{"id":4224,"date":"2026-06-09T06:22:14","date_gmt":"2026-06-09T06:22:14","guid":{"rendered":"https:\/\/www.railgrindingwheel.com\/?p=4224"},"modified":"2026-06-09T06:30:37","modified_gmt":"2026-06-09T06:30:37","slug":"de-que-esta-hecho-el-metal-de-las-vias-ferreas","status":"publish","type":"post","link":"https:\/\/www.railgrindingwheel.com\/es_es\/de-que-esta-hecho-el-metal-de-las-vias-ferreas\/","title":{"rendered":"\u00bfDe qu\u00e9 est\u00e1 hecho el metal de las v\u00edas f\u00e9rreas?"},"content":{"rendered":"
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\u00bfDe qu\u00e9 est\u00e1 hecho el metal de las v\u00edas f\u00e9rreas?<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t
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El metal para carriles, conocido com\u00fanmente como acero para v\u00edas f\u00e9rreas, es un acero especial dentro de los productos metal\u00fargicos que se utiliza principalmente para las v\u00edas del tren. El carril soporta el peso y la carga din\u00e1mica del tren. Su superficie se desgasta y la cabeza sufre impactos. Adem\u00e1s, el carril est\u00e1 sometido a grandes tensiones de flexi\u00f3n. Las complejas condiciones de funcionamiento y el uso prolongado provocan da\u00f1os en los carriles.<\/p>\n<\/div>\n

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\n

Los principales da\u00f1os que sufre el metal de las v\u00edas f\u00e9rreas<\/h2>\n
    \n
  1. El desgaste lateral del cord\u00f3n superior y la deformaci\u00f3n del cord\u00f3n inferior.<\/li>\n
  2. El desgaste ondulado se debe a una resistencia al l\u00edmite el\u00e1stico insuficiente.<\/li>\n
  3.  Las fracturas fr\u00e1giles, el desprendimiento de fragmentos, la ca\u00edda de bloques, la fisuraci\u00f3n de la cabeza del carril y las grietas en las soldaduras se deben a una baja tenacidad y plasticidad.<\/li>\n<\/ol>\n
    \n
    \"metal<\/figure>\n
    \"metal<\/figure>\n<\/div>\n

    Por lo tanto, los requisitos b\u00e1sicos del acero para carriles son: resistencia al desgaste, resistencia a la compresi\u00f3n, resistencia a la fractura fr\u00e1gil, resistencia a la fatiga y buena soldabilidad.<\/p>\n

    Material t\u00edpico del acero para v\u00edas f\u00e9rreas<\/h2>\n

    Seg\u00fan el tipo de acero, el material de los carriles para v\u00eda del tren<\/a>Se pueden dividir en tres tipos:<\/p>\n

    Acero al carbono<\/h3>\n

    El acero al carbono es un carril de acero fundido y laminado a partir de mineral de hierro natural. Aprovecha principalmente los elementos de carbono y manganeso presentes en el mineral para aumentar la resistencia del carril. El acero al carbono com\u00fan para v\u00edas f\u00e9rreas est\u00e1 compuesto por un contenido de carbono de 0,401 % a 0,801 % y un contenido de manganeso inferior a 1,301 % a 1,41 %.<\/p>\n

    Acero aleado<\/h3>\n

    El acero aleado es un carril de acero que se funde y se lamina tras a\u00f1adir cantidades adecuadas de elementos de aleaci\u00f3n, como vanadio, titanio, cromo y esta\u00f1o, al mineral de hierro original. La resistencia y la tenacidad de este tipo de carril son superiores a las del carril de carbono.<\/p>\n

    Acero tratado t\u00e9rmicamente<\/h3>\n

    El carril de acero tratado t\u00e9rmicamente es un carril de acero que se obtiene mediante el calentamiento y el control del enfriamiento de un carril de carbono o de aleaci\u00f3n laminado en caliente. La estructura de perlita del carril tratado t\u00e9rmicamente es m\u00e1s fina que la del carril laminado en caliente, lo que se traduce en una mayor resistencia y tenacidad. El carril endurecido tras el tratamiento t\u00e9rmico presenta una capa de correcci\u00f3n de endurecimiento en la cabeza del carril, lo que mejora considerablemente sus propiedades mec\u00e1nicas, de modo que se puede prolongar la vida \u00fatil del carril.<\/p>\n

