Abstract

ABSTRACTFe–0.67C–1.55Mn–1.99Al–0.60Cr–0.038Nb (Fe–2Al) and Fe–0.63C–1.52Mn–1.49Si–0.62Cr–0.036Nb (wt.%) (Fe–1.5Si) were designed and both subjected to novel quenching–partitioning–tempering (Q–P–T) process, and the effect of 2 wt.% Al replacing 1.5 wt.% Si on mechanical properties was studied. The Fe–2Al Q–P–T martensitic steel exhibited a tensile strength of 1640 MPa and elongation of 21.1% accompanied with product of strength and elongation (PSE) of 43.65 GPa %, which is superior to the third generation advanced high strength of 30 GPa %. While the tensile strength of Fe–1.5Si Q–P–T martensitic steel is 1.950 GPa, and the total elongation only is 12.4%, whose PSE is less than 30 GPa %. High ductility of Fe–2Al Q–P–T martensitic steel origins from that the dislocation absorption by retained austenite effect and high mechanical stability of retained austenite due to the addition of Al, which avoids the formation of more brittle strain –induced twin-type martensite from retained austenite transformation. The lower strength of Fe–2Al Q–P–T steel than Fe–1.5Si Q–P–T steel is attributed to lower elastic modulus of former steel after Q–P–T process.

Highlights

  • Reduction in vehicle weight has been driven by the need to increase fuel efficiency and reduce CO2 emissions [1,2]

  • Fe–Mn–Si base-advanced high strength steels by Al element replacing or partially replacing Si element will evolve to lightweight steels, in which the weight percent of Al is usually higher than 3% accompanying with the existence of high temperature BCC-d ferrite at room temperature, such as Fe–0.39C–0.77Si–1.50Mn–3.35Al [7]

  • We proposed dislocation absorption by retained austenite (DARA) effect in medium-carbon quenching– partitioning–tempering (Q–P–T) steel based on the measurement of average dislocation densities in both martensite and retained austenite during deformation by XRD linear profile analysis (XLPA)

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Summary

Introduction

Reduction in vehicle weight has been driven by the need to increase fuel efficiency and reduce CO2 emissions [1,2]. Automotive steels require a combination of specific strength and ductility for forming complex shapes as well as improving crashworthiness qualities. Structural reinforcement components such as A- and B-pillars, side sills, and front cross members require ultra-high strength above 1 GPa, together with good ductility (total elongation of 15–20%) [6]. Fe–Mn–Si base-advanced high strength steels by Al element replacing or partially replacing Si element will evolve to lightweight steels, in which the weight percent of Al is usually higher than 3% accompanying with the existence of high temperature BCC-d ferrite at room temperature, such as Fe–0.39C–0.77Si–1.50Mn–3.35Al [7]. Finish temperature (Mf); partitioning at (one-step) or above Tq (two-step) to obtain more carbon-enriched retained austenite at room temperature

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