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2.4 HOT ROLLED AND COLD ROLLED STEELS

2.4.1 INTRODUCTION
Steels are classified initially as Hot Rolled or Cold Rolled. Hot Rolled steels, finished on the Hot Mill are the most economical sheet products and are generally used in thicknesses greater than 1.83 mm (0.72) for unexposed surfaces. Cold rolled steels are usually hot rolled to approximately 4.0 mm and then finished cold to 2.0 mm (0.080) or less. Class 1 is for exposed surfaces where surface appearance is of primary importance, and Class 2 is generally for unexposed applications. The mechanical properties of cold rolled and hot rolled steels are discussed in the following sections. Hot rolled carbon steels were formerly produced in four principal categories: commercial quality (CQ), drawing quality (DQ), drawing quality special killed (DQSK), and structural quality (SQ). The formability of DQ is better than that of CQ, and the formability of DQSK is better than that of DQ. Formability decreases with increasing strength and hardness. Cold rolled carbon steels were formerly in four principal categories: Commercial quality (CQ) Drawing quality (DQ) Deep drawing quality (DDQ) Extra deep drawing quality (EDDQ)

Formability increases in the following order: CQ, DQ, DDQ, and EDDQ. The EDDQ steels are usually produced from interstitial free (IF) or stabilized steels. They have very high values of n and r that give them the best formability. However, dent resistance is lower than other grades of steel because of their lower yield strength. Cold rolled sheet steels are available in several surface finishes: that is, surface smoothness or luster. Matte finish is a dull finish, without luster. Commercial bright is a relatively bright finish having a surface texture intermediate between that of matte and luster finish. Luster finish is a smooth, bright finish. Normally these finishes are furnished to specified surface roughness values. Cold reduced uncoated and metallic coated sheet steels are produced in three surface conditions: Exposed (E) is intended for the most critical exposed applications where painted surface appearance is of primary importance. This surface condition will meet requirements for controlled surface texture, surface quality, and flatness. Unexposed (U) is intended for unexposed applications and may also have special use where improved ductility over a temper rolled product is desired. Unexposed can be produced without temper rolling. This surface condition may be susceptible to exhibit coil breaks, fluting, and stretcher straining. Standard tolerances for flatness and surface texture are not applicable. In addition, surface imperfections can be more prevalent and severe than with exposed. Semi-exposed (Z) is intended for non-critical exposed applications. This is typically a hot dip galvanized temper rolled product.

MATERIALS

Section 2.4 Hot Rolled and Cold Rolled Steels

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2.4.2 LOW CARBON FORMABLE STEEL (SAE J-2329)

Increased demands of formability and uniformity on steel properties from the automotive industry has led the Society of Automotive Engineers to re-classify the properties of the DQ, DDQ, and EDDQ low carbon, formable steels into property classifications. There is a wide variety of parts within the automotive industry, and different levels of specific mechanical properties (for example r value, n value, yield strength, and total elongation) may be required for specific applications. In the past yield strength has been chosen as a major discriminator of the categorization system since this property has meaning to both automotive and steel engineers. In the SAE J2329 document, low carbon sheet steel is classified by 3 grade levels of hot rolled and 5 levels of cold rolled with yield strength, tensile strength, elongation, and n value requirements. Table 2.4.2-1 illustrates the minimum mechanical property requirements for 3 grades of Hot Rolled formable steel, and Table 2.4.2-2 illustrates minimum mechanical properties for 5 Grades of Cold Rolled Formable steels as described in the SAE Specification J2329. Note the inclusion of the formability properties of n value, r value and elongation. Table 2.4.2-1 Minimum properties of hot rolled formable steels SAE J2329 Yield Strength (MPa) Tensile Strength Total % Elongation Designation @.2% offset (MPa) Minimum in 50mm Minimum Grade 1 N/R N/R N/R Grade 2 180-290 270 34 Grade 3 180-240 270 38
1999 Society of Automotive Engineers, Inc. Used with permission.

n Value Min. N/R 0.16 0.18

Table 2.4.2-2 Minimum properties of cold rolled formable steels SAE J2329 Yield Strength Tensile Strength Total % Elongation Designation (MPa) @ 0.2% offset (MPa) Minimum in 50mm Minimum Grade 1 N/R N/R N/R Grade 2 140-260 270 34 Grade 3 140-205 270 38 Grade 4 140-185 270 40 Grade 5 110-170 270 42
1999 Society of Automotive Engineers, Inc. Used with permission.

r Value n Value Min. Min. N/R N/R N/R 0.16 1.5 0.18 1.6 0.20 1.7 0.22

Table 2.4.2-3 illustrates the required chemical compositions as described in SAE J2329 for materials in the hot and cold rolled formable low carbon steel classifications. Table 2.4.2-3 Required chemical compositions of hot rolled and cold rolled formable steels SAE J2329 Designation Grade 1 Grade 2 Grade 3 Grade 4 Grade 5 Carbon max. % 0.13 0.10 0.10 0.08 0.02 Manganese max. % 0.60 0.50 0.50 0.40 0.30 Phosphorus max. % 0.035 0.035 0.030 0.025 0.025 Sulfur max. % 0.035 0.030 0.030 0.025 0.025 Aluminum min. % --0.020 0.020 0.020 0.020 MATERIALS

