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techforum
Issue 1 | 2009
PUBLISHER
ThyssenKrupp AG, Corporate Center Communications, Strategy & Technology, August-Thyssen-Str. 1, 40211 Dsseldorf, Germany,
Telephone: +49 (0)211/824-36291, Fax: +49 (0)211/824-36285
ThyssenKrupp techforum appears once or twice a year in German and English. Reprints with the permission of the publisher only.
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ISSN 1612-2771
Cover
Materials play a strategically important role at ThyssenKrupp they form the
basis for a large number of our products. The materials used are tailored to
the specific purpose and as in the case of steel strip not only offered as
standard coil, but also coated in a wide variety of processing treatments, e.g.
via high-quality galvanizing of the surface for corrosion protection purposes
as required by the auto industry.
The cover image shows a looping tower in hot-dip galvanizing line 8 in
Dortmund, which serves as an accumulator for coil changing. This is necessary
to ensure the continuous coating of the material.
The process on a hot-dip galvanizing line begins with the cleaning of the
steel strip, followed by a stress-relief annealing. Temperatures of around 800 C
ensure the high degree of formability required later. The strip is then drawn
through a bath of molten zinc, where a jet removes the excess zinc to achieve
coating layers between 7 m and 10 m thick. The line settings and the surface
quality depend heavily on the material concept used and are taken into account
when developing the steels. Close cooperation between the development depart-
ments and production results in highly innovative solutions tailored to the needs
of our customers.
ThyssenKrupp techforum 1 | 2009
Foreword | 3
Dr.-Ing. Ekkehard D. Schulz,
Chairman of the Executive Board of ThyssenKrupp AG
Dear Readers,
We come into contact with modern materials every day. In many ways they form the basis for new
developments which benefit all of us. Modern material technologies represent key technologies with
which Germany is very well positioned on the global market. But most people are only vaguely aware
of the close link between product and material.
Materials also play a prominent role at ThyssenKrupp. Their strategic importance is underlined by
the creation of the new Materials division. This issue of ThyssenKrupp techforum sets out to give
you an impression of the wide range of themes we address and our strong innovative capabilities
in the area of materials.
Simulations make it possible to realistically predict the properties of new materials and thus signif-
icantly shorten the development cycle. Last year the state of North Rhine-Westphalia in association with
numerous industrial partners led by ThyssenKrupp opened the Interdisciplinary Centre for Advanced
Materials Simulation (ICAMS) at the Ruhr University Bochum. Reductions in fuel consumption to meet
stricter CO2 emissions standards can be achieved by means of lighter structural parts and chassis
components, the use of advanced high-strength steels with improved forming properties, and suitable
forming processes. When it comes to saving energy, weight reduction also plays a key role in the
design of elevator cabs. We highlight a non-oriented electrical steel for use in electric drives which
exhibits special magnetic properties. The DOC Dortmunder OberflchenCentrum surface engineering
center is engaged in the development of tailored coatings which are applied in a continuous process.
Nickel-base steels and alloys are used in the transportation and storage of liquefied gases at low
temperatures and also increasingly in the aerospace, automotive and engineering industries. NIROSTA
materials are needed for the experiments carried out by the CERN nuclear research center to gain
a better understanding of conditions at the time of the Big Bang. A newly designed converter permits
the production of high-strength superferritic steel grades as an alternative to more cost-intensive
austenitic steels. For the construction of roads subject to particularly high loads, the surfacing material
Lidonit
is increasingly in demand thanks to its strength, grip and noise abatement properties. In railway
engineering, ThyssenKrupp offers a full range of services for rail materials and components.
I hope you will find the articles in this issue interesting and enjoyable.
ThyssenKrupp techforum 1 | 2009
4 | Contents
10 | ICAMS from atoms to materials
PROF. DR. RER. NAT. RALF DRAUTZ ICAMS founding Director | Ruhr University Bochum
PROF. DR. RER. NAT. ALEXANDER HARTMAIER ICAMS Director | Ruhr University Bochum
DR. RER. NAT. KLAUS-PETER IMLAU Senior Vice President of the Center of Materials Excellence | ThyssenKrupp Steel AG, Duisburg
DR.-ING. HANS-PETER SCHMITZ Senior Manager, Technology and Innovation Management | ThyssenKrupp Steel AG, Duisburg
PROF. DR. RER. NAT. INGO STEINBACH ICAMS Director | Ruhr-Universitt Bochum
ThyssenKrupp Steel has a long-standing and successful collaboration with the Ruhr University Bochum. With the
opening of the Interdisciplinary Centre for Advanced Materials Simulation (ICAMS) in June 2008, the cooperation was
extended to include a further highlight. ICAMS focuses on the multi-scale simulation of materials and their surfaces
to achieve a better understanding and more systematic improvement of materials behavior. By establishing a new
masters course, ICAMS will provide training and educate a new generation of materials engineers.
14 | Hot stamping innovative manufacturing process for lightweight
automotive construction with steel
DR.-ING. FRANZ-JOSEF LENZE Senior Manager Hot Stamping | ThyssenKrupp Steel AG, Dortmund
DIPL.-ING. SASCHA SIKORA Project Manager Hot Stamping | ThyssenKrupp Steel AG, Dortmund
DIPL.-ING. JANKO BANIK Project Engineer | ThyssenKrupp Steel AG, Dortmund
MANFRED MEURER Team Manager Hot-dip Coating | DOC Dortmunder OberflchenCentrum GmbH, Dortmund
Hot stamping is currently attracting a lot of interest in the manufacture of automotive body parts. The production
of high-strength, complex-shaped components which are free of springback permits a significant weight reduction
while at the same time increasing passenger safety in the event of a crash. To investigate the properties of these
parts and characterize the materials used, a test facility was set up at ThyssenKrupp Steel to carry out hot stamping
under near-production conditions. In addition, new processing technologies and coating developments are tested
on the pilot line. Examples presented are tailored tempering to achieve various properties on the basis of part
geometry and inductive heating as an alternative heat-treatment process.
10 |
28 |
14 |
34 |
22 |
ThyssenKrupp techforum 1 | 2009
Contents I 5
22 | Development trends in advanced high-strength steels
DR.-ING. ROLAND SEBALD Team Leader New Steels, Center of Materials Excellence | ThyssenKrupp Steel AG, Duisburg
DR.-ING. THOMAS HELLER Team Coordinator Development and Optimization, Center of Materials Excellence | ThyssenKrupp Steel AG, Duisburg
Lightweighting and occupant safety have played a key role in the design of new vehicles for many years. ThyssenKrupp
Steel has kept pace with this trend, producing a large number of new steels displaying increasing strengths and good
formability. Current developments are also taking greater account of a wide range of processing and service properties.
28 | Non-oriented (NO) electrical steel sheet for electric vehicle drives
DR. RER. NAT. DOROTHE DORNER Coordinator Materials Center of Excellence | ThyssenKrupp Steel AG, Duisburg
DR.-ING. KARL TELGER Team Leader Process and Product Development | ThyssenKrupp Steel AG, Bochum
DR.-ING. ANDREAS BASTECK Team Leader Technical Customer Advice NO Electrical Steel Sales IDS | ThyssenKrupp Steel AG, Duisburg
DIPL.-ING. MARCO TIETZ Coordinator Technical Customer Advice NO Electrical Steel Sales IDS | ThyssenKrupp Steel AG, Duisburg
The current climate debate and concerns about peak oil are initiating a trend toward more energy-efficient vehicles.
Against this background there is a growing focus on alternative in particular electric drives. The high rotational
speeds, small size and increased cooling requirements for these electric motors are placing greater demands on
the NO electrical steel. ThyssenKrupp Steel has developed 330-30AP, a steel grade capable of satisfying the many
and varied requirements of electric motors. At a polarization of 1 Tesla it displays low core losses of 75 W/kg at
1,000 Hz. Even with low magnetic field requirements, this material is characterized by a good polarization.
34 | Innovative surface engineering basis for tomorrows materials development
DR. RER. NAT. JESSICA BRINKBUMER Coordinator Functional Corrosion Protection | DOC Dortmunder Oberflchencentrum GmbH, Dortmund
DR.-ING. MICHAEL STEINHORST Managing Director | DOC Dortmunder Oberflchencentrum GmbH, Dortmund
Surface engineering has become established as an important field of materials technology. Many of the properties
of a material, such as corrosion and scratch resistance, are determined by its surface. The importance of surface
to an end product should not be underestimated: In addition to shape, surface is a major determinant of product
design. As a visible and touchable external skin it represents the materials calling card. Accordingly, the
DOC Dortmunder OberflchenCentrum surface engineering center develops tailored coatings for ThyssenKrupps
materials. As a subsidiary of ThyssenKrupp Steel, activities of DOC
materials
for the world's largest particle accelerator
DIPL.-ING. WOLFGANG GEBEL Technical Product Manager | ThyssenKrupp Nirosta GmbH, Krefeld
DIPL.-ING. GERT WEI Head of Product Services | ThyssenKrupp Nirosta GmbH, Krefeld
In October 2009 one of the world's famous nuclear research institutions CERN (Conseil Europen pour la Recherche
Nuclaire) in Geneva plans to restart the world's largest particle accelerator, the LHC (Large Hadron Collider). The LHC
will help to simulate the conditions at the beginning of the universe, the Big Bang. It operates at temperatures near
absolute zero in an inconceivably strong magnetic field. The materials used for this simulation, NIROSTA
4375 and
NIROSTA
4307, demonstrate the capabilities of austenitic stainless steels even under extreme conditions.
42 | 48 |
56 | 62|
ThyssenKrupp techforum 1 | 2009
Contents I 7
56 | New VOD converter allows high-strength steel grades with fewer interstitial elements
ING. ANDREA BRUNO Product Manager | ThyssenKrupp Acciai Speciali Terni SpA., Terni/Italy
DR.-ING. DOMENICO SCIABOLETTA Technological Process/Product Development | ThyssenKrupp Acciai Speciali Terni SpA., Terni/Italy
The new VOD (Vacuum Oxygen Decarburization) converter installed at Acciai Speciali Terni in Terni, Italy successfully
completed the making of the first heats in May 2008. The new converter represents a significant quantum leap,
from a technical perspective, over the AOD (Argon Oxygen Decarburization) converter already in operation. The main
features of this state-of-the-art unit are described in this article in terms of technology, commercial spin-offs and
realizable steel grades.
Stahlgten vorgestellt.
62 | On land, sea and air: iron-nickel low-expansion alloys gaining ground
DR. RER. NAT. BERND DE BOER Head of Applications Technology | ThyssenKrupp VDM GmbH, Werdohl
DR. RER. NAT. BODO GEHRMANN Project Manager Research and Development | ThyssenKrupp VDM GmbH, Werdohl
DR.-ING. JUTTA KLWER Head of Research and Development | ThyssenKrupp VDM GmbH, Werdohl
Iron-nickel alloys containing 36% nickel display minimum thermal expansion. Due to this property, FeNi36 has long
been used in electronics, television engineering and the lamp industry. Through targeted material enhancements,
ThyssenKrupp VDM has now made Pernifer
, a high-quality ballast
processed and sold by ThyssenKrupp MillServices & Systems, has proven its suitability for the construction of
particularly heavily traveled roads with properties such as strength, grain shape and grip.
