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Cold Rolling of TWIP Steels
Published in Jingwei Zhao, Zhengyi Jiang, Rolling of Advanced High Strength Steels, 2017
In the automotive and mechanical engineering industry, the material types and portions by weight for the current vehicle are seven steel grades (91%), two aluminium grades (3%), and thermoplastics and other materials (6%) (De Cooman et al. 2009). For instance, Figure 10.1 (Asghari et al. 2013) illustrates potential applications of advanced steels in a modern car body structure. The development of these advanced steels for a variety of automotive applications is focused on an increase of strength combined with the preservation or improvement of their formability (Vercammen et al. 2004). The increase of strength enables car manufacturers to reduce automotive body-in-white weight, whereas the increase of ductility and formability allows for more complex car design. Here twinning induced plasticity (TWIP) steels have good combinations of high strength, concurrently high ductility and damage tolerance which satisfy the recent requirements of automotive industries. The TWIP steel is believed to lead to high flow stresses (600–1100 MPa) and exceptional elongations (60–95%) (De Cooman et al. 2009). In addition, Al addition to the TWIP steel could lead to an effective reduction of the specific weight of these steels (6.8–7.3 g/cm3, depending on Al content) (Chen et al. 2013), which is significant to the automobile industry and makes less carbon emission and fuel consumption possible.
Automotive Architecture
Published in Patrick Hossay, Automotive Innovation, 2019
The challenge with TWIP steel, and other so-called second-generation steels, is twofold. First, cost. TWIP steel is very expensive to manufacture, and simply unaffordable for high-volume production cars. Second, these steels, as impressive as they are, are difficult to work with and hard to join together. The effort to design newer variations that can provide the strength and ductility of second-generation steels but at a reduced cost that can allow use across the automotive industry is underway, and defining a third generation of advanced steel (Image 7.8).
Investigation of carbide precipitates as hydrogen traps and their role in hydrogen embrittlement susceptibility of twinning-induced plasticity steel
Published in Corrosion Engineering, Science and Technology, 2022
Hongxia Wan, Yong Cai, Bo Zhao, Changfeng Chen
Twinning-induced plasticity (TWIP) steel has advantages over traditional metal materials because of its excellent strength and toughness. TWIP steel has broad application prospects in the field of petroleum engineering, especially as oil casing steel in a hydrogen sulphide environment [1,2]. However, TWIP steel has high strength and appears obvious hydrogen embrittlement susceptibility [3,4]. The hydrogen embrittlement susceptibility of TWIP steel is closely related to its microstructure [5,6]. The distribution of hydrogen is closely related to the microstructure and defects of metallic materials. However, no study has investigated the adsorption behaviour of hydrogen in micro-nanoscale structures, including the relationship between hydrogen diffusion behaviour in grain boundary and carbide, vacancy and dislocation. Some studies showed that the resistance to hydrogen embrittlement of TWIP steel was considerably improved due to the carbide precipitates phase [7–9]. This phenomenon is induced by the accumulation and trapping of hydrogen in carbides. However, direct evidence that supports this hypothesis is still lacking.
Processing-induced residual stresses in TWIP steel weld spots
Published in Materials and Manufacturing Processes, 2020
Tiago C. A. Colombo, Ronnie Rego, Alfredo R. de Faria, Jorge Otubo
In an automotive body-in-white (BIW) manufacturing chain, the working materials are prone to numerous changes of shape and properties. The main transformation stages are the stamping, the assembly of the individual stamped parts and a post-assembly paint-baking treatment. Considering the stamping stage, the Twinning-Induced Plasticity (TWIP) steels are high potential candidates for large-scale applications in the automotive architecture, mainly as cold stampable replacement materials for conventional mild steels and hot stamping steels. As stated by De Cooman et al.[1], the versatile properties that TWIP steels exhibit are due to the nucleation and growth of mechanical twins during the plastic deformation, which enhances a high work hardening rate at the same time that favors ductility. Zavattieri et al.[2] reported that TWIP steels undergo inhomogeneous plastic deformation during the stamping processes. According to Withers and Bhadeshia[3], inhomogeneous plastic deformation and mechanical twinning are primary sources for residual stresses.
Metal injection moulding (MIM) as an alternative fabrication process for the production of TWIP steel
Published in Powder Metallurgy, 2019
Karen-Adriana García-Aguirre, Juan-Luis Felguera-Jiménez, Gemma Herranz, Jessica Calvo-Muñoz, José-Antonio Benito-Páramo, José-María Cabrera-Marrero
Twinning Induced Plasticity (TWIP) steels have both very high tensile strength and large uniform elongation. However, their most recognised feature is an outstanding high work hardening rate, attributed to the formation of mechanical twins during deformation. Twin boundaries act as grain boundaries, making the microstructure finer as the steel is deformed [1–4] promoting the well-known ‘dynamical Hall–Petch effect’ [1,2]. Its high manganese alloying content leads to a fully austenitic microstructure at room temperature. A suitable proportion of the main alloying elements, C, Mn, Al and occasionally Si, promotes the TWIP effect [1–3]. These steels are attractive for structural applications given their superior mechanical properties which promote a lightweight design of steel components [1–4] and increased impact energy absorption [1–3]. However, their industrialisation has not been widespread due to certain complications arising during the conventional fabrication process, i.e. continuous casting [1]. Among these difficulties, we find the chemical interactions occurring in the mould, the manganese losses during melting, the strong segregation, and the high mechanical demand on the hot and cold rolling machines [5]. Attempts have been made to attenuate these drawbacks. For instance, the South Korean steel producer POSCO [1] modified the working methods to improve the continuous casting process, and ThyssenKrupp Steel Europe and Hoesch Hohenlimburg [5] suggested that strip casting could reduce segregation.