1999 Society of Automotive Engineers, Inc. Used with permission.

Section 2.4 Hot Rolled and Cold Rolled Steels

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2.4.3 DENT RESISTANT, HIGH STRENGTH AND ADVANCED HIGH STRENGTH STEELS
High Strength sheet steels cover a broad spectrum of steels designed and used for higher yield and tensile strength applications than the low carbon formable steels. Many different high strength steels have been developed by the various steel producers and are available in hot rolled, cold rolled, and coated products. As indicated in an earlier section, high strength steels are specified in SAE J2340; these are listed in Table 2.4.3-1 below. Advanced high strength steels are defined in the Ultra-light Steel Automotive Body Advanced Vehicle Concept (ULSAB-AVC) and are discussed in Section 2.4.3.3. Descriptions are listed below: Dent Resistant (DR) Bake Hardenable (BH) Non-Bake Hardenable High Strength Solution Strengthened High Strength Low Alloy (HSLA) High Strength Recovery Annealed Advanced High Strength Dual Phase (DP) Complex Phase (CP) Transformation-Induced Plasticity (TRIP) Martensitic

Higher strength steels are desirable for dent resistance, increased load bearing capacity, better crash management, and /or for mass reduction through decrease in sheet metal thickness. Strength in these steels is achieved through chemical composition (alloying) and special processing. Special processing could include mechanical rolling techniques, percent cold reduction, temperature control in hot rolling, and time and temperature in annealing of cold reduced sheet. Each of these major groups of steel is discussed below. Table 2.4.3-1 High and advanced high strength steel grades as described in SAE J2340 and ULSAB-AVC Steel Description Dent Resistant Non-Bake Hardenable Dent Resistant Bake Hardenable High Strength Solution Strengthened High Strength Low Alloy High Strength Recovery Annealed Advanced High Strength Available Strength Grade MPa A 180, 210, 250, 280 B 180, 210, 250, 280 S 300, 340 X&Y 300, 340, 380, 420, 490, 550 R 490, 550, 700, 830 See Figure 2.4.3-1 See Figure 2.4.3-1 Grade Type

1999 Society of Automotive Engineers, Inc. Used with permission.

MATERIALS

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Figure 2.4.3-1 shows a graphic comparison of the strengths and percent elongation for various grades of automotive sheet steels.

Figure 2.4.3-1 A comparison of lower (or initial) yield strength and % elongation for various grades of steels1

2.4.3.1 Dent Resistant, Bake Hardenable and Non-Bake Hardenable Sheet Steel
There are two types of dent resistant steels: non bake-hardenable and bake-hardenable. SAE has classified them as Type A and Type B, both of which are available in grades with minimum yield strengths from 180 MPa and higher. Dent resistant steels are cold reduced low carbon (0.01%-0.08%), typically deoxidized and continuous cast steel made by basic oxygen, electric furnace, or other processes that will produce a material that satisfies the requirements for the specific grade. The chemical composition is capable of achieving the desired mechanical and formability properties for the specified grade and type. For grades 180 and 210 using an interstitial free (IF) base metal having a carbon content less than 0.01%, an effective boron addition of <0.001% may be required to minimize secondary work embrittlement (SWE) and to control grain growth during welding. Dent Resistant Type A steel is a non-bake hardenable, dent resistant steel achieving the final strength in the part through a combination of the initial yield strength and the work hardening imparted during forming. Solid solution strengthening elements such as phosphorus, manganese and/or silicon are added to increase strength. Work hardenability depends upon the amount of carbon remaining in solution, which is controlled through chemistry and thermo-mechanical processing. Small amounts of columbium or vanadium are sometimes used, but are limited because they reduce ductility. Dent Resistant Type B steel is a bake hardenable dent resistant steel that makes up a relatively new class of sheet steel products. They offer a combination of formability in the incoming steel and high yield strength in the application that is not attained in conventional high strength steels. They can be potentially substituted for drawing quality sheet at the stamping plant without Section 2.4 Hot Rolled and Cold Rolled Steels MATERIALS

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requiring major die modifications. The combination of formability and strength makes bake hardenable steels good options for drawn or stretched applications where resistance to dents and palm printing is important in applications such as hoods, doors, fenders, and deck lids. Bake hardenable steels may also assist in vehicle mass reduction through downgaging. The forming operation imparts some degree of strain hardening, which increases yield strength. The paint baking cycle, typically about 175C (350F) for 20 to 30 minutes, provides another increase due to moderate carbon strain aging. Material properties are generally stable, depending on the process. Figure 2.4.3.1-1 illustrates the hardening process with bake hardening steels.