ThyssenKrupp techforum 1 | 2009
10 |
| Coating of flat steel view into a hot-dip galvanizing line
ThyssenKrupp techforum 1 | 2009
| 11
ICAMS from atoms to materials
PROF. DR. RER. NAT. RALF DRAUTZ ICAMS founding Director | Ruhr University Bochum
PROF. DR. RER. NAT. ALEXANDER HARTMAIER ICAMS Director | Ruhr University Bochum
DR. RER. NAT. KLAUS-PETER IMLAU Senior Vice President of the Center of Materials Excellence | ThyssenKrupp Steel AG, Duisburg
DR.-ING. HANS-PETER SCHMITZ Senior Manager, Technology and Innovation Management | ThyssenKrupp Steel AG, Duisburg
PROF. DR. RER. NAT. INGO STEINBACH ICAMS Director | Ruhr-Universitt Bochum
ThyssenKrupp Steel has a long-standing and successful collaboration with the Ruhr University Bochum.
With the opening of the Interdisciplinary Centre for Advanced Materials Simulation (ICAMS) in June 2008,
the cooperation was extended to include a further highlight. ICAMS focuses on the multi-scale simulation
of materials and their surfaces to achieve a better understanding and more systematic improvement of
materials behavior. By establishing a new masters course, ICAMS will provide training and educate a new
generation of materials engineers.
Material simulation
Computer-assisted simulations are already in use in many areas
of technology. However, they are only at an early stage where the
development and optimization of new materials is concerned. Up
to now it has not been possible to make adequately accurate
forecasts of the material behaviors such as strength, toughness or
corrosion resistance, and these have to be determined instead in
time- and cost-intensive experiments and tests. Computer-assisted
simulation can also deliver key impetus for the development and
optimization of surfaces. Now, the use of multi-scale simulations
offers completely new opportunities for the future development of
metallic materials and their surfaces. By means of virtual experi-
ments carried out on the computer at ICAMS, it is now possible for
the first time to make an isolated analysis of how specific factors
such as alloying elements I Fig. 1 I or individual steps in the manu-
facturing process I Fig. 2 I and processing affect material behavior.
For example, it is possible to switch off specific interdependencies
on the computer. ICAMS will thus play an important part in helping
ThyssenKrupp Steel to retain an innovative lead in material develop-
ment in the future.
Motivation and background
Currently, when developing new or improved materials, the approach
is largely empirical and based on laboratory investigations. For
example, in order to understand the links between an external load
and damage to materials, the microstructure of the damaged mate-
rial is analyzed on a micrometer length scale. In such investigations,
however, it is not possible to see directly how the microstructure
behaves as the result of a modification to the atomic structure
for example along a grain boundary and the behavior of the
atomic bonds.
However, it is possible to describe the chemical bonds between
atoms using the laws of quantum mechanics I Fig. 3 I and bonding
forces at atomic level can thus be determined via computer simu-
lations. This allows examinations which start by analyzing not
the macroscopic length scale but rather the atomic structure of a
material on the electronic length scale, from which conclusions
can be drawn about the microstructure of a material (mesoscale).
The microstructure of a material can be used to predict its macro-
scopic behavior I Fig. 4 I. This converse approach is known as
multi-scale modeling.
ThyssenKrupp techforum 1 | 2009
Fig. 2 | 3D phase field simulation of the growth of dendrites
12 | ICAMS from atoms to materials
Fig. 1 | Theoretically forecast ordering of an alloy with different compositions
Fig. 3 | Simulation of the electronic structure using the
density functional theory
0.5 mm
0
.
5
m
m
ThyssenKrupp techforum 1 | 2009
ICAMS from atoms to materias | 13
Multi-scale modeling is necessarily interdisciplinary. Traditionally,
physicists or chemists work at the atomic scale, material engineers
at microstructure level and engineers at the macro scale. At ICAMS,
the various disciplines work together in a single centre a unique
feature of ICAMS and a prerequisite for the effective realization of
multi-scale modeling.
The three endowed professorships at ICAMS complement each
other ideally: Atomistic modeling feeds into mesoscale simulation,
while microstructure calculations at mesoscale level lay the foun-
dations for analyzing the mechanical behavior of materials.
The fact that today the multi-scale modeling of materials still
means tearing down barriers between traditional disciplines also
means that there are not yet any engineers who have been taught
to derive and understand properties of materials from their atomic
structures. Here, ICAMS will create a new Masters degree course
to educate a new generation of material engineers who will grow
up in a multi-scale world rather than restricting their focus to just
one discipline.
ICAMS was founded on the initiative of the Impulskreis Werk-
stoffinnovation. It is funded by ThyssenKrupp Steel, Salzgitter
Mannesmann Forschung, Robert Bosch, Bayer MaterialScience,
Bayer Technology Services and Benteler Stahl/Rohr. The industrial
partners and the state of North Rhine-Westphalia have shared the
cost of the necessary start-up capital.
Intention of ThyssenKrupp Steel/outlook
From the point of view of ThyssenKrupp Steel, ICAMS will play a
decisive role in ensuring that the company retains an innovative
lead over competitors in the future. That is why ThyssenKrupp was
pleased to contribute to the financing of the Institute.
The material engineers trained at ICAMS will be acquainted just as
well with the principles of quantum mechanics as with the forming
characteristics of steel blanks in the deep-drawing presses of auto-
mobile manufacturers. Great hopes are being placed in these new
specialists. As experts for new, highly innovative simulation engi-
neering, they will ensure that the success of the work at ICAMS has
a sustained effect on the success of ThyssenKrupp Steel.
Multi-scale simulation will develop into one of the key tech-
nologies of this century. However, despite all the opportunities and
evident advantages that ICAMS and multi-scale simulation offer, it
must be borne in mind that material development on the computer
is one of the most complex scientific issues there is, and it will not
render obsolete the conventional method of developing new materials
and their coatings, which has been extremely successful over the
decades. ICAMS and multi-scale simulation will however provide
significant impetus for the development and optimization of materials
and their surfaces within quite a short period. In the long term, inno-
vative materials will be developed on the computer.
Mesoscale Microscale
Fig. 4 | Visualization of a multi-scale simulation
Macroscale
14 |
ThyssenKrupp techforum 1 | 2009
| Pilot line for hot stamping in Dortmund
Hot stamping is currently attracting a lot of interest in the manufacture of automotive
body parts. The production of high-strength, complex-shaped components which are
free of springback permits a significant weight reduction while at the same time increas-
ing passenger safety in the event of a crash. To investigate the properties of these parts
and characterize the materials used, a test facility was set up at ThyssenKrupp Steel to
carry out hot stamping under near-production conditions. In addition, new processing
technologies and coating developments are tested on the pilot line. Examples presented
are tailored tempering to achieve various properties on the basis of part geometry and
inductive heating as an alternative heat-treatment process.
| 15
DR.-ING. FRANZ-JOSEF LENZE Senior Manager Hot Stamping | ThyssenKrupp Steel AG, Dortmund
DIPL.-ING. SASCHA SIKORA Project Manager Hot Stamping | ThyssenKrupp Steel AG, Dortmund
DIPL.-ING. JANKO BANIK Project Engineer | ThyssenKrupp Steel AG, Dortmund
MANFRED MEURER Team Manager Hot-dip Coating | DOC Dortmunder OberflchenCentrum GmbH, Dortmund
Hot stamping innovative man-
ufacturing process for lightweight
automotive construction with steel
ThyssenKrupp techforum 1 | 2009
16 | Hot stamping innovative manufacturing process for lightweight automotive construction with steel
Fig. 1 | Examples of the use of press hardened parts
Press hardening of structural parts
To meet the growing demands for strength and stiffness in structural
auto body parts, high-strength steels are increasingly being used
for these applications. The body accounts for more than a third of a
vehicle's weight, a fact often cited in discussions on emissions and
fuel consumption and an incentive to aim for a substantial weight
reduction in this area. Quenched and tempered structural parts are
therefore increasingly being used in body-in-white assemblies to
optimize weight. For example, the use of hot-stamped die-quenched
parts reduced the weight of the current Volkswagen Passat by
20 kg compared with the same model made from conventional
cold-stamped grades. Parts currently manufactured by this process
are shown in I Fig. 1 I.
In hot stamping, quench hardening takes place in the die. With
manganese-boron steels, such as MBW
1500+AS. This
allows the part to be precisely matched to local requirements and
also cuts down weight.
A further approach for combining different strength levels within
one component is to vary the thermo-mechanical process route
during stamping. This is being investigated by the application tech-
nology unit in partnership with the Metal Forming business unit.
A new hot stamping process was tested under near-production
conditions with the aim of tailoring the properties of the hot-stamped
part to crash safety requirements. New tooling concepts are used
to integrate the properties of the part into the production process.
The aim is to manufacture parts with customized strength and
elongation properties. This technology is therefore referred to as
Tailored Tempering I Fig. 5 I.
These defined properties are achieved by modifying the temperature
distribution within the die. Hot stamping dies commonly used today
are heated during production to 100 - 200 C and cooled with water to
hold them at these temperatures. Once the austenitized manganese-
boron steel has been stamped in the die, it cools quickly due to the
difference in temperature between the steel and die. A martensitic
microstructure forms in the steel. To achieve high strength levels,
the steel must be cooled at a rate of 27 K/s. However, with steel it
is possible to create different microstructures by cooling at different
rates. Targeted temperature control during and after stamping, e.g.
by heating the die to a higher temperature, slows down the cooling
rate which leads to a different microstructure with reduced strength
and improved ductility. However, this requires the die to be heated to
a temperature above the martensite start temperature. For example,
it is possible to obtain a ferritic-pearlitic microstructure with a strength
of approx. 600 MPa and a residual elongation of more than 17%
which is therefore able to absorb impact energy more efficiently.
The combined know-how of the Metal Forming business unit and
the application technology department is used in the design of pro-
cesses for this technology. Development work begins with a process
20 | Hot stamping innovative manufacturing process for lightweight automotive construction with steel
Fig. 5 | Technological properties of Tailored Tempering
0 5 10 15 20 25 30
ThyssenKrupp techforum 1 | 2009
ThyssenKrupp techforum 1 | 2009
Hot stamping innovative manufacturing process for lightweight automotive construction with steel | 21
simulation which provides the basic data for practical tests in the
application technology department. The first prototype components
display excellent properties.
Shortening the hot stamping process chain
Further facilities are being planned and built to meet the growing
demand for hot-stamped parts. However, the profitability and energy
efficiency of the production line must be taken into consideration.
The cycle time for hot-stamped parts is mainly dependent on the
die closing times and the time required for tempering the steel.
In addition, in the case of materials with metallic coatings the time
needed for the coating to form an alloyed layer has to be taken into
account. Conventional facilities with roller hearth furnaces, which
are currently used in over 90% of production lines, are inefficient
because they operate at temperatures below 600 C. Here cycle times
and energy efficiency can be optimized by using alternative heat-
treatment processes. The application technology unit is focusing on
the use of inductive heating. With this technology, heating is carried
out much more quickly and the energy is absorbed by the blank and
not via the workpiece surface as in conventional processes.
According to current plans, the heated blank will be placed in the
furnace to ensure the complete and homogeneous austenitization
of the material. This concept would make it possible to shorten the
required furnace section by up to 50%. The design of the process
window with regard to the coating concepts used will be investigated
in further tests. As well as shortening the process, the induction unit
will also make it possible to investigate the material behavior of sub-
sequently tempered parts so that part properties can be tailored
to requirements.
Conclusion
There is currently steady growth in the use of hot-stamped parts and
the number of production facilities. This technology plays a major
role in reducing the weight of vehicles. If further progress is made
with the integration of several parts into a single hot-stamped part,
the process promises to provide even greater potential for reducing
costs and vehicle weight in the future. The use of hot stamping
to produce complex structural parts is therefore likely to become
increasingly popular in the future.