    La composici\u00f3n qu\u00edmica del acero de las v\u00edas f\u00e9rreas<\/h2>\n
    \n\n\n\n\n\n\n\n\n\n\n
    No.<\/strong><\/th>\nElemento<\/strong><\/th>\nFunci\u00f3n<\/strong><\/th>\n<\/tr>\n<\/thead>\n
    1<\/td>\nC<\/td>\nMejorar la resistencia, la dureza y la resistencia al desgaste del carril. El contenido de carbono de los carriles nacionales oscila entre 0,651 % y 0,821 %. Cuando el contenido de carbono es relativamente alto, el acero se vuelve fr\u00e1gil y su \u00edndice de plasticidad se reduce considerablemente. Al mismo tiempo, aumentar\u00e1 la probabilidad de que aparezcan manchas blancas en el acero.<\/td>\n<\/tr>\n
    2<\/td>\nS\u00ed<\/td>\nSe combina f\u00e1cilmente con la oxidaci\u00f3n y puede desempe\u00f1ar la funci\u00f3n de eliminar las burbujas del metal. El acero contiene una cantidad adecuada de silicio, lo que puede mejorar la dureza y la resistencia al desgaste del acero. El contenido de silicio en el acero para carriles de uso dom\u00e9stico suele ser de 0,159-0,91 %, pero un contenido excesivo endurecer\u00e1 el acero y lo har\u00e1 quebradizo, y es f\u00e1cil que se formen poros en la soldadura.<\/td>\n<\/tr>\n
    3<\/td>\nMn<\/td>\nEs un elemento beneficioso que puede mejorar la resistencia mec\u00e1nica y la resistencia al desgaste del acero, adem\u00e1s de aumentar su tenacidad. Permite eliminar las inclusiones nocivas de \u00f3xido de hierro y sulfuro presentes en el acero. El contenido de manganeso se controla generalmente entre 0,61 % y 1,541 %. El acero con un contenido de manganeso superior al 1,21 % se denomina acero de manganeso medio, y su resistencia al desgaste es muy alta.<\/td>\n<\/tr>\n
    4<\/td>\nCu<\/td>\nEs un elemento beneficioso. El acero contiene una peque\u00f1a cantidad de compuestos de cobre, que pueden mejorar la resistencia a la fatiga y a la corrosi\u00f3n del acero. El contenido de cobre de los carriles de acero nacionales suele estar entre 0,101 % y 0,401 %. Si el proceso de laminaci\u00f3n del carril que contiene cobre no es adecuado, aparecer\u00e1n grietas en forma de espina de pescado en la superficie del carril.<\/td>\n<\/tr>\n
    5<\/td>\nP<\/td>\nEs un elemento nocivo. El mayor riesgo que plantea el fosfuro es que reduce la plasticidad y la tenacidad del acero. Especialmente a bajas temperaturas, aumenta la fragilidad en fr\u00edo del acero, lo que provoca f\u00e1cilmente la rotura de los carriles, por lo que su contenido se controla para que no supere el 0,041 %.<\/td>\n<\/tr>\n
    6<\/td>\nS<\/td>\nEl azufre es un elemento nocivo. A menudo permanece en el acero en forma de gr\u00e1nulos. Cuando se lamina el carril, este se lamina junto con el acero en chapas, lo que provoca delaminaci\u00f3n o grietas longitudinales en el carril. El contenido de azufre se controla para que no supere el 0,051 %.<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n
    Los principales elementos qu\u00edmicos y funciones de los carriles, aparte del hierro<\/figcaption>\n<\/figure>\n

    Las propiedades mec\u00e1nicas del metal de las v\u00edas f\u00e9rreas<\/h2>\n
      \n
    • Fuerza<\/li>\n<\/ul>\n

      La capacidad del carril para resistir la deformaci\u00f3n y los da\u00f1os bajo carga. A menudo se expresa en t\u00e9rminos de l\u00edmite de resistencia, l\u00edmite de elasticidad y otros indicadores. El l\u00edmite de resistencia (resistencia a la tracci\u00f3n) se refiere a la capacidad del material met\u00e1lico para resistir la carga de tracci\u00f3n y a la tensi\u00f3n m\u00e1xima a la que no se rompe. El l\u00edmite de elasticidad (resistencia al rendimiento) se refiere a la tensi\u00f3n a la que el material met\u00e1lico a\u00fan puede producir una deformaci\u00f3n pl\u00e1stica significativa sin que aumente la carga. La unidad es MPa.<\/p>\n

        \n
      • Plasticidad<\/li>\n<\/ul>\n

        El material met\u00e1lico sufri\u00f3 una deformaci\u00f3n significativa sin sufrir da\u00f1os bajo la carga y es capaz de mantener la forma deformada una vez que se retira la carga. A menudo se expresa en t\u00e9rminos de alargamiento y contracci\u00f3n. El alargamiento es el porcentaje que representa la relaci\u00f3n entre la longitud calibrada y la longitud calibrada original tras la rotura de la muestra. La contracci\u00f3n de la secci\u00f3n es el porcentaje de la relaci\u00f3n entre la reducci\u00f3n del \u00e1rea de fractura de la muestra y el \u00e1rea ent\u00e1lpica original.<\/p>\n