C
Bake Hardening Index, Lower Yield (BHI L) Bake Hardening Index, Upper Yield (BHI U ) Strain Hardening Index (SHI)

B A

Stress

2% Prestrain

Strain

Figure 2.4.3.1-1 Schematic illustration showing strain hardening and bake hardening index and the increase in yield strength that occurs during the bake cycle

Table 2.4.3.1-1 shows the required mechanical properties for the Type A and Type B bake hardenable and non-bake hardenable dent resistance steels as described in the SAE J2340 specification. Mechanical property requirements of dent resistant cold reduced uncoated and coated sheet steel grades are based on the minimum values of as received yield strength (180, 210, 250, and 280 MPa) and n Value of the sheet steel, the minimum yield strength after strain and bake, and tensile strength.

MATERIALS

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resistant cold reduced sheet steel as described in J2340

August 2002

Table 2.4.3.1-1 Required minimum mechanical properties of Type A and Type B dent SAE J2340 Grade As Received As Received As Received Yield Strength Yield Strength Designation Yield Strength Tensile Strength n Value After 2% Strain After Strain and Bake and Type MPa MPa MPa MPa 180 A 180 310 0.20 215 180 B 180 300 0.19 245 210 A 210 330 0.19 245 210 B 210 320 0.17 275 250 A 250 355 0.18 285 250 B 250 345 0.16 315 280 A 280 375 0.16 315 280 B 280 365 0.15 345
1999 Society of Automotive Engineers, Inc. Used with permission.

2.4.3.2 High Strength Solution Strengthened, High Strength Low Alloy (HSLA), and High Strength Recovery Annealed Hot Rolled and Cold Reduced Sheet Steel
High strength solution strengthened, HSLA, and high strength recovery annealed categories include steel grades with minimum yield strengths in the range of 300 to 830 MPa. Steel made for these grades is low carbon, deoxidized and continuous cast steel made by basic oxygen, electric furnace, or other processes that will produce a material that satisfies the requirements for the specific grade. The chemical composition is capable of achieving the desired mechanical and formability properties for the specified grade and type. Several different types of high strength steel based on chemistry can fall under this category. Solution strengthened high strength steels are those that contain additions of phosphorus, manganese, or silicon to conventional low carbon (0.02-0.13% carbon) steels. HSLA steels have additions of carbide formers, such as, titanium, niobium (columbium), or vanadium made to conventional low carbon steels. High strength recovery annealed steels have chemistries similar to the above varieties of steel, but special annealing practices prevent recrystallization in the cold rolled steel. Classification is based on the minimum yield strength: 300 to 830 MPa. Several categories at each strength level are defined as follows: Type S: High strength solution strengthened steels use carbon and manganese in combination with phosphorus or silicon (as solution strengtheners) to meet the minimum for improved formability and weldability. Phosphorus is restricted to a maximum of 0.100%. Sulfur is restricted to a maximum of 0.020%.

Type X: High Strength Low Alloy steels (typically referred to as HSLA), are alloyed with carbide and nitride forming elements, commonly niobium (columbium), titanium, and vanadium either singularly or in combination. These elements are used with carbon, manganese, phosphorus, and silicon to achieve the specified minimum yield strength. Carbon content is restricted to 0.13% maximum for improved formability and weldability. Phosphorus is restricted to a maximum of 0.060%. The specified minimum for niobium (columbium), titanium, or vanadium is 0.005%. Sulfur is restricted to a maximum of 0.015%. A spread of 70 MPa is specified between tensile strengths and the required minimum of the yield strength. Section 2.4 Hot Rolled and Cold Rolled Steels MATERIALS

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Type Y: Same as Type X, except that a 100 MPa spread is specified between the required minimum of the yield and tensile strengths. Type R: High strength recovery annealed or stress-relief annealed steels achieve strengthening primarily through the presence of cold work. Alloying elements mentioned under Type S and X may also be added. Carbon is restricted to 0.13% maximum for improved formability and weldability. Phosphorus is restricted to a maximum of 0.100%. Sulfur is restricted to a maximum of 0.015%. These steels are best suited for bending and roll-forming applications since their mechanical properties are highly directional and ductility and formability are limited. Table 2.4.3.2-1 shows the required mechanical properties for the Type S, Type X, and Type Y of the High Strength Low alloy steels. The SAE specification of these properties are described in SAE J2340. Table 2.4.3.2-1 Required mechanical properties of high strength and HSLA hot rolled and
cold reduced, uncoated and coated sheet steel 2

SAE J2340 Grade Designation and Type 300 S 300 X 300 Y 340 S 340 X 340 Y 380 X 380 Y 420 X 420 Y 490 X 490 Y 550 X 550 Y

Yield Strength Mpa Minimum Maximum 300 400 300 400 300 400 340 440 340 440 340 440 380 480 380 480 420 520 420 520 490 590 490 590 550 680 550 680

Tensile Strength MPa Minimum 390 370 400 440 410 440 450 480 490 520 560 590 620 650

% Total Elongation Minimum Cold Rolled Hot Rolled 24 26 24 28 21 25 22 24 22 25 20 24 20 23 18 22 18 22 16 19 14 20 12 19 12 18 12 18

