0.200%,
　N: 0.0030 to 0.0200%,
　P ≤ 0.0250%,
　S ≤ 0.0250%,
　Mo: 0 to 0.50%,
　Co: 0 to 1. 00%,
　B: 0 to 0.0050%,
　Cu: 0 to 1.00%,
　Ni: 0 to 1.00%,
　Nb: 0 to 0.0500%,
　Ti: 0 to 0.0500%,
　Mg: It 　contains 0 to 0.0200%,
　Ca: 0 to 0.0200%,
REM: 0 to 0.0500%,
　Zr: 0 to 0.0200%, and
　Al: 0 to 1.00%
, and the
　balance is Fe. And impurities,
　The tissue having a depth of 25 mm starting from the outer surface of the head contains a pearlite structure having an area ratio of 95% or more, and the hardness of the tissue is in the range of Hv360 to 500, and the
　outer surface of the head In the ferrite phase in the pearlite structure at a depth of 25 mm starting from, the number density of V nitride containing Cr having a particle size of 0.5 to 4.0 nm is 1.0 to 5.0 × 10. A rail characterized by a range of 17 cm -3 .
[Claim 2]
　Further, in the V nitride containing the Cr having a particle size of 0.5 to 4.0 nm in the ferrite phase in the pearlite structure at a depth of 25 mm from the outer surface of the head, the number of V atoms is determined. The rail according to claim 1, wherein the average value of CA / VA satisfies the following formula 1 when the number of atoms of VA and Cr is CA.
　0.01 ≤ CA / VA average value ≤ 0.70 ... Equation 1
[Claim 3]
　The rail according to claim 1 or 2, wherein the rail contains one group or two or more groups of the components of the following groups a to h in a unit mass%.
　Group a: Mo: 0.01 to 0.50%.
　Group b: Co: 0.01 to 1.00%.
　Group c: B: 0.0001 to 0.0050%.
　Group d: Cu: 0.01 to 1.00%, and Ni: 0.01 to 1.00%, one or two.
　Group e: Nb: 0.0010 to 0.0500%, and Ti: 0.0030 to 0.0500%, one or more.
　Group f: Mg: 0.0005 to 0.0200%, Ca: 0.0005 to 0.0200%, and REM: 0.0005 to 0.0500%, one or more.
　Group g: Zr: 0.0001 to 0.0200%.
　Group h: Al: 0.0100 to 1.00%.
[Claim 4]
　In unit mass%, C: 0.75 to 1.20%, Si: 0.10 to 2.00%, Mn: 0.10 to 2.00%, Cr: 0.10 to 1.20%, V : 0.010 to 0.200%, N: 0.0030 to 0.0200%, P ≤ 0.0250%, S ≤ 0.0250%, Mo: 0 to 0.50%, Co: 0 to 1. 00%, B: 0 to 0.0050%, Cu: 0 to 1.00%, Ni: 0 to 1.00%, Nb: 0 to 0.0500%, Ti: 0 to 0.0500%, Mg: It contains 0 to 0.0200%, Ca: 0 to 0.0200%, REM: 0 to 0.0500%, Zr: 0 to 0.0200%, and Al: 0 to 1.00%, and the balance is Fe. The step of heating the steel piece composed of the impurities and the heating end temperature at 1200 ° C. or higher and the heating rate within the range of 1000 to 1200 ° C. at 1 to 8 ° C./min
　, and finally the heated steel piece. The step of forming a rail by hot rolling with the rolling temperature in the range of 850 to 1000 ° C. and the final rolling amount of 2 to 20%, and
　the start temperature of accelerated cooling of the rail being 750 ° C. or higher. The step of accelerating cooling with the average cooling rate at the time of the accelerated cooling set to 2 to 30 ° C./sec and the end temperature of the accelerated cooling set
　to 580 to 660 ° C. and inner, the temperature holding time as 5 ~ 150 sec, a step of controlled cooling to the variation width of the rail surface temperature is less than 60 ℃,
　a step of cooling or accelerated cooling the rail to ambient temperature
producing a rail with a Method.