ThyssenKrupp techforum 1 | 2009
22 |
| Pilot production in Dortmund: Testing new steels on a small scale
ThyssenKrupp techforum 1 | 2009
Modern advanced high-strength steels for the auto industry
In the course of the last 20 years, body development in the auto
industry has become increasingly focused on lightweighting and crash
safety. Due to the current CO2 debate, weight reduction is becoming
more and more important. Steel offers many design advantages
as it permits cost-effective lightweighting concepts with very good
crash performance. These advantages are reflected in the constantly
rising demand for modern advanced high-strength steels. Delivery
volumes for these steels have trebled in the last five years. As the
proportion of steels with strengths above 500 MPa in new vehicle
developments continues to increase, demand will rise further in the
coming years. ThyssenKrupp Steel is responding to this growth in
demand with numerous innovative products.
A wide range of requirements in terms of processing and
service properties must be taken into account when developing new
materials. In order to ensure that relevance to customer require-
ments is not lost in the large number of material developments, steel
development must be synchronized with development processes at
customers. For this reason, a material approval process has been
defined and implemented in cooperation with other steel companies
and auto manufacturers.
Demands on modern steel development
Lightweight construction using steel is based on the possibility of
reducing sheet thicknesses while maintaining or even improving
component strength through the use of higher-strength materials.
The resultant demand for ever increasing strengths while retaining
good formability has defined the direction of development in recent
years. In addition, the modification of processing and service prop-
erties is playing an increasingly important role and is already the
main objective of some current material developments. Examples
include improved weldability or reduced notch sensitivity. Several
auto manufacturers have also expressed reservations about using
steels with strengths above 1,000 MPa, as they feel there is in
principle a risk of hydrogen embrittlement, i.e. brittleness caused
by the diffusion and dispersion of hydrogen in their metal matrix.
ThyssenKrupp Steel is tackling this major field of work together with
other steel manufacturers and the auto industry. Several sample
developments are presented in more detail in the following.
Steels with high strengths
In the area of cold-rolled advanced high-strength steels, three
material groups are available to users. In addition to dual-phase
| 23
Development trends in advanced
high-strength steels
Lightweighting and occupant safety have played a key role in the design of new vehicles for many years.
ThyssenKrupp Steel has kept pace with this trend, producing a large number of new steels displaying
increasing strengths and good formability. Current developments are also taking greater account of a
wide range of processing and service properties.
DR.-ING. ROLAND SEBALD Team Leader New Steels, Center of Materials Excellence | ThyssenKrupp Steel AG, Duisburg
DR.-ING. THOMAS HELLER Team Coordinator Development and Optimization, Center of Materials Excellence, | ThyssenKrupp Steel AG, Duisburg
Steel class Mild steels HSS AHSS UHSS
Steel grade
ThyssenKrupp techforum 1 | 2009
24 | Development trends in advanced high-strength steels
steels, retained austenite or TRIP (TRansformation Induced Plasticity)
steels are offered for applications with high forming requirements.
Fine-grained complex-phase steels lend themselves to use where
high yield strengths are also desired in component areas with low
deformation. These three widely used material groups are available
as cold-rolled, mass-produced products in strength classes from
500 to 800 MPa. In the range of hot-rolled steels, minimum tensile
strengths of 980 MPa can be achieved in complex-phase steels and
1,180 MPa in martensitic steels I Fig. 1 I. Cold-rolled steel grades
in the 1,000-MPa strength class are currently in development and
undergoing operating trials. Production of these steels places great
demands on equipment technology. In order to achieve the desired
strength, a comparatively high alloying element content is required.
The challenges here begin with melting and subsequent continuous
casting in the steel mill. Rolling involves significantly higher roll
forces compared with standard products and the final coating is
only possible thanks to new developments in plant technology, e.g.
preoxidation (cf. ThyssenKrupp techforum, issue 1/2008, article:
Innovative process for innovative steel concepts hot-dip galvanized
advanced high-strength steels). In order to develop a stable, reliable
production concept, precise matching of the chemical composition
and production parameters is necessary, as illustrated in the example
of hot-rolled multiphase steel I Fig. 2 I.
Steels in the highest strength classes are used in structural body
components. In recent years, the use of modern advanced high-
strength steels has become established as a way of reducing weight
in these components. The use of advanced high-strength steels in
outer panels for cars also offers great potential.
ThyssenKrupp Steel began supplying the dual-phase steel DP-K
47/78
is currently undergoing operating trials. Initial results show that the
newly developed material concept, where the carbon content has
been reduced from 0.20% to 0.16%, enables significantly higher
force absorption in cross tension tests on spot welds. The use of this
material improves component crash performance as the joints can
withstand higher loads without failing.
The simple model that high carbon content results in reduced
weldability suggests that carbon content could also be reduced in
other material concepts. However, test results for different DP 980
variants do not confirm this assumption. In the tests carried out on
dual-phase steels with a strength of 980 MPa, the weldability of a
variant containing 0.07% C was compared with a variant containing
0.15% C. In contrast to the retained austenite steels, the final analysis
showed that the variant with the higher carbon content performed
better in this comparison I Fig. 4 I. Furthermore, the negative effect of
increasing the phosphorus content often noted for retained austenite
steels was not evident in this dual-phase material concept. These
results clearly show that failure of a joint cannot be attributed to a
single parameter and that many factors must be taken into account.
The findings established for one material group cannot be directly
transposed to other material groups.
Fig. 3 | The microstructure of TP-N
68/78 supplied the idea for the name: three-phase (ferrite, bainite und retained austenite) with nano-precipitates
ThyssenKrupp techforum 1 | 2009
Development trends in advanced high-strength steels | 27
data are available and that feedback from the auto industry can feed
into the latest material developments at an early stage I Fig. 5 I.
A joint task force set up by the German Steel Institute VDEh and
the German Automobile Industry Association VDA on the material
approval process has consolidated this coordination in documentation
comprising a steel and iron test sheet (Stahl-Eisen-Prfblatt SEP)
and VDA guidelines. ThyssenKrupp Steel has adapted its development
process accordingly so that future material developments follow this
common systematic process.
Fig. 4 | Force absorption by a spot weld in cross tension testing: Depending on the steel concept, the carbon content produces a converse effect.
0.16
14
12
10
8
6
4
2
0
F
o
r
c
e
a
b
s
o
r
p
t
i
o
n
F
m
a
x
[
k
N
]
0.20 0.07 0.15
RA steel DP steel
Carbon content [%]
min. weld spot diameter max. weld spot diameter
Conclusion
Many innovative steel grades have been developed in recent years.
The main objective was to increase strength. Demand for new steel
developments is expected to focus on other parameters. Improve-
ments in processing and service properties are already increasingly
to the fore in current developments and this will intensify in the future.
ThyssenKrupp Steel will thus continue to act as partner to the auto-
motive industry with numerous innovative products.
Laboratory sample
Material general concept
approx. 5 yrs
before production
Material approval
approx. 4 yrs
before production
Production development
approx. 3 yrs
before production
Production
Alloy design concept,
flow curve
Small statistic
min 6 coils
Production status
min 12 coils
Production
statistics
Typical material
data updated
and supplemented
with small statistics
Fig. 5 | Data exchange in the material approval process
Bindingly specified
values based on
statistical analysis,
cyclic data
Test coil
Material general design
approx. 6 yrs
before production
Restricted tolerances
based on production
experience
FLD
(Forming Limit Diagram),
high speed data,
dimensions,
target corridor tolerances
ThyssenKrupp techforum 1 | 2009
28 |
| Non-oriented (NO) electrical steel
ThyssenKrupp techforum 1 | 2009
Classification of electrical steel
Electrical steel is a silicon-alloyed steel (up to 3.2% Si) which is
classified as a soft magnetic material and has specific magnetic
characteristics. It is used in components of electrical machines
that strengthen the magnetic flux. Applications include generators
(e.g. wind turbines, hydroelectric turbines), electric motors (e.g.
window lifters, pumps, refrigerators, hybrid vehicles) and trans-
formers (e.g. substations).
Electrical steel is divided into two subclasses, non-oriented (NO)
and grain-oriented (GO) electrical steel. NO electrical steel possesses
roughly equal magnetic properties in all directions in the sheet plane.
By contrast, the magnetic properties of GO electrical steel are strongly
anisotropic. I Fig. 1 I shows the microstructure and crystallographic
orientation of NO and GO electrical steel. GO electrical steel is charac-
terized by grains measuring several millimeters to centimeters
across and a distinctive crystallographic texture (Goss texture). This
results in a preferred orientation with easy magnetization, and the
material is characterized by one cube edge lying in the direction
of rolling and one face diagonal at right-angles to the direction of
rolling. Due to the strong anisotropy of its magnetic properties,
GO electrical steel is used only in non-rotating parts, i.e. as a core
material in transformers.
NO electrical steel is mainly used in electrical machinery. In
rotating machines such as motors and generators, the direction
of magnetic flux changes constantly. NO electrical steel used for
such applications should therefore have largely identical magnetic
properties in all directions in the sheet plane. Ideally, NO electrical
steel should have a polycrystalline microstructure with grain sizes
| 29
Non-oriented (NO) electrical steel sheet
for electric vehicle drives
The current climate debate and concerns about peak oil are initiating a trend toward more energy-efficient
vehicles. Against this background there is a growing focus on alternative in particular electric drives.
The high rotational speeds, small size and increased cooling requirements for these electric motors
are placing greater demands on the NO electrical steel. ThyssenKrupp Steel has developed 330-30AP,
a steel grade capable of satisfying the many and varied requirements of electric motors. At a polarization
of 1 Tesla it displays low core losses of 75 W/kg at 1,000 Hz. Even with low magnetic field requirements,
this material is characterized by a good polarization.
DR. RER. NAT. DOROTHE DORNER Coordinator Materials Center of Excellence | ThyssenKrupp Steel AG, Duisburg
DR.-ING. KARL TELGER Team Leader Process and Product Development | ThyssenKrupp Steel AG, Bochum
DR.-ING. ANDREAS BASTECK Team Leader Technical Customer Advice NO Electrical Steel Sales IDS | ThyssenKrupp Steel AG, Duisburg
DIPL.-ING. MARCO TIETZ Coordinator Technical Customer Advice NO Electrical Steel Sales IDS | ThyssenKrupp Steel AG, Duisburg
ThyssenKrupp techforum 1 | 2009
30 | Non-oriented (NO) electrical steel sheet for electric vehicle drives
Grain-oriented electrical steel
(anisotropic)
Non-oriented electrical steel
(isotropic)
Direction of rolling
fully finished
semi-finished
Fig. 2 | Electrical steel production at ThyssenKrupp Steel in Bochum
Fig. 1 | Classification of electrical steel
0.3 mm 30 mm
Hot strip
Pickling
Hot strip annealing
Cold rolling
NO GO
of between 20 and 200 m. The faces of the crystals should
be randomly oriented in the sheet plane. In reality, however, the
magnetic properties in the sheet plane depend to a minor extent on
the direction of magnetization. This can result in loss differences of
up to approx. 10% between longitudinal and transverse directions.
ThyssenKrupp Steel currently assumes that 200 to 400 g of NO
electrical steel are needed per kilowatt for the drive of a hybrid
electric vehicle. Stamping scrap must be added to this. As a result,
280 to 560 g of NO electrical steel would be required per kilowatt
rating of the electric motor.