1999 Society of Automotive Engineers, Inc. Used with permission.

Table 2.4.3.2-2 shows the required mechanical properties for the Type R, Recovery Annealed steels. The SAE specification of these properties are described in SAE J2340. Table 2.4.3.2-2 Required mechanical properties of Type R, high strength recovery
annealed cold reduced sheet steel

SAE J2340 Grade Designation and Type 490 R 550 R 700 R 830 R MATERIALS

Yield Strength MPa Minimum Maximum 490 590 550 650 700 800 830 960

Tensile Strength MPa Minimum 500 560 710 860

% Total Elongation Minimum 13 10 8 2

1999 Society of Automotive Engineers, Inc. Used with permission.

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2.4.3.3 Advanced High Strength Steels; Dual Phase, TRIP and Low Carbon Martensite
New challenges of unprecedented requirements for passenger safety, vehicle performance and fuel economy targets in North America, Europe, and Asia, have forced the automotive industry into advances in material utilization and processing that would have been considered impossible less than a decade ago. The recent drive towards lightweighting in the transportation industry has led to strong competition between steel and low density metal industries. The steel industrys response to the increasing use of lower density materials such as aluminum and magnesium is to develop increasingly higher strength materials while maintaining, or even improving formability, thereby making it possible simultaneously to improve the strength characteristics of the parts and reduce the weight through reduction of the steel sheet thickness. In response, the steel industry has recently produced a number of advanced high strength steels (AHSS) that are highly formable, yet possess an excellent combination of strength, durability, strain rate sensitivity and strain hardening. These characteristics may enable automotive designers to achieve both weight reduction and improved crash safety.

2.4.3.3.1 AHSS Nomenclature

Classification of AHSS differs from conventional high strength steels (HSS). Since AHSS are relatively new to the Automotive Industry, a consistent nomenclature was not available until the Ultra-Light Steel Automotive Body Advanced Vehicle Concept (ULSAB-AVC) Consortium adopted a standard practice. The practice specifies both yield strength (YS) and ultimate tensile strength (UTS)3. In this system, steels are identified as: XX aaa/bbb where, XX = Type of Steel aaa = minimum YS in MPa, and bbb = minimum UTS in MPa.

The types of steels are defined as: DP CP TRIP Mart = Dual Phase = Complex Phase = Transformation-Induced Plasticity = Martensitic

For example, DP 500/800 designates dual phase steel with 500 MPa minimum yield strength and 800 MPa minimum ultimate tensile strength.

Table 2.4.3.3.1-1 shows some generalized mechanical properties of several advanced high strength
steels, which are the grades used in the ULSAB-AVC body structure. The differences between conventional high strength steels and advanced high strength steels arise from the microstructure, which is determined by controlling the cooling rate during processing.

Section 2.4 Hot Rolled and Cold Rolled Steels

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AUTOMOTIVE STEEL DESIGN MANUAL Table 2.4.3.3.1-1 Typical Mechanical Properties of AHSS YS (MPa) 280 300 350 400 450 500 700 700 950 1250 UTS (MPa) 600 500 600 700 800 800 800 1000 1200 1520 Total EL (%) 30-34 30-34 24-30 19-25 26-32 14-20 10-15 12-17 5-7 4-6 n-valuea (5-15%) 0.21 0.16 0.14 0.14 0.24 0.14 0.13 0.09 0.07 0.065 r-bar 1.0 1.0 1.0 1.0 0.9 1.0 1.0 0.9 0.9 0.9

Page 2.4-9

Product DP 280/600 DP 300/500 DP 350/600 DP 400/700 TRIP 450/800 DP 500/800 CP 700/800 DP 700/1000 Mart 950/1200 Mart 1250/1520 Where:

k-valueb (MPa) 1082 762 976 1028 1690 1303 1380 1521 1678 2021

1999 Society of Automotive Engineers, Inc. Used with permission.

YS and UTS are minimum values, others are typical values. Total EL % - Flat sheet (A50 or A80). a n-value is calculated in the range of 5 to 15% true strain, if applicable. b k-value is the magnitude of true stress extrapolated to a true strain of 1.0. It is a material property parameter frequently used by one-step forming simulation codes.

2.4.3.3.2 Work Hardening and Plasticity of AHSS

The work hardening characteristics of a material and its behavior in the plastic range affect both formability and crash performance. Dual Phase (DP) Steels1 Dual Phase steels have a high initial work hardening rate (n-value), which better distributes plastic strain and improves uniform elongation. This work hardening rate will produce a much higher ultimate tensile strength than that of conventional high strength steels with similar initial yield strengths. DP steels also exhibit a high uniform and total elongation and a lower YS/TS ratio when compared with conventional high strength steels. These characteristics provide improvements in both formability and structural performance in automotive components. TRIP Steels 1 During the first stages of strain, from 0 to 7%, TRIP steels have a similar, yet higher, work hardening rate than conventional HSS. But after 7% strain, the unique microstructure of TRIP locally stabilizes plastic deformation and increases strength. Material stretching is then distributed to adjacent material. The progression delays the onset of localized thinning and necking that often leads to stamping failure. This characteristic of sustained high n-value between 5% and 20% strain is different from that of conventional HSS and dual phase steels, whose n-values tend to diminish in this range. As a result, complex automotive components that cannot be made with dual phase can often be made with TRIP steels. Properties of several materials are compared in Figure 2.4.3.3.2-1 4, 5, 6