          \n
        • Dureza<\/li>\n<\/ul>\n

          La capacidad de un material met\u00e1lico para resistir la presi\u00f3n que ejerce otro objeto (material) m\u00e1s duro sobre su superficie. Seg\u00fan los distintos m\u00e9todos de medici\u00f3n, se puede clasificar en dureza Brinell (HB) y dureza Rockwell (HRC).<\/p>\n

          La experiencia ha demostrado que existe una cierta relaci\u00f3n entre la dureza y la resistencia, que puede estimarse a partir del valor de dureza Brinell.<\/p>\n

          Calcula la resistencia a la tracci\u00f3n del material. Por ejemplo, el acero con bajo contenido en carbono tiene un valor de 6b \u2248 0,36 HB, mientras que el acero con alto contenido en carbono tiene un valor de 6b \u2248 0,34 HB.<\/p>\n

            \n
          • Resiliencia<\/li>\n<\/ul>\n

            La capacidad de los materiales met\u00e1licos para resistir cargas de impacto sin sufrir da\u00f1os. La tenacidad de los materiales met\u00e1licos puede medirse mediante el ensayo de impacto y expresarse mediante el valor de tenacidad al impacto \u03b1k en kJ\/m2<\/sup>.<\/p>\n

              \n
            • Resistencia a la fatiga<\/li>\n<\/ul>\n

              Bajo la acci\u00f3n de una carga alterna, el material se fractura. La capacidad de los materiales met\u00e1licos para resistir la fatiga se mide mediante la resistencia a la fatiga. La resistencia a la fatiga es la tensi\u00f3n m\u00e1xima que puede soportar un material met\u00e1lico bajo cargas alternas repetidas sin fallar.<\/p>\n

              La dureza del metal laminado en caliente para v\u00edas f\u00e9rreas<\/h3>\n
              \n\n\n\n\n\n\n\n\n
              Material<\/strong><\/th>\nResistencia a la tracci\u00f3n \/ MPa<\/strong><\/th>\nDureza \/ HB<\/strong><\/th>\n<\/tr>\n<\/thead>\n
              U75V<\/td>\n\u2265980<\/td>\n280~320<\/td>\n<\/tr>\n
              U78CrV<\/td>\n\u22651080<\/td>\n310~360<\/td>\n<\/tr>\n
              U76CrRE<\/td>\n\u22651080<\/td>\n310~360<\/td>\n<\/tr>\n
              U77MnCr<\/td>\n\u2265980<\/td>\n290~330<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/figure>\n

              La dureza del metal de las v\u00edas f\u00e9rreas tras el tratamiento t\u00e9rmico<\/h3>\n
              \n\n\n\n\n\n\n
              Material<\/strong><\/th>\nResistencia a la tracci\u00f3n \/ MPa<\/strong><\/th>\nDureza \/ HB<\/strong><\/th>\n<\/tr>\n<\/thead>\n
              U75V<\/td>\n\u22651180<\/td>\n320~380<\/td>\n<\/tr>\n
              U78CrV<\/td>\n\u22651280<\/td>\n370~420<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/figure>\n<\/div>\n<\/div>\n<\/div>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t
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              \n\t\t\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t<\/div>","protected":false},"excerpt":{"rendered":"

              El metal para carriles, conocido com\u00fanmente como acero para v\u00edas f\u00e9rreas, es un acero especial dentro de los productos metal\u00fargicos que se utiliza principalmente para las v\u00edas del tren. El carril soporta el peso y la carga din\u00e1mica del tren. Su superficie se desgasta y la cabeza sufre impactos. Adem\u00e1s, el carril est\u00e1 sometido a grandes tensiones de flexi\u00f3n. Las complejas condiciones de funcionamiento y el uso prolongado provocan da\u00f1os en los carriles.<\/p>","protected":false},"author":4,"featured_media":4226,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_monsterinsights_skip_tracking":false,"_monsterinsights_sitenote_active":false,"_monsterinsights_sitenote_note":"","_monsterinsights_sitenote_category":0,"site-sidebar-layout":"right-sidebar","site-content-layout":"","ast-site-content-layout":"normal-width-container","site-content-style":"default","site-sidebar-style":"boxed","ast-global-header-display":"","ast-banner-title-visibility":"","ast-main-header-display":"disabled","ast-hfb-above-header-display":"","ast-hfb-below-header-display":"","ast-hfb-mobile-header-display":"disabled","site-post-title":"disabled","ast-breadcrumbs-content":"","ast-featured-img":"disabled","footer-sml-layout":"","theme-transparent-header-meta":"","adv-header-id-meta":"","stick-header-meta":"","header-above-stick-meta":"","header-main-stick-meta":"","header-below-stick-meta":"","astra-migrate-meta-layouts":"set","ast-page-background-enabled":"default","ast-page-background-meta":{"desktop":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center 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