Production of NO electrical steel
A differentiation is made between fully finished and semi-finished NO
electrical steel. Fully finished electrical steel possesses the desired
magnetic properties upon delivery to the customer. Semi-finished
electrical steel is finished on the customers premises after proces-
sing into laminations/magnetic cores. Both grades of NO electrical
steel are produced from hot-rolled material I Fig. 2 I. Production of
fully finished grades includes pickling, in part hot strip annealing,
cold rolling and finish annealing. Semi-finished material is pickled,
cold rolled, annealed and temper rolled.
ThyssenKrupp techforum 1 | 2009
Non-oriented (NO) electrical steel sheet for electric vehicle drives | 31
Properties of NO electrical steel
Compared with other steel grades, NO electrical steel is characterized
by the following magnetic properties:
specific core loss,
magnetic polarization = possible flux density in the material, and
permeability = magnetizability.
The materials specific properties are influenced to a large degree
by the silicon and aluminum content and by the production process
(hot rolling, cold rolling and annealing). The purity of the material
is of major importance for the production of NO electrical steel. For
example, depending on the alloy, carbon content must not exceed
between 20 and 50 ppm. This provides resistance to magnetic
aging, i.e. the magnetic properties of NO electrical steel do not
change during service.
NO electrical steel is normally supplied in thicknesses of 0.35 mm,
0.50 mm, 0.65 mm and 1.00 mm and in widths of 20 to 1,250 mm.
Electrical steel for the manufacture of electric vehicle drives
In addition to standard grades, high-permeability NO electrical steel
grades are produced. As shown in I Fig. 3 I these grades are pro-
duced in batch furnaces with a 100% hydrogen atmosphere. These
Narrow strip
Wide strip
Continuous annealing
Coating
Slitting
Temper rolling
Recrystallization
ThyssenKrupp techforum 1 | 2009
32 | Non-oriented (NO) electrical steel sheet for electric vehicle drives
I Fig. 5 I summarizes the various parameters and their resultant
effects on NO electrical steel. It shows that the newly developed
ThyssenKrupp Steel grade 330-30AP with this combination of
prop- erties is superior in every respect to the standardized grades
previously available on the market. It was developed esspecially
for hybrid and all-electric drives and is now available to customers.
I Fig. 6 I lists the typical values for grade 330-30AP. Advan-
tages include higher polarization, which results in higher torque
when used in electric vehicle drives. Compared with the standard
grade, this new grade also displays a significantly lower core
loss of 75 W/kg at 1,000 Hz/ 1.0 T. The standard grade M 330-35A
has a typical core loss of approx. 90 W/kg at 1,000 Hz/1.0 T.
This or other grades can be further optimized to meet other specific
requirements.
Fig. 3 | Batch furnaces for heat treatment during production of high-permeability NO electrical steel grades
NO grades have a higher fraction of the Goss texture, which allows
higher polarization values to be achieved. If the machines have
medium or high magnetic fields, the materials are easier to magnetize
and have better thermal conductivity than conventional grades.
Due to their higher polarization compared with standard grades
a higher motor torques can be generated. Alongside use in medium-
size machines such as wind turbines, high-permeability grades from
the AP (Advanced Permeability) class are also suitable for the man-
ufacture of electric vehicle drives for the reasons stated.
I Fig. 4 I shows examples of where NO electrical steel can be
used and the typical magnetic requirements. The higher polarization
of AP grades compared with standard grades with the same core
losses can be clearly seen. The arrows represent the direction of
future developments to further increase efficiency.
1.80
1.70
1.60
1.50
1.40
1.30
1 2 3 4 5 6 7 8 9 10
AP
Standard
Generators
(Hydroelectric power)
Small motors,
appliances
Ballasts
Hermetic
Core losses P1.5 [W/kg]
M
a
g
n
e
t
i
c
p
o
l
a
r
i
z
a
t
i
o
n
J
2
,
5
0
0
[
T
]
LLB = Low-Loss Ballasts
ThyssenKrupp techforum 1 | 2009
Outlook
Particularly given the need for greater energy efficiency and lower
emissions, ThyssenKrupp Steel intends to play an active part in current
and future trends and contribute directly to conserving resources and
protecting the environment in the area of power engineering. This
is achieved on the one hand by the availability of standard grades
in various thicknesses and sizes. In addition, ThyssenKrupp Steel
is supporting current trends by developing special grades such as
330-30AP specially for hybrid drives. This grade is currently being
developed further to take account of increased requirements at higher
core loss frequencies. Furthermore, special material design require-
ments can be implemented in cooperation with customers.
Non-oriented (NO) electrical steel sheet for electric vehicle drives | 33
P1.5 bei 50 Hz/1.5 T 2.8 W/kg
P1.0 bei 400 Hz/1.0 T 18.0 W/kg
P1.0 bei 1.000 Hz/1.0 T 75.0 W/kg
Thermal conductivity 25 W/K*m (20 C)
Polarization J2,500 1.56 T
Polarization J5,000 1.65 T
Polarization J10,000 1.77 T
Effect Loss Polarization Thermal conductivity Processability
Feature
Reduced Si
Reduced thickness vs. standard
Texturing
Result 330-30AP
Fig. 4 | Application-specific requirements on NO electrical steel
Fig. 5 | Advantages of material 330-30AP thanks to combined properties
Rail/ind.
Drives LLB
Fig. 6 | Properties of the grade 330-30AP
Generators
(Turbo)
Generators
(Hydroelectric power)
34 |
ThyssenKrupp techforum 1 | 2009
| DOC Dortmunder OberflchenCentrum
ThyssenKrupp techforum 1 | 2009
| 35
Innovative surface engineering
basis for tomorrows materials
development
Surface engineering has become established as an important field of materials
technology. Many of the properties of a material, such as corrosion and scratch
resistance, are determined by its surface. The importance of surface to an
end product should not be underestimated: In addition to shape, surface is a
major determinant of product design. As a visible and touchable external skin
it represents the materials calling card. Accordingly, the DOC Dortmunder
OberflchenCentrum surface engineering center develops tailored coatings for
ThyssenKrupps materials. As a subsidiary of ThyssenKrupp Steel, activities of
DOC
are mainly focused on continuous coating processes for steel strip, but
it also serves as an R&D service provider for the whole ThyssenKrupp Group.
DR. RER. NAT. JESSICA BRINKBUMER Coordinator Functional Corrosion Protection | DOC Dortmunder
Oberflchencentrum GmbH, Dortmund
DR.-ING. MICHAEL STEINHORST Managing Director | DOC Dortmunder Oberflchencentrum GmbH, Dortmund
Introduction to DOC Dortmunder OberflchenCentrum
DOC Dortmunder OberflchenCentrum, a subsidiary of ThyssenKrupp
Steel is one of the worlds leading development centers for surface
engineering and coating of materials. Founded in October 1999, the
company moved into the newly built development center on the
former site of the Dortmunder Westfalenhtte steel mill in December
2000. There, around 100 employees have access to numerous
state-of-the-art laboratory and test facilities. Their activities focus
on improving established processes and developing new techniques
for the continuous coating of steel strip. Current customer require-
ments and future market trends form the basis for tailored coating
designs I Fig. 1 I. As well as being closely involved in the R&D
activities of ThyssenKrupp Steel, DOC
(AZ)
Galfan
(ZA)
Hot-dip
galvanized (Z)
ZM EcoProtect
Corrosion Protection
Environmental Compability
Processability
ThyssenKrupp techforum 1 | 2009
| 37
Fig. 3 | Pilot coating line for testing new coating technologies
Novel coating technologies
The main aim of this DOC
, work is
being carried out for further improving the properties of these high-
value products, with the focus on surface functionalization based on
customer requirements, i.e. increasing scratch resistance, improving
cleaning properties and creating new surface designs. Another focus
of development are organic-coated products for the car industry
ThyssenKrupp techforum 1 | 2009
38 | Innovative surface engineering basis for tomorrows materials development
Fig. 4 | Coater in the coil coating laboratory
with the aim of transferring certain process steps from the auto-
mobile manufacturer to the steel producer I Fig. 4 I. Sandwich pro-
ducts, i.e. sheet steel and plastic composites, combine different
properties to new innovative products. Sound-absorbing composite
sheets have been established on the market for many years under
the product name BONDAL
.
DOC
works
closely with manufacturers of pretreatments, corrosion preventive
oils, paints and adhesives. In addition, DOC
collaborates with
original equipment manufacturers on the implementation of inno-
vative coating concepts.
Conclusion and outlook
Developing new and improved coated sheet steel products is of
major importance in the automotive, construction and appliance
industries. The forming of DOC Dortmunder OberflchenCentrum
concentrated and expanded the capabilities required for surface
engineering development. Development work at DOC
is focused
on metallic and inorganic coatings, novel coating technologies,
organic coatings, sandwich materials as well as pre- and post-
treatment technologies. Together with various cooperation partners,
DOC
ThyssenKrupp
ThyssenKrupp techforum 1 | 2009
42 |
| Water quench for the hardening of heavy plate at ThyssenKrupp Steel in Duisburg-Sd
ThyssenKrupp techforum 1 | 2009
Steadily growing demand for nickel steels
For use as an energy source, gas - like crude oil - always requires
transportation because it is generally consumed a long distance
from the natural deposits. As a result, there is increased demand
for storage capacity and facilities to transport large volumes of gas
over very long distances and therefore also for steels used in these
applications. In the context of storage and transportation, the lique-
faction of gas is especially important because the conversion from the
gaseous to the liquid state can reduce the volume by a factor of 600.
This simplifies storage and transportation and helps significantly
reduce costs. The liquefaction temperatures of these gases are typi-
cally under -100 C. For liquefied natural gas (LNG) the liquefaction
temperature is -162 C, for liquefied ethylene gas (LEG) -104 C.
Specially equipped carriers I Fig. 1 I are used for ocean shipping
of liquefied gases. For transshipment, the gases are stored in corre-
sponding storage tanks at specialized terminals. The construction
of carriers and tanks for LNG/LEG transportation and handling
requires large volumes of steel with special mechanical properties
at cryogenic temperatures. Due to the high potential risks involved
in the event of leakage, the materials used must meet stringent
requirements. As well as having the toughness to resist brittle fracture
at cryogenic temperatures, they must also be extremely strong to
minimize the thickness of the tank walls. In addition, the steels have
to be suitable for welding and resistant to brittle fracture in the heat-
affected zone. Steels with high nickel contents (5 9%) have proved
capable of meeting these requirements.
| 43
Nickel steels for cryogenic applications
in the transportation and storage of
liquefied gases
With the steady growth in global energy requirements, gas is becoming increasingly important as a
primary energy source. Taking into account the current economic and ecological conditions, the use
of natural gas offers the advantage of low CO
2
emissions together with low exploration costs and high
availability. In addition to the use of pipelines, for transportation over longer distances gases can be
liquefied and shipped in suitably equipped tankers. The construction of ships and tanks for the trans-
portation and storage of liquefied gas has led to increased demand for steels with defined mechanical
properties at extremely low temperatures. Using state-of-the-art production techniques, ThyssenKrupp
Steel can supply nickel steel grades with mechanical and service properties tailored to the requirements
of each application.
PROF. DR.-ING. ANDREAS KERN Head of Quality Department, Heavy Plate Profit Center | ThyssenKrupp Steel AG, Duisburg
DR.-ING. HERMANN LCKEN Head of Quality Management | ThyssenKrupp Stahl-Service-Center GmbH, Leverkusen
DR.-ING. UDO SCHRIEVER Senior Manager Quality/Planning/R&D, Heavy Plate Profit Center | ThyssenKrupp Steel AG, Duisburg
ThyssenKrupp techforum 1 | 2009
44 | Nickel steels for cryogenic applications in the transportation and storage of liquefied gases
Construction of liquefied gas storage tanks
The storage tanks used at high-capacity liquefied gas terminals are
usually of flat-bottomed design in line with international standards such
as EEMUA (Engineering Equipment & Materials Users' Association),
API 620 and BS 7777 I Fig. 2 I.