MATERIALS

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7a
True Stress (MPa)

True Stress - True Strain TRIP 400/600 DP350/600 HSLA 350/450

800 700 600 500 400 300 200 100 0 0 5

7b 5 0 0
True Stress (MPa) 400 300 200 100 0 0

10 % True Strain

15

20

0.25 0.5 0.75 % True Strain

7c
n-value

0.25 0.2 0.15 0.1 0.05 0 0 5

Instantaneous n-value TRIP 400/600 DP350/600 HSLA 350/450

10 % True Strain 15 20

Figure 2.4.3.3.2-1 True stress-strain and instantaneous n-value for HSLA 350/450, DP350/600, and TRIP 400/600

2.4.3.3.3 Formability Dual Phase

At a strain range of 5 to 15%, HSLA 340 and DP350/600 have similar n-values. Also, DP has an r-value of 1.0. These facts may seem to imply that there is no advantage in formability for either steel grade. But, dual phase steels exhibit rapid stain hardening prior to 5% strain. This characteristic allows strain to be distributed across greater volumes of material and delays the onset of local necking. As a result, the formability of DP is better than that of a conventional high strength steel of similar yield strength, as illustrated in Figure 2.4.3.3.3-1.

Section 2.4 Hot Rolled and Cold Rolled Steels

MATERIALS

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2 .2 2 .1 8 2 .1 6 2 .1 4 2 .1 2 2 .1 2 .0 8 2 .0 6
HS LA 50 HSLA DUAL-TEN DP

Page 2.4-11

DeepDeep Draw ) Draw (LDR

Limiting Draw Ratio (LDR)

Limiting Draw Height (LDH)

1 2 .2 12 1 1 .8 1 1 .6 1 1 .4 1 1 .2 11 1 0 .8 1 0 .6 1 0 .4

Stretch Form(LDH) Stretch Form

HSLA 50 HSLA

DUAL-TEN DP

350/450

350/600 590

350/450

350/600 590

Figure 2.4.3.3.3-1 Comparison of DP350/600 and HSLA350/400 for LDR and LDH6

TRIP As discussed in Section 2.4.3.2, TRIP steels can sustain their n-value much longer than other grades. Even though the initial n-value is lower than that of dual phase steels, it increases and maintains itself into high strain ranges, which gives TRIP an advantage in severe stretch applications. 1 TRIP steels have a relatively low r-value, approximately 1.0. Despite this fact, TRIP has excellent deep drawability. The mechanics of this contradictory phenomenon are complicated, but in simple terms the microstructure of TRIP steel inhibits local thinning between a flange and wall section, thus improving formability. 1

2.4.3.3.4 Structural Steel Performance of AHSS

The superior formability of advanced high strength steels, compared with conventional high strength steels of similar initial yield strengths, give the automotive designer more flexibility to optimize part geometry. This section discusses other component performance criteria that also affect vehicle performance such as stiffness, strength, durability, and crash energy management. Stiffness The stiffness of a component is controlled by material modulus of elasticity (E) and component geometry (including gauge). Since the modulus of elasticity is constant for steel, changing the grade will not influence vehicle stiffness; the designer must modify component geometry. The enhanced formability of AHSS offers greater design flexibility, which will allow a designer to improve component stiffness without increasing mass or sacrificing strength. Reductions in gauge can be offset by changes in geometry or the use of continuous joining techniques such as laser welding or adhesive bonding. Strength Component strength is a function of its geometry and yield and/or tensile strength. As noted previously, advanced high strength steels offer improvements in design flexibility due increased formability and enhanced work hardening capability. Additionally, these grades of steels also have excellent bake hardening ability. The combination of superior work hardening and excellent bake hardening enhances the final as-manufactured strength of AHSS components. Component material strengths for a typical HSLA grade and a similar Dual Phase grade are compared in Figure 2.4.3.3.4-1. 6 In order to optimize the mass of a vehicle, it is important to design to the MATERIALS Section 2.4 Hot Rolled and Cold Rolled Steels

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final as-manufactured strength to avoid the over design that occurs when the part is based on asrolled material properties.