Three basic designs are used:
Single containment (free-standing structure made of nickel steel/
insulation/outer tank made of structural steel, surrounded by a
bund wall to contain any leakage),
Double containment (single containment + outer tank of
prestressed concrete, bund wall not necessary) and
Full containment (double containment + concrete roof and
granular insulating material between inner and outer tank).
In addition, the outer surface of the tanks is often coated with con-
crete. Liquefied ethylene gas is generally transported in spherical
tanks made of nickel steel.
Properties of nickel steels for cryogenic applications
I Fig. 3 I provides an overview of the steel grades used and the
corresponding service temperatures and nickel contents required for
applications in liquefied gas tanks. This shows that as the cryogenic
requirements increase, higher nickel contents are necessary. For
example, for LNG applications steel grades with a nickel content of
9% are used exclusively.
Resistance to brittle fracture is the most important criterion for
steels used in the shipment and storage of liquefied gas. Over the
past few decades, the low-temperature toughness of these steels
has been continuously optimized. As a rule, the service properties
of today's modern steels significantly exceed the requirements of
international standards and customer specifications. I Fig. 4 I shows
the increase in toughness levels required by customers for 9% Ni
steels (test temperature -196 C). This shows that nickel grades with
an impact energy of more than 100 Joules at -196 C are now
required to display toughness levels several times higher than those
of steels used around 30 years ago.
To meet these stringent requirements, special heat treatment
techniques have to be used in the production process. These out-
standing low-temperature properties are achieved by optimizing the
microstructure of nickel steels comprising fine-grained martensite,
a high nickel content and a residual share of austenite. This micro-
structure permits enhanced toughness in combination with high yield
strength and tensile strength.
Fig. 1 | Tanks made of nickel steel from ThyssenKrupp Steel are responsible for the safe shipment of 15,000 tons of liquefied ethylene.
ThyssenKrupp techforum 1 | 2009
Nickel steels for cryogenic applications in the transportation and storage of liquefied gases | 45
Fig. 2 | Construction of an LNG tank (Bioko Island/Equatorial Guinea, storage capacity: 136,000 m
3
)
Nickel steels are supplied in accordance with various interna-
tional standards and specifications. The Heavy Plate profit center
of ThyssenKrupp Steel generally supplies high-strength steels with
nickel contents between 5% and 9% to DIN EN 10028-4 (X12Ni5
and X7Ni9 (X8Ni9)) or to the ASTM (American Society for Testing
and Materials)/ASME (American Society of Mechanical Engineers)
standard (A553 Type I).
Manufacture of 9% Ni steels
Advances in metallurgy, rolling and heat treatment methods have
made it possible to manufacture steel products which fully meet the
wide-ranging requirements of the market.
For nickel steels, ladle metallurgy is particularly important. It re-
duces the amount of work to be carried out in the converter process,
permits very precise adjustment of the targeted chemical composition
Fig. 3 | Liquefaction temperatures of gases and corresponding steel types
Stored/transported Gas Boiling point [C] Identification Used steel grade
Main Component
Butane - 0.5 Liquefied Petroleum Gas LPG Fine grained steels
Propane -42 Liquefied Petroleum Gas LPG Fine grained steels
Carbon Dioxide -78 Liquefied Petroleum Gas LPG 1.5% nickel steels
Ethane -89 Liquefied Petroleum Gas LPG 3.5% nickel steels
Ethylene -104 Liquefied Ethylene Gas LEG 5% nickel steels
Methane -162 Liquefied Natural Gas LNG 9% nickel steels
Oxygen -183 Liquefied Natural Gas LNG 9% nickel steels
Argon -186 Liquefied Natural Gas LNG 9% nickel steels
Nitrogen -196 Liquefied Natural Gas LNG 9% nickel steels
ThyssenKrupp techforum 1 | 2009
46 | Nickel steels for cryogenic applications in the transportation and storage of liquefied gases
and allows the sulfur and phosphor contents to be minimized. This
is favorable in terms of cleanness and means that the few remaining
oxide and sulfide inclusions are available in globular form which is
less detrimental. As a result, enhanced resistance to brittle fracture
and highly isotropic toughness and forming properties can be achieved
even in high-strength steels. For high-strength 9% nickel steels with
enhanced cryogenic toughness, the optimum combination of strength
and toughness is achieved with a phosphor content of around 0.010%
and a sulfur content of below 0.003%.
In addition to an optimized chemical composition of the steels
and suitable metallurgy technologies, the use of modern rolling and
heat treatment processes is of crucial importance to the production
of cryogenic nickel steels. High-strength nickel steels are produced
by hot-rolling with subsequent quenching and tempering I Fig. 5 I.
To meet customer requirements with regard to surface quality, the
descaling of the surface is especially important.
In the Heavy Plate profit center, quenching and tempering is carried
out on high-performance equipment at the Duisburg-Sd location.
First the heavy plate is thoroughly heated to temperatures above Ac3
(austenitization). Heating is followed by rapid cooling using pressurized
water (hardening). The material is then tempered at temperatures of
around 600 C. To meet particularly stringent mechanical require-
ments it may be necessary to repeat the quenching and tempering
process. With modern production processes it is now possible to
simplify the quenching and tempering process by hardening the
material straight from the rolling heat. This process is known as
direct hardening.
Supply of 9% Ni steels
ThyssenKrupp Steel has been producing high-strength nickel steels
for more than three decades. In recent years large quantities of nickel
steel heavy plate have been supplied to various major projects for
the production and shipment of liquefied gases. As a result of the
growth in demand for alternative energy sources and increasing
natural gas exploration activity, the demand for storage and ship-
ment capacity and thus for nickel steel for cryogenic applications
has been growing continuously since 2004. ThyssenKrupp Steel is
a certified and authorized producer of 5% and 9% Ni steels for use
in carriers and storage tanks. The production of heavy plate in nickel
steel grades is carried out in accordance with the latest quality
standards and is inspected and audited by various independent
certification agencies.
The Heavy Plate profit center is currently manufacturing 9% Ni
steels for various LNG exploration and storage projects. One example
is the supply of around 3,500 tons of 9% Ni steel for a gas lique-
faction and storage plant owned by the Marathon Oil Company on
Bioko Island/Equatorial Guinea. Consisting of two large tanks with an
aggregate capacity of 272,000 m
3
, this LNG terminal is designed for
140
120
100
80
60
40
20
0
1980-1990 1990-2000 >2000 1970-1980
I
m
p
a
c
t
E
n
e
r
g
y
,
C
h
a
r
p
y
-
V
,
l
o
n
g
i
t
u
d
i
n
a
l
/
t
r
a
n
s
v
e
r
s
a
l
-
1
9
6
C
[
J
]
Fig. 4 | Development of customer requirements for minimum impact toughness of 9% nickel steels
Year
ThyssenKrupp techforum 1 | 2009
Nickel steels for cryogenic applications in the transportation and storage of liquefied gases | 47
the production and shipment of around 3.4 million tons of LNG per
year. The steel plate used to build the storage tanks is 5 to 25 mm
thick. The majority of the liquefied gas produced by the plant on Bioko
Island is shipped to Lake Charles/Louisiana, where it is converted
back to its gaseous form and fed into the Gulf Coast Pipeline System.
Other orders for 9% Ni steels for the production of LNG storage tanks
have been supplied to Sakhalin Island/Russia, Texas/USA and South
Hook/UK.
Summary
The construction of increasingly high-capacity tanks and carriers for
the transportation and storage of liquefied gases such as LNG and
LEG has resulted in strong demand for steels with mechanical prop-
erties suited to these applications. High-strength nickel steels, which
can only be produced using modern metallurgical, rolling and heat-
treatment methods and equipment, meet the extreme requirements
for materials needed in the construction and safe operation of lique-
fied gas facilities. The continuous optimization of the processing
and service properties of high-strength nickel steels has produced
significant economic and ecological advantages. One example is
the reduction in tank wall thickness made possible by enhanced
strength properties. Nickel steel heavy plate offers optimum strength
properties together with enhanced cryogenic toughness and resist-
ance to brittle fracture. With properties tailored to each application,
these steels are the material of choice for applications in the liquefied
gas sector. The ThyssenKrupp Steel Heavy Plate profit center has many
years of experience in the production of high-quality nickel steels.
Over the past three decades, having supplied these materials to
various major projects throughout the world, the company has gained
a reputation as a reliable partner to the plant construction industry.
BOF (Basic Oxygen
Furnace) plant
Vacuum plant TN (Thyssen-
Niederrhein) plant
Continuous
caster
Rolling
Hardening from the rolling heat
Tempering Quenching Austenitization
Fig. 5 | Production of high-strength nickel steels with enhanced cryogenic toughness
Testing,
finishing,
shipment
ThyssenKrupp techforum 1 | 2009
48 |
| View inside an open quadrupole magnet prior to installation in the particle accelerator
Special stainless steels help simulate
the Big Bang: NIROSTA
materials for
the world's largest particle accelerator
In October 2009 one of the world's famous nuclear research institutions CERN
(Conseil Europen pour la Recherche Nuclaire) in Geneva plans to restart the world's
largest particle accelerator, the LHC (Large Hadron Collider). The LHC will help to
simulate the conditions at the beginning of the universe, the Big Bang. It operates
at temperatures near absolute zero in an inconceivably strong magnetic field. The
materials used for this simulation, NIROSTA
4307, demonstrate
the capabilities of austenitic stainless steels even under extreme conditions.
DIPL.-ING. WOLFGANG GEBEL Technical Product Manager | ThyssenKrupp Nirosta GmbH, Krefeld
DIPL.-ING. GERT WEI Head of Product Services | ThyssenKrupp Nirosta GmbH, Krefeld
| 49
ThyssenKrupp techforum 1 | 2009
50 | Special stainless steels help simulate the Big Bang: NIROSTA
4375
stainless steel
The austenitic stainless steel grades are capable of meeting the
demands described in the following. The four magnetic coils of the two
steel tubes are individually encased in collars made of stainless steel
I Fig. 3 I. The material has to withstand the enormous forces created
by the magnetic fields at cryogenic temperatures. At the same time
it must not become magnetized even at temperatures near absolute
zero. The collars must guarantee the precise positioning of the mag-
netic coils and the uniformity of the magnetic field for 20 years.
In this period around 12,000 charge cycles and 25 complete tem-
perature cycles from room temperature to 1.9 K are scheduled.
For these collars for the LHC's roughly 528 quadrupole magnets,
ThyssenKrupp Nirosta supplied 860 t of the non-magnetizable material
NIROSTA
4375 in
the solution annealed condition to 420 MPa. To guarantee the other
physical properties required, no further alloying modifications to meet
the 0.2% offset yield strength requirement are permissible. Moderate
strain hardening was therefore used to achieve the required strength
for the material used in the collars.
For the effective operation of the LHS at 1.9 K, the collars must
not only exhibit sufficient strength and expansion at this temperature
but must also be non-magnetic. These properties depend on the
stability of the austenitic structure.
Austenitic steels can be classified into two groups: stable auste-
nitic and unstable austenitic steels. While the microstructure of stable
austenitic steels does not change after low-temperature cooling or
plastic deformation, in unstable austenitic steels low-temperature
ThyssenKrupp techforum 1 | 2009
52 | Special stainless steels help simulate the Big Bang: NIROSTA
4375 encase the superconducting magnetic coils. The collars are placed
in a return yoke comprised of iron clamps.
in the 0.2% offset yield strength of stable austenitic steels is signif-
icantly greater while the decrease in the elongation at fracture is
lower. In particular, the sharp fall in elongation at fracture at the bot-
tom end of the temperature scale is not observed in stable austenitic
steels. The reason for this behavior in unstable austenitic steels is the
effect in this case negative of the deformation martensite. This is
illustrated by the example of steel grade 1.4301 compared with the
0.15% nitrogen steel 1.4311 I Fig. 6 I.
The steel for the collars must exhibit extremely low relative per-
meability within a close tolerance range of 1.001-1.005 both at
room temperature and at 1.9 K to ensure that it cannot itself become
magnetized by the extremely strong magnetic field and thereby in-
fluence the quality of the magnetic field. In stable austenitic steels,
low-temperature cooling has no influence on the magnetic properties.
Since strain hardening also does not affect the magnetizability of
NIROSTA
4375 displays
very high austenitic stability, showing no increase in relative perme-
ability up to high degrees of deformation. By contrast, in the case
of the standard austenite 1.4307 which displays low magnetizability
in the solution annealed condition, a significant rise in magnetizabilty
is observed as the degree of deformation increases.
However, austenitic stability also influences the temperature depen-
dence of the 0.2% offset yield strength and elongation at fracture
at cryogenic temperatures. At decreasing temperatures, the increase
Between room temperature and 4.2 K, the linear coefficient
of thermal expansion must be between 0.26 and 0.28 x10
-3
, i.e.
between 9.0 and 9.7x10
-6
K
-1
. Only a low expansion coefficient
guarantees that the collars can maintain the 100 MPa prestress in
the widely varying temperatures. The addition of manganese has
exactly this desired positive effect.
1.4301 Rm
1.4311 Rm
1.4311 Rp0,2
1.4301 Rp0,2
2,000
1,750
1.500
1,250
1,000
750
500
250
0
0 50 -50 -200 -150 -100 -250 -300
1.4301 A5
1.4311 A5
100
80
60
40
20
0
0 50 -50 -200 -150 -100 -250 -300
The collars are encased in a low-carbon steel return yoke. Inside
the iron yoke a helium distribution line serves to discharge heat. The
entire magnet structure is placed in a cold mass assembly filled
with helium I Fig. 7 I which is also made of austenitic CrNi steel. To
prevent heat from entering, the inner vessel is thermally insulated by
means of several layers of aluminum between which is a vacuum.
ThyssenKrupp techforum 1 | 2009
54 | Special stainless steels help simulate the Big Bang: NIROSTA
-
1
1.4375
200
150
100
50
0
0 200 -100 100 -200 -273
CrNi austenite
Cr ferrite
C
h
a
r
p
y
i
m
p
a
c
t
(
D
V
M
s
p
e
c
i
m
e
n
s
)
[
J
]
Test temperature [C]
St 42-2 (S260)
17% Cr martensite
13% Cr martensite
Fig. 4 | Impact energy temperature curves of various steel grades
Temperature [C] Temperature [C]
ThyssenKrupp techforum 1 | 2009
Special stainless steels help simulate the Big Bang: NIROSTA
4375
Iron yoke
Inner Helium II vessel
Bus bars
Fig. 7 | Cross section of an LHC quadrupole magnet
Cryogenic system
The cryogenic system of the LHC plays a crucial role in ensuring the
superconductivity of the magnets. Cooling is carried out with the help
of a ring line system running parallel to the magnets which supplies
the magnets with liquid helium II via eight liquefying stations. For the
ring lines a stainless steel such as NIROSTA
4307, a chromium
nickel steel (X2 CrNi 18-9), is needed which remains tough and
resistant to cracking even at temperatures close to absolute zero.
ThyssenKrupp Nirosta supplied 450 tons of this material to the stain-
less steel fabricator Butting, who used it to manufacture approxi-
mately 120 kilometers of pipe in four different sizes. Altogether
around 60 tons (700,000 liters) of liquid helium has to be cooled
to 1.9 K to keep the over 8,000 magnets in operation below 1.9 K.
These conditions place extreme demands on the material. Once the
very low temperature has been established it has to be maintained
for several months.
Conclusion
The scientists from the CERN's 20 member states hope this unique
machine and their experiments will provide deeper insights into the
origin of the universe. In addition to searching for the Higgs boson
particle, the LHC will be used to fathom the mystery of dark matter,
a substance which makes up around 25% of our universe but whose
presence can only be inferred indirectly from its gravitational effects
on visible matter.
With their resistance to corrosion, outstanding hygienic properties,
pleasing appearance and long service life, stainless steels have
become indispensable in thousands of everyday applications. Their
use in the LHC shows that their broad spectrum of capabilities can
also prevail under extreme conditions, for example at temperatures
close to absolute zero and in extremely strong magnetic fields.
Sources:
www.cern.ch/LHC, www.weltderphysik.de, www.cea.fr
| VOD converter installed at Acciai Speciali Terni
ThyssenKrupp techforum 1 | 2009
56 |
VOD in modern steelmaking
Competitive production of high-quality special steels is an extremely
demanding task made up of several high-complexity steps. These
steps, in modern steelmaking, generally start with the direct melting
of steel scrap in an electric arc furnace hence the name Integrated
Electrical Cycle for this specific production route followed by the
refining of the molten metal in a subsequent phase (secondary
metallurgy). Secondary metallurgy is crucial in order to achieve
the desired chemical composition, and thus properties, for a given
alloy. Refining is carried out by means of special converters whose
main purpose is basically the decarburization of the molten metal.
Depending on the technology involved there are different families
of converters, the most widely used today being the AOD (Argon
Oxygen Decarburization) converter. VOD (Vacuum Oxygen Decar-
burization) converters are based on a more recent technology and
are gaining in popularity as they can be operated under vacuum
conditions and are thus more efficient I Fig. 1 I. In the production
of high alloyed steels (e.g. stainless), it is critical to reduce the so-
called interstitial elements such as C and N (or H for forging steel)
to a minimum. The name interstitial comes from the fact that these
elements can be found in the metal matrix in the form of atoms
whose dimensions are appreciably smaller than the iron atoms;
it is therefore possible for these elements to take up places in the
regular gaps between the iron atoms I Fig. 2 I. Elements such as
C (or N) are essential in the making of steel, which is defined as an
iron-carbon alloy. But when the interstitial elements, especially C,
are present over a certain limit in stainless steel, they have several
negative effects:
Dramatic embrittlement
Embrittlement leads to low formability and low resistance to
impact which is unacceptable for many applications
Formation of undesirable carbides
E.g. in the form of Cr23C6, that not only removes Cr from the
metal matrix (Cr in carbide form does not contribute to guarantee
corrosion resistance) but also adversely modifies steel properties
| 57
New VOD converter allows high-strength steel
grades with fewer interstitial elements
The new VOD (Vacuum Oxygen Decarburization) converter installed at Acciai Speciali Terni in Terni, Italy
successfully completed the making of the first heats in May 2008. The new converter represents a signif-
icant quantum leap, from a technical perspective, over the AOD (Argon Oxygen Decarburization) converter
already in operation. The main features of this state-of-the-art unit are described in this article in terms
of technology, commercial spin-offs and realizable steel grades.
ING. ANDREA BRUNO Product Manager | ThyssenKrupp Acciai Speciali Terni SpA., Terni/Italy
DR.-ING. DOMENICO SCIABOLETTA Technological Process/Product Development | ThyssenKrupp Acciai Speciali Terni SpA., Terni/Italy
ThyssenKrupp techforum 1 | 2009
For thermodynamic reasons, as the content of alloy elements such
as Cr and Ni rises it becomes increasingly difficult to reduce the inter-
stitials to below the desired level. On this basis it is easy to see that
the industrial production of some classes of steel, such as duplex
steel, high-chromium ferritic steel or superalloys, is only possible by
means of VOD. Reducing the pressure also promotes the floating of
the inclusions to provide a higher purity steel.
The VOD process and its benefits are described in detail in I Fig. 3 I.
New VOD converter at Acciai Speciali Terni
The VOD converter in Terni was commissioned to SMS Mevac via
SMS Demag Innse, the market leader in the supply of steelmaking
plants, and in many respects represents a milestone for this kind of
equipment worldwide. The plant is made up of a tank connected to
a steam-powered, multi-stage vacuum pump I Fig. 4 I. To enhance
environmental protection, the plant is equipped with an additional
burner in order to burn the CO produced during the decarburization
process into far less harmful CO2 before it enters the atmosphere.
The VOD converter can process heats of up to 150 t and can be
operated in 2 different modes:
1. VD (Vacuum Degassing)
A deep vacuum to degas steel while adding deslagging and alloying
elements in order to achieve the desired chemical composition. This
operating mode is used exclusively in the production of forging steels
for increased forgeability especially to remove H atoms from the
molten metal.
2. VOD (Vacuum Oxygen Decarburization)
This involves low-pressure oxygen blowing through a lance under
vacuum conditions to remove the interstitials (C, N) from the steel.
This operating mode is intended for high-alloyed steels (e.g. stain-
less steels).
The core of the VOD converter is the vacuum generation unit, a
4-stage steam-jet vacuum pump. The pump can generate a pressure
of 0.2 mbar, roughly 1/5,000 of the standard atmospheric pressure
at sea level or equivalent to the pressure found at an altitude of
60,000 m, for the duration of heat treatment. The VOD converter
is also equipped with two CCD color cameras for visual inspection,
a vacuum hopper, the oxygen blowing system, a wire injection
system, a temperature measuring system and a fully automated
sampling system. Positioning of the oxygen blowing lance is fully
automated through an absolute encoder. Alloying elements can
also be added completely automatically through the vacuum hopper,
while the vacuum conditions are maintained thanks to a vacuum
lock system. Once the alloying elements have been added, the
pressure in the vacuum hopper is restored to atmospheric values by
means of nitrogen injection.
The VOD converter is also capable of adding alloying elements
in form of wires, e.g. the so-called stabilizing elements such as Ti or
Nb, rendering superfluous the ladle furnace and the related process
step otherwise required. Temperature measurement and sampling
are also automated, improving the reproducibility of this procedure
and making it safer for operators. Temperature measurement and
oxygen activity are monitored by means of CELOX
probes, i.e.
ThyssenKrupp techforum 1 | 2009
58 | New VOD converter allows high-strength steel grades with fewer interstitial elements
Outokumpu, Tornio/Finnland
planned for 2010
ThyssenKrupp Acciai Speciali Terni,
Terni/Italy
Bao Steel, Shanghai/China
Fig. 1 | Main working VOD plants worldwide for the production of flat stainless products
Posco, Pohang/South Korea
Yusco, Kaoshiung/Taiwan
Acesita, Belo Horizonte/Brazil
JFE Steel east japan works, Chiba,
Nishinomiya/Japan
Ugine & ALZ, France
Background of VOD process
Decarburization in presence of Cr
The two reactions combined
Equilibrium constant K
(where K is only function of temperature)
New VOD converter allows high-strength steel grades with fewer interstitial elements | 59
ThyssenKrupp techforum 1 | 2009
P
co
= p
CO
CO+ Ar + N
2
+ other
C
bath
+
1
/
2
0
2
gas
= CO
gas
2Cr
bath
+
3
/
2
0
2
gas
= Cr
2
O
3
slag
3CO
gas
+ 2Cr
bath
= Cr
2
O
3
slag
+ 3C
bath
Cr
2
O
3
C
3
p
co
Cr
2
K =
Decarburization in presence of Cr
In the ratio K depends from C that is an analytic aim, from Cr
that is another analytic aim, but also from CO partial pressure
that is present in the liquefied bath in the form of bubbles that
arise in the surface.