Component Material Strength

DUAL-TEN DP 590 350/600 Sheet YS Work-Hardening Bake-Hardening 0 100 200 300 400 500 600 Yield Strength (MPa)
Figure 2.4.3.3.4-1 Comparison between DP350/600 and HSLA350/450 subjected to a 2% strain and bake hardened

HSLA50 H SLA 350/450

Fatigue Fatigue in a structural component involves complicated relationships among several factors that include geometry, thickness, applied loads and material endurance limit 1 . It has been shown that the endurance limit of a material increases with tensile strength. 7, 8 Superior work and bake hardening significantly increase the as-manufactured strength of AHSS components, which will result in a better fatigue performance. 9 Crashworthiness Crashworthiness requirements are becoming increasingly stringent. As a result, materials must be able to absorb more energy in a crash scenario. Steel exhibits sensitivity to strain rate under a dynamic load such as a crash. This condition is shown in Figure 2.4.3.3.4-2. The automotive designer/analyst should incorporate this effect into computer simulations to accurately predict crash performance because it has been shown that properly considering strain rate effects will improve model accuracy. 10, 11, 12

1000

Strain Rate Com p ar ison

Stress (MPa)

800 600 400 200 0

0.000 0.100 0.200 0.300 0.400

HS LA 5 0 - S t -Static HSLA350/450 a t i c HS LA 5 0 - C-Crash HSLA350/450 r a s h DDP350/600 -Static 0 - S t a t i c U A L- T E N 5 9 DP350/600 N 5 9 D U A L- T E-Crash 0 - C r a s h

Strain
Figure 2.4.3.3.4-2 Static and dynamic stress strain curves for a conventional HSS, HSLA350/450, and an AHSS, DP350/6003

Section 2.4 Hot Rolled and Cold Rolled Steels

MATERIALS

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Dual phase steel is predicted to have a significant advantage in energy absorption based on a comparison of the area under curves found in Figure 2.4.3.3.4-21 The higher energy absorption is attributed to the high work hardening rate and a high flow stress that distribute the strain more evenly and consequently engages greater volumes of material in the crash event. Work hardening and bake hardening improve the energy absorption because the formed and baked component will have a higher flow stress than the as-rolled material from which the component was manufactured. 12, 13, 14

2.4.4 AVAILABILITY AND TYPICAL MATERIAL PROPERTIES

Availability of hot and cold rolled sheet steels materials in regards to width and thickness, coupled with typical mechanical properties measured over thousands of tests made by steel producers and the Materials Uniformity Task Force of the Auto/Steel Partnership, is summarized in Table 2.4.4-1. Obviously, all materials are not available in every width and/or thickness and some widths and/or thicknesses may only be available from a limited number of producers. Consequently, producers must be consulted to determine availability of particular materials.

MATERIALS

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AUTOMOTIVE STEEL DESIGN MANUAL Table 2.4.4-1 Compilation of AISI and A/SP materials property data
typical property values

August 2002

Matl

SAE Class.

Grade SAE 1 2 3 1 2 3 4 5 180A 210A 250A 280A 180B 210B 250B 280B 300S 300S 340S 340S 300X 300X 300Y 340X 340X 340Y 380X 380Y 420X 420X 420Y 490X 490X 490Y 550X 550X 550Y 490R 550R 700R 830R 500DH 600DH 600DL1 600DL2 700DH 800DL 950DL 1000DL 800M 900M 1000M 1100M 1200M 1300M 1400M 1500M AISI CQ DQ DDQ CQ DQ DQ DDQ EDDQ Dent Resist Dent Resist Dent Resist Dent Resist Bake Hard Bake Hard Bake Hard Bake Hard HSS HSS HSS HSS HSLA HSLA HSLA HSLA HSLA HSLA HSLA HSLA HSLA HSLA HSLA HSLA HSLA HSLA HSLA HSLA HSLA Rec Anneal Rec Anneal Rec Anneal Rec Anneal Dual Phase Dual Phase Dual Phase Dual Phase Dual Phase Dual Phase Dual Phase Dual Phase Martensite Martensite Martensite Martensite Martensite Martensite Martensite Martensite

HR HR HR CR CR CR CR CR CR CR CR CR CR CR CR CR HR CR HR CR HR CR CR HR CR CR CR CR HR CR CR HR CR CR HR CR HR/CR CR CR CR CR HR/CR HR/CR HR/CR HR/CR HR/CR HR/CR HR/CR HR/CR HR/CR HR/CR HR/CR HR/CR HR/CR HR/CR HR/CR HR/CR

SAE J2329 SAE J2329 SAE J2329 SAE J2329 SAE J2329 SAE J2329 SAE J2329 SAE J2329 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340 SAE J2340