The reduction of this partial pressure can be obtained
in two ways:
either adding neutral gas to the oxygen (this is AOD
or CLU(Creusot-Loire-Uddeholm) principle)
or reducing the total pressure p operating vacuum
in a closed vessel (VOD principle) or both
VOD benefits
Production of superalloys with high content of Cr and Ni
Production of ferritic stainless steels with low C content
and high Cr content
Production of superferritic stainless steel C + N 200 ppm
with mechanical properties similar to austenitic steel
Adding of alloy elements under vacuum conditions improves
elements yield (better control of chemical composition)
Better workability properties due to interstitial reduction
Reduction of stabilizing elements linked to C/N content
e.g. Ti, Nb
Fig. 3 | VOD process
Fig. 2 | Left: typical austenitic face centered cubic (FCC) crystal lattice,
right: typical ferritic body centered cubic (BCC) crystal lattice
ThyssenKrupp techforum 1 | 2009
60 |
Fig. 5 | Typical application for AST 470LI -24Cr can be found in catering, home appliances, hoods and chimneys,
industrial plants, constructions as well as in shipbuilding.
Fig. 4 | VOD plant layout at Acciai Speciali Terni
1 Silos loading system
2 Alloy element silos
3 Vacuum hopper
4 Wires coils store
5 Alloy wires machine
6 Alloy wires liner tube
7 Oxygen lance
8 Ladl
9 Tank
10 Emergency bunker
11 Vacuum line
2
5
1
6
3
7
8
9
10
11
4
ThyssenKrupp techforum 1 | 2009
New VOD converter allows high-strength steel grades with fewer interstitial elements | 61
a thermocouple and an electrochemical cell. Collected samples,
both hot and cold, are then conveyed in special containers through
a pneumatic mail system to the automatic receiving station of the
chemical lab. It is possible to have the result of a chemical analysis
within 5 minutes of collecting the sample. The system can also be
used to send samples from the lab to the VOD converter.
Customer benefit
The advantages described so far can be summarized in a few key
concepts: reducing the interstitial elements makes it possible to
obtain steel with increased formability (or increased forgeability in
the case of forging steels.) In addition it is also possible to produce
high-alloyed grades such as superferritic grades, duplex grades or
superalloys. The widening of the commercial offering in specific
market areas can therefore have a tremendous commercial impact.
One typical example are the superferritic stainless steels: Important
superferritic grades have been developed and patented in Terni,
e.g. 470LI 24Cr I Fig. 5 I.
AST 470LI - 24Cr is a new-generation superferritic grade born from
the need for economically competitive alternatives to steel grades
with high corrosion resistance I Fig. 6 I. The specific production pro-
cess and chemical composition ensure corrosion resistance levels
comparable or superior to traditional austenitic grades such as AISI
316 but without relying on expensive alloying elements such as Ni
or Mo. In applications where very high formability is not required,
superferritic steels can thus represent a valid alternative to traditional
austenitic grades but with a lower and more stable price level. Ferritic
grades, unlike austenitic grades, have a very stable price over time,
allowing end users to plan long-term commercial strategies. For
specific market areas, such as automotive construction, long-term
visibility of commodity prices is an absolute must.
Conclusions
The installation of the new VOD converter in Terni is a typical example
of a complex project involving cutting-edge plant technology, metal-
lurgical expertise and commercial aspects. The know-how imple-
mented in the plant at Acciai Speciali Terni allows the production of
a wide variety of products that offer high performance at competitive
prices; for example, the recently developed VOD superferritic grades
represent, in many cases, a valid alternative to traditional austenitic
grades but at a fraction of the price. They should therefore prove very
successful on the market.
17
18.7
18.2
20
24
25
21
30
25
20
15
10
5
0
PREN (Pitting Resistance Equivalent Number) value= % Cr + 3.3 % Mo + 16 % N
25
441
EN-1.4509
439
EN-1.4510
AISI 304
EN-1.4301
AISI 316
EN-1.4404
AISI 444
EN-1.4521
460LI
AST-21Cr
470LI
AST-24Cr
AISI 430
EN-1.4016
Fig. 6 | Comparison of corrosion resistance for standard grades and superferritic grades
ThyssenKrupp techforum 1 | 2009
62 |
| Natural gas processing plant on a pipeline
ThyssenKrupp techforum 1 | 2009
Invar effect
Discovered in 1896, the Invar effect describes an anomaly in
the thermal expansion of binary iron-nickel alloys. While seeking a
lower-cost alternative to platinum-iridium for the manufacture of the
standard meter, the Swiss physicist Charles Guillaume discovered
that iron-nickel alloys with 36% nickel content display a minimum
of thermal expansion. In 1920 he was awarded the Nobel Prize for
Physics for his discovery.
When subjected to a temperature increase of 100 C, a 1 m-long
bar of aluminum expands by around 2 mm and a steel bar by 1 mm;
with FeNi36 the expansion is only 0.1 mm I Fig. 1 I. That is why this
alloy is used wherever materials should display no expansion in
response to temperature changes. The original use of this material
was in the copies of the standard meter, which is used as a cali-
bration standard. Later came large-scale industrial applications in
the electronics and electrical industries, such as in shadow masks
for high-quality cathode ray tube televisions. These are plates with
tiny holes etched into them, each hole accounting for one pixel on
the screen I Fig. 2 I. If the thermal expansion of this mask is too
great, the edges of the picture will become blurred. Foils for shadow
masks had to display extremely high cleanness, as oxide inclusions
and other defects result in problems during the etching process.
The introduction of todays flat screen technology signaled the end
of the shadow mask, but the know-how needed to produce high-
purity foils is gaining importance in other areas of use. Further classic
applications include thermo-bimetals, lead-frame strip and for passing
electrical currents through glass or ceramic materials. This short list
| 63
On land, sea and air: iron-nickel
low-expansion alloys gaining ground
Iron-nickel alloys containing 36% nickel display minimum thermal expansion. Due to this property,
FeNi36 has long been used in electronics, television engineering and the lamp industry. Through
targeted material enhancements, ThyssenKrupp VDM has now made Pernifer
36 (FeNi36) suitable
for use as a structural material in aerospace, automotive, mechanical engineering and industrial plant
construction applications.
DR. RER. NAT. BERND DE BOER Head of Applications Technology | ThyssenKrupp VDM GmbH, Werdohl
DR. RER. NAT. BODO GEHRMANN Project Manager Research and Development | ThyssenKrupp VDM GmbH, Werdohl
DR.-ING. JUTTA KLWER Head of Research and Development | ThyssenKrupp VDM GmbH, Werdohl
Material Coefficient of linear expansion in 10
-6
m/mK
Aluminum 23.8
Stainless steel (1.4301) 16.0
Nickel alloy (2.4816) 13.7
Carbon steel 11.1
Glass 8.0
Granite 3.0- 8.0
Pernifer
36 1.2
Pernifer
33 Co 0.5
Fig. 1 | Coefficient of linear expansion of various materials in comparison
ThyssenKrupp techforum 1 | 2009
64 | On land, sea and air: iron-nickel low-expansion alloys gaining ground
shows that iron-nickel low-expansion alloys (Pernifer
alloys) have
become well established as functional materials.
By contrast, the use of Pernifer
36 I Fig. 3 I.
Safety and precision: Pernifers
36. Parts of
CFRP are cured at around 200 C in molds made from Pernifer
36
displaying thermal expansion behavior similar to that of the carbon
fibers. This reliably avoids thermal stresses in the part during curing
which could otherwise result in cracks in subsequent use. High-
precision optical lithography devices used to generate structures
less than a micrometer in size also use Fe-Ni low-expansion alloys
to achieve the required precision. The variant Pernifer
36 HC with
increased carbon content was developed especially for the pro-
duction of wafers (thin slices of semiconductor material usually
silicon used to produce the actual chips, i.e. the integrated circuits),
as it is more readily weldable than the classic variant. Laser welding
machines are a further application in which the required level of
precision is achieved using Fe-Ni low-expansion alloys. They are also
used in radio telescopes for space observation. Under the project
name ALMA (Atacama Large Millimeter Array) 50 radio telescopes
are being set up on the Atacama plateau in Chile. This telescope
will be able to focus exactly on points in the sky to observe space
phenomena that can provide clues as to the origins of the universe.
Precision is vital: The equipment must remain true to dimension even
at temperature differences of 40 C and more which occur on the
Chilean plateau. Pernifer
36.
Safe unloading of liquefied gas at minus 162 C: Pernifers
36 CrAl Rest 36 1.5 1.2 Al/1.5 Cr Weld filler for LNG pipelines
Pernifer
S36CrAl.
Compared with the conventional Pernifer
36 Z was developed as a
component of the piezo injectors used in new engine technologies.
Like Pernifer
36, Pernifer
36 material used in
traditional electronic applications does not display adequate strength.
For this reason, ThyssenKrupp VDMs laboratories developed the
variant Pernifer
36
ThyssenKrupp techforum 1 | 2009
68 |
| Innovative chassis products from ThyssenKrupp Bilstein Suspension
ThyssenKrupp techforum 1 | 2009
| 69
Lightweighting in the chassis through
innovative materials and processes
The ThyssenKrupp Bilstein Suspension product portfolio includes the chassis components suspension
springs, shock absorbers and stabilizer bars. These elements offer significant potential for reducing vehicle
weight and thus lowering fuel consumption and CO
2
emissions. The use of high-strength steels reduces
the amount of material needed to manufacture McPherson struts. In the manufacture of coil springs,
a thermomechanical forming process can alter the properties of the material in such a way as to give the
springs higher load ratings. Stabilizer bars can be made up to 40% lighter through the use of tubular
rather than solid cross-sections.
DR.-ING. THOMAS BRENDECKE Head of Development Shock Absorbers | ThyssenKrupp Bilstein Suspension GmbH, Ennepetal
DIPL.-ING. OLE GTZ Team Leader Simulation and Engineering | ThyssenKrupp Bilstein Suspension GmbH, Ennepetal
DIPL.-ING. HANS DZIEMBALLA Head of Development Springs & Stabilizers | ThyssenKrupp Bilstein Suspension GmbH, Hagen-Hohenlimburg
Lightweighting in the auto industry
Measures to reduce fuel consumption are becoming an important
development goal in the auto industry due to the rising demand
for reductions in CO2 emissions. Reducing vehicle weight through
systematic lightweighting represents an effective lever in this context.
With its damper, suspension spring and stabilizer components, the
wheel suspension accounts for a large proportion of the total weight
of a car. The portfolio of ThyssenKrupp Bilstein Suspension includes
these products and offers integrated concepts for weight reduction
in the chassis. Current developments and the achievable weight
savings are presented below.
Lightweight stabilizer bar construction
Substituting tubular stabilizer bars for solid versions offers major
weight-saving potential. The stabilizer bar connects the left- and
right-hand wheel suspension and provides roll stabilization during
suspension travel in opposite directions e.g. when cornering. Roll
moment stabilization also influences the steering behavior of the
vehicle. When designing stabilizer bars, spring rate and lifetime
criteria must be met within the pre-defined packaging space.
In the simplest approach, the solid stabilizer bar is replaced by a
tubular version with a constant tube cross-section along its entire
length. The spring rate of the stabilizer bar is given by the overall
deformation of the areas subject to bending and torsional stress
under a given load. To achieve the required rate, a specific cross-
section (area moment of inertia) is required. The buckling resistance
of the tube limits the possible reduction in sheet thickness. For this
reason, the ratio of outside diameter to wall thickness should not
exceed 6.5 to 7.5. Assuming the same spring rate, approx. 6%
larger outside diameters and correspondingly higher stresses are
possible with a weight saving of approx. 40% compared with solid
stabilizer bars.