Total Strength Elng. n r Hard. Width Range Yield Tensile MPa/ksi MPa/ksi % Rb (mm) (in) 269/39 386/56 35 0.19 N/A 60 610 - 1829 24 - 62 248/36 338/49 37 0.19 1.1 54 610 - 1829 24 - 72 234/34 331/48 41 0.20 1.1 55 610 - 1829 24 - 72 296/43 331/48 35 0.20 1.1 50 610 - 1829 24 - 62 186/27 317/46 38 0.22 1.5 42 610 - 1829 24 - 72 186/27 317/46 42 0.22 1.5 42 610 - 1829 24 - 72 172/25 310/45 44 0.23 1.7 38 610 - 1829 24 - 72 159/23 303/44 46 0.23 2.0 32 610 - 1829 24 - 72 200/29 350/50 40 0.22 1.7 63 610 - 1829 24 - 72 210/30 375/54 39 0.21 1.6 65 610 - 1829 24 - 72 270/39 400/58 36 0.20 1.5 68 610 - 1829 24 - 72 300/43 430/62 36 0.18 1.4 70 610 - 1829 24 - 72 200/29 320/46 39 0.20 1.7 52 610 - 1829 24 - 72 221/32 352/51 41 0.19 1.6 54 610 - 1829 24 - 72 255/37 379/55 39 0.18 1.4 58 610 - 1829 24 - 72 324/47 421/61 37 0.17 1.1 67 610 - 1829 24 - 72 340/49 450/65 30 0.17 N/A 72 610 - 1829 24 - 72 340/49 379/55 28 0.17 1.0 70 610 - 1829 24 - 72 407/59 483/70 28 0.16 N/A 75 610 - 1829 24 - 72 379/55 455/66 26 0.17 1.3 72 610 - 1575 24 - 62 350/51 407/59 32 0.17 N/A 72 610 - 1829 24 - 72 352/51 469/68 28 0.16 1.1 70 610 - 1829 24 - 72 350/51 407/59 25 0.17 N/A 72 610 - 1829 24 - 72 407/59 483/70 30 0.17 N/A 75 610 - 1829 24 - 72 365/53 476/69 27 0.15 1.1 76 610 - 1524 24 - 60 365/53 476/69 26 0.15 1.1 76 610 - 1524 24 - 60 462/67 524/76 26 0.14 1.0 80 610 - 1524 24 - 60 462/67 524/76 24 0.14 1.0 80 610 - 1524 24 - 60 476/69 531/77 27 0.15 N/A 87 610 - 1829 24 - 72 462/67 524/76 25 0.15 1.0 87 610 - 1524 24 - 60 462/67 524/76 22 0.15 1.0 87 610 - 1524 24 - 60 531/77 600/87 24 0.13 N/A 90 610 - 1829 24 - 72 531/77 600/87 19 0.13 N/A 90 610 - 1524 24 - 60 531/77 600/87 17 0.13 N/A 90 610 - 1524 24 - 60 586/85 676/98 17 0.12 N/A 96 610 - 1829 24 - 72 586/85 676/98 17 0.12 N/A 96 610 - 1524 24 - 60 586/85 676/98 17 0.12 N/A 96 610 - 1524 24 - 60 540/78 600/87 15 N/A N/A 90 610 - 1524 24 - 60 600/87 700/101 12 0.12 N/A 96 610 - 1524 24 - 60 750/108 800/116 11 N/A N/A N/A 610 - 1524 24 - 60 900/130 1000/145 4 N/A N/A N/A 610 - 1524 24 - 60 340/49 550/80 25 N/A 90 610 - 1524 24 - 60 550/80 710/103 17 N/A 96 610 - 1524 24 - 60 550/80 710/103 18 N/A 96 610 - 1524 24 - 60 550/80 710/103 23 N/A 96 610 - 1524 24 - 60 600/87 760/110 15 N/A 97 610 - 1524 24 - 60 580/84 860/125 10 N/A 104 610 - 1524 24 - 60 680/98 1050/152 10 N/A 106 610 - 1524 24 - 60 810/117 1070/155 7 N/A 106 610 - 1524 24 - 60 800/116 900/131 N/A N/A N/A 610 - 1295 24 - 51 900/130 1025/149 5 N/A N/A 610 - 1295 24 - 51 960/139 1090/158 N/A N/A N/A 610 - 1295 24 - 51 1030/149 1180/171 5 N/A N/A 610 - 1295 24 - 51 1140/165 1340/194 5 N/A N/A 610 - 1295 24 - 51 1200/174 1400/203 5 N/A N/A 610 - 1295 24 - 51 1260/183 1480/214 5 N/A N/A 610 - 1295 24 - 51 1350/196 1580/229 5 N/A N/A 610 - 1295 24 - 51