The bends between the central section and the arms of a stabilizer
are usually the most highly stressed areas of this component. The
complex geometries result in increased stresses in these areas which
may result in the component not meeting lifetime requirements. In
such instances, the use of a tube with a constant cross-section is
not expedient.
The solution to these conflicting aims lies in varying the cross-
section along the length of the stabilizer I Fig. 1 I to transfer the
ThyssenKrupp techforum 1 | 2009
70 | Lightweighting in the chassis through innovative materials and processes
stress from the critical areas of the stabilizer bar to the less critical
areas (central section, arms). In the area of the bending radii and
bearing points, increasing the wall thickness outwards is the most
effective way to reduce stress levels to a sufficient extent to enable
lifetime requirements to be met while maximizing weight reduction.
The resultant increase in stiffness must be offset by adjusting the
cross-section in other areas. Modern processes such as rotary
swaging are used to manufacture semi-finished tubes with variable
cross-sections. In this process, the dies are arranged concentrically
around the tube. The oscillating dies create the diameter and wall
thickness in incremental forming steps.
Welded tubes made of microalloyed materials are used to achieve
a high-grade surface finish and the desired heat-treated strengths
in tubular stabilizers. Particularly highly stressed tubular stabilizer
bars can also be shot peened on the inner surface of the tube to
create residual compressive stresses which counter cracking and
thus enable lifetime requirements to be met.
High-strength lightweight spring: Bilstein ThermoTec Spring
is expected to begin
in 2010.
D
1
t
1
D
2
t
2
Fig. 1 | Stabilizer bar with varying cross-section
t
1
D
1
D
2
t
1
ThyssenKrupp techforum 1 | 2009
Weight reduction through the use of monotube
shock absorbers
In todays rear axle designs, the shock absorber does not usually
have any wheel control function. In addition to separate springs
and shocks, coil-over shocks are also used. The twin-tube version
currently dominates the shock absorber market.
The monotube shock differs from the twin-tube version in that
precision compression phase damping is possible even at low exci-
tation amplitudes due to the lower pressure level. The elimination
of non-return valves helps to reduce noise. In addition to these
functional advantages, monotube shocks also offer significant
weight reduction potential as, unlike twin-tube shocks, they have
no additional inner tube. In comparably-sized shocks, the monotube
version weighs 30% less. I Fig. 3 I shows the difference in weight
between monotube and twin-tube systems in standard system sizes
(defined by piston/rod diameter) for a sample design length. More
weight can be saved by substituting monotube shocks for the twin-
| 71
HPTP rolling process
d
0
d
1
Microstructure with HPTP Microstructure without HPTP
Effect of increase in toughness
F
a
t
i
g
u
e
s
t
r
e
n
g
t
h
D
N
o
t
c
h
f
a
c
t
o
r
K
D
K
Fig. 2 | Principle and effect of the hot forming process
30/11
Monotube
32/11
Monotube
30/11
Twin-tube
27/11
Twin-tube
36/11
Monotube
Parameters:
Stroke 200 mm, Monotuber t =1.5 mm,
Twin-tube t
a
=1.5 mm, t
i
=1.3 mm
2.00
1.80
1.60
1.40
1.20
1.00
0.80
0.60
0.40
0.20
0.00
-30%
W
e
i
g
h
t
[
k
g
]
Fig. 3 | Weight comparison of shock systems
Spring production process workflow
HPTP Winding Hardening Rod heating
Tensile strength R
m
72 | Lightweighting in the chassis through innovative materials and processes
weight reductions of up to 40% can be realized, depending on
diameter. The lower end of the tube assembly is attached to the
wheel knuckle via a bracket or clamp. Further add-on parts include
the spring plate and stabilizer bar bracket. In several applications,
additional brackets or positioning sheets are attached. The hydraulic
damping unit, comprising inner tube, piston, piston rod, bottom
valve and guide/sealing unit, is located inside the outer tube.
Using high-strength steels in the aforementioned add-on parts
in place of the conventional structural steels employed to date
permits a weight saving of up to 20% through reduced material
usage. However, only reducing the wall thickness is inappropriate
for these structural parts as this would result in an unacceptable
loss of stiffness. The development goal when optimizing geometries
is to improve material usage while meeting strength and stiffness
requirements. In addition, production-related requirements must
be taken into account when deep drawing high-strength materials.
Dual-phase steels (DP-W600/700) lend themselves to use in welded
sheet-formed parts. The tensile strength of dual-phase steels, which
is 40%/65% higher than a conventional structural steel (S420), is
achieved without any loss of elongation, which is required for forming.
Friction-welded aluminum fork
Suspension spring
Spring plate
Stabilizer bracket
Outer tube
Inner tube
tube versions than by reducing the size of the twin-tube system.
ThyssenKrupp Bilstein Suspension has developed lightweight mono-
tube shocks made of steel with reduced wall thicknesses to pro-
duction readiness.
The use of monotube shocks made of aluminum permits weight
to be reduced by a further approx. 25%. I Fig. 4 I shows a pro-
duction application for this type of aluminum shock: in the rear axle
of the Porsche 911.
Lightweight McPherson strut
Used in around 85% of all small to mid-size cars, the McPherson
axle concept is the most important front axle design for this class of
vehicle. The so-called McPherson strut represents the central element
of this compact design I Fig. 5 I. In addition to damping and sus-
pension, it also absorbs and transmits wheel, brake and stabilizer
bar forces into the vehicle body.
As the strut performs a wheel control function, the dimensioning
of the piston rod is determined by stiffness and strength require-
ments. Hollow piston rods are now almost the norm in the standard
diameter range of 20 to 28 mm. Compared with solid piston rods,
Fig. 4 | Aluminum monotube shock absorber Fig. 5 | McPherson strut
Bracket
Upper bearing
Aluminum spring plate
Aluminum outer tube
Aluminum upper bearing housing
ThyssenKrupp techforum 1 | 2009
ThyssenKrupp techforum 1 | 2009
I Fig. 6 I shows an example of the optimization process for devel-
oping a weight-reduced spring plate using the latest analysis methods.
The use of DP-W700 high-strength dual-phase steel together with
the optimized component structure reduces the weight by 20% (100 g).
The additional beading of the spring plate ensures the required com-
ponent stiffness despite the significantly lower wall thickness.
The high strength of the steels used results from the fact that the
yield strength is close to the tensile strength in areas with a sufficient
degree of deformation. The forming process is therefore very impor-
tant. Component geometry design (e.g. the positioning of stiffener
beads) must ensure that a sufficiently high degree of deformation is
also achieved in the more highly stressed areas.
Summary
Using new, high-strength steel materials, weight-optimized designs
and innovative production processes, significant weight savings
can be realized in McPherson struts, shock absorbers, suspension
springs and stabilizer bars in the chassis.
Taking a mid-size vehicle as an example, the lightweight product
portfolio developed by ThyssenKrupp Bilstein Suspension permits
a maximum weight saving potential of approx. 7 kg I Fig. 7 I.
| 73
Strut Spring Stabilizer Shock absorber
Example: Mid-size car
Potential saving of up
to 7 kg compared with
current production part
Lightweight construction technology High strength steels ThermoTec Spring Use of rotary-swaged Substitution of monotube
tubular stabilizer bars shock for twin-tube version
Current production part weight 2.5 kg 2.5 kg 4.0 kg 1.6 kg
Weight reduction ~ 20% (-0.5 kg) ~ 15% (-0.4 kg) ~ 40% (-1.6 kg) ~ 30% (-0.5 kg)
Step 1:
FEM analysis of as-is part (DD13, t=2.5 mm, 455 g)
Step 2:
Optimize geometry
Step 3:
FEM analysis of new part made of high-strength steel
Step 4:
Forming simulation
Step 5:
Prototyping (DP W-700, t=2.0 mm, 359 g)
Fig. 6 | Spring plate optimization
Fig. 7 | Potential for weight reduction
ThyssenKrupp techforum 1 | 2009
74 |
I Locally form field structured sheet metal
ThyssenKrupp techforum 1 | 2009
Motivation
With a growing urban population, the need for transportation capa-
cities in buildings is rising constantly, calling for efficient elevator
systems. In addition, the current debate on sustainability is deman-
ding products with a reduced ecological impact.
With the introduction of new concepts like the TWIN
,
a high-quality ballast processed and sold by ThyssenKrupp MillServices & Systems, has proven its suitability
for the construction of particularly heavily traveled roads with properties such as strength, grain shape
and grip.
DIPL.-ING. HERBERT PPPERLING Member of the Management Board | ThyssenKrupp MillServices & Systems GmbH, Oberhausen
PETER DIEKMANN Public Relations | ThyssenKrupp Services AG, Dsseldorf
Slag products tried and tested
Slag products can be used in a wide range of applications such as
fertilizer for plants, building or bridge construction or reinforcing
lake/river banks I Fig. 1 I. Roads made of blast furnace slag and
housing developments built with bricks made from slag are still fully
functional 75 years after construction. One modern example of the
versatility of this building material is the bridge over the Rhine on the
A44 freeway in Germany which is made of blast furnace cement
concrete. In hydraulic engineering, riprap made of steel mill slag has
been used successfully to reinforce lake/river banks for more than
30 years. The agricultural and forestry industries have also been
enjoying the benefits of slag products for decades here, so-called
slag and converter limes are used as fertilizers.
Steel mill slag is not waste, but rather a high-quality product.
Using slag even reduces the impact on the environment. For example,
in the manufacture of cement, the more granulated blast furnace
slag is added, the lower the CO2 emissions.
ThyssenKrupp techforum 1 | 2009
90 | LiDonit
is a synthetic
mineral substance that is generated in the smelter process in steel
production, which is rich in calcium-silicate I Fig. 4 I. The targeted
addition of silicates (e.g. quartz sand) and oxygen during the
smelting process produces a raw material which is extremely well-
suited for the production of construction materials which meet the
highest quality requirements.
A facility for stabilizing LD slag using SiO2-bearing materials
and oxygen is in operation at steel mill II at ThyssenKrupp Steel
in Duisburg. This process was developed within the framework of
a European research project. The required quartz sand is stored in
a silo with a capacity of 180 t. The volume of sand required for each
individual stabilization process is conveyed from the silo into the
dispenser and drawn from there together with pure oxygen during
the stabilization process. Depending on the chemical analysis of each
individual heat, the operators can add the exact amount of quartz
sand and oxygen needed to produce the LiDonit
raw material to
the still liquid slag via an injection lance. The oxygen causes the iron
minerals to oxidize and supplies the energy needed for the process.
The quartz sand binds free lime particles in calcium silicates. These
measures ensure stable slag volumes and a similar strength to basalt
while maximizing grip. The constant exchange of data between the
individual production steps guarantees stabilization with no fluctuations
in quality in the final product. This makes LiDonit
superior to many
types of natural stone.
Conclusion
Steel mill slag is extremely well-suited for use in pavement layers
in modern road construction due to its uniform structure, very high
strength, high bitumen affinity and rough surface I Fig. 5 I. Under
quality monitoring regulations and in-house production monitoring,
its construction- and environment-related parameters are subjected
to regular internal and external checks to guarantee a high-quality
building material product. Its practicality and capabilities have been
demonstrated for many years in applications such as on the A 40
freeway. Independent reports confirm that using slag can even
reduce the environmental burden.
Fig. 4 | LiDonit