Thickness (mm) 1.00 - 9.53 1.00 - 9.53 1.00 - 9.53 0.38 - 3.30 0.38 - 3.30 0.38 - 3.30 0.38 - 3.30 0.38 - 3.30 0.64 - 2.79 0.64 - 2.79 0.64 - 2.79 0.64 - 2.79 0.64 - 2.79 0.64 - 2.79 0.64 - 2.79 0.64 - 2.79 1.00 - 9.53 0.64 - 2.79 0.64 - 2.79 0.64 - 2.03 1.00 - 9.53 0.38 - 3.30 0.38 - 3.30 1.00 - 9.53 0.76 - 3.18 0.76 - 3.18 0.76 - 3.18 0.76 - 3.18 1.00 - 9.53 0.76 - 3.18 0.76 - 3.18 1.00 - 9.53 0.76 - 3.18 0.76 - 3.18 1.00 - 9.53 0.76 - 3.18 0.76 - 3.18 0.76 - 3.18 0.76 - 3.18 0.76 - 3.18 0.76 - 3.18 0.48 - 2.16 0.48 - 2.16 0.48 - 2.16 0.48 - 2.16 0.48 - 2.16 0.48 - 2.16 0.48 - 2.16 0.48 - 2.16 0.48 - 1.50 0.48 - 1.50 0.48 - 1.50 0.48 - 1.50 0.48 - 1.50 0.48 - 1.50 0.48 - 1.50 0.48 - 1.50 (in) 0.070 - 0.500 0.055 - 0.375 0.055 - 0.375 0.020 - 0.120 0.015 - 0.130 0.015 - 0.130 0.015 - 0.130 0.015 - 0.130 0.025 - 0.110 0.025 - 0.110 0.025 - 0.110 0.025 - 0.110 0.025 - 0.110 0.025 - 0.110 0.025 - 0.110 0.025 - 0.110 0.055 - 0.375 0.025 - 0.110 0.025 - 0.110 0.025 - 0.080 0.055 - 0.375 0.015 - 0.130 0.015 - 0.130 0.055 - 0.375 0.030 - 0.125 0.030 - 0.125 0.030 - 0.125 0.030 - 0.125 0.055 - 0.375 0.030 - 0.125 0.030 - 0.125 0.055 - 0.375 0.030 - 0.125 0.030 - 0.125 0.055 - 0.375 0.050 - 0.125 0.050 - 0.125 0.050 - 0.125 0.050 - 0.125 0.050 - 0.125 0.050 - 0.125 0.050 - 0.125 0.050 - 0.125 0.050 - 0.125 0.050 - 0.125 0.050 - 0.125 0.050 - 0.125 0.050 - 0.125 0.050 - 0.125 0.020 - 0.060 0.020 - 0.060 0.020 - 0.060 0.020 - 0.060 0.020 - 0.060 0.020 - 0.060 0.020 - 0.060 0.020 - 0.060

Section 2.4 Hot Rolled and Cold Rolled Steels

MATERIALS

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AUTOMOTIVE STEEL DESIGN MANUAL

Page 2.4-15

REFERENCES FOR SECTION 2.4 1. J.R. Shaw, B. K. Zuidema, New High Strength Steels Help Automakers Reach Future Goals for Safety, Affordability, Fuel Efficiency, and Environmental Responsibility SAE Paper 2001-01-3041. SAE Specification J2340, Categorization and Properties of Dent Resistant, High Strength, and Ultra High Strength Automotive Sheet Steels, Oct 1999, Society of Automotive Engineers, 400 Commonwealth Drive, Warrendale, PA, 15096-0001. ULSAB-AVC Consortium, Technical Transfer Dispatch #6, ULSAB-AVC Body Structure Materials, May, 2001. Konieczny A. A. , United States Steel Internal Report J. R. Fekete, A.M. Stibich, M. F. Shi, A Comparison of Energy Absorption of HSLA vs. Dual Phase Sheet Steel in Dynamic Crush, SAE Paper 2001-01-3101. J. R. Shaw, K. Watanabe, M. Chen, Metal Forming Characterization and Simulation of Advanced High Strength Steels SAE Paper 2001-01-1139, 2001. K. Eberle, Ph. Harlet, P. Cantineaus, and M. Vande Populiere, "New thermomechanical strategies for the realization of multiphase steels showing a transformation induced plasticity (TRIP) effect," 40th MWSP Conference, Vol. XXXVI, Iron and Steel Society, Warrendale, PA, (1998), 83-92. J-O. Sperle, "Fatigue Strength of High Strength Dual-Phase Steel Sheet," Int. Journal of Fatigue 7 no 2 (1985) pp. 79-86. K. Mahadevan, P. Liang, J. R. Fekete, "Effect of Strain Rate in Full Vehicle Frontal Crash Analysis," SAE Technical Paper no. 2000-01-0625, Society of Automotive Engineers, Warrendale, PA, USA. Simunovic, S., Shaw, J., Aramayo, G., Material modeling effects on impact deformation of ultralight steel auto body, SAE Paper 2000-01-2715, 2000. S. Simunovic, J. Shaw, "Effect Material Processing in Full Vehicle Crash Analysis," SAE Technical Paper No. 2000-01-1056, Society of Automotive Engineers, Warrendale, PA, USA. T. Dutton, S. Iregbu, R. Sturt, A. Kellicut, B. Cowell, K. Kavikondala, The Effect of Forming on the Crashworthiness of Vehicles with Hydroformed Frame Siderails, SAE Paper 1999-01-3208,1999 X. M. Chen, M. F. Shi and P. M. McKune, S.M. Chen, Applications of High Strength Steels in Hydroforming Dual Phase Vs. HSLA, SAE Paper 2001-01-1133, 2001.

2.

3. 4. 5. 6. 7.

8. 9.

10. 11.

12.

13.

MATERIALS

Section 2.4 Hot Rolled and Cold Rolled Steels

Page 2.4-16 14.

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B. K. Zuidema, S. G. Denner, B. Engl, J. 0. Sperle, New High Strength Steels Applied to the Body Structure of ULSAB-AVC SAE Paper 2001-01-3042, 2001

BIBLIOGRAPHY FOR SECTION 2.4 Refer to Section 2.15 for a comprehensive bibliography for Section 2.1 to 2.14.

Section 2.4 Hot Rolled and Cold Rolled Steels

MATERIALS