蒂森克虏伯公司和JFE公司的合作协议延期

德国的蒂森克虏伯公司和日本的JFE公司达成协议，把双方签订的全面合作协议再延长五年。该协议是在2002年4月签订的，主要内容是共同开发汽车用薄板及进行相关课题的研发。随着协议的延期，JFE钢公司同意向蒂森克虏伯钢公司转让其JFE的先进镀锌专用技术（JAZ）。JAZ是对环境友好的、具有良好冲压性能的高润滑镀锌层退火汽车薄板。     

JFE集团公司技术开发体系

介绍了日本JFE集团公司的技术开发体系，该体系由JFE技术开发公司、JFE制钢公司研究开发组织和JFE工程公司的研究组织构成，3个研究组织分工明确、相互协调。详细说明了JFE制钢内的钢铁研究所体制和其知识产权战略。     

JFE钢铁公司开发齿轮用钢新产品

正JFE钢铁公司开发出了齿轮用高冷锻渗碳钢和高强度氮化钢,计划从2017财年开始发售。该公司通过扩充棒线产品品种的方式,扩大在汽车相关领域的销量。高冷锻渗碳钢可省略用户在加工工序的热处理,从而实现铸型的长寿化;高强度氮化钢可降低锻造     

等通道转角挤压生产的超细晶低碳钢的动态变形行为

高强度低合金钢是一种重要的汽车用钢，主要被用于节能、轻量型汽车的开发。JFE公司钢铁研究实验室的研究人员近年来一直致力于对抗拉强度为780Mpa的现代化Ti-Nb HSLA钢在形变热处理过程中显微组织变化的实验室研究。他们用热扭转试验对热带的整个轧制工艺过程进行了模拟。用Gleeblel500形变热处理模拟装置通过单击或双击试验以及连续冷却转变(CCT)试验对组织构成的变化过程、静态再结晶以及奥氏体分解进行了定量分析，用时效试验对沉淀硬化进行了研究。     

780MPa高强度钢热轧

高强度低合金钢是一种重要的汽车用钢,主要被用于节能、轻量型汽车的开发。JFE公司钢铁研究实验室的研究人员,近年来一直致力于对抗拉强度为780MPa的现代化Ti—NbHSLA钢,在形变热处理过程中显微组织变化的实验室研究。他们用热扭转试验对热带的整个轧制工艺过程进行了模拟。用Gleeblel500形变热处理模拟装置通过单击或双击试验,以及连续冷却转变（CCT）试验对组织构成的变化过程、静态再结晶以及奥氏体分解进行了定量分析,     

JFE制钢公司开发出提高点焊接性的780MPa和980MPa级高强度钢板

JFE制钢公司开发了抗拉强度为780MPa和980MPa级高强度冷轧钢板和合金化热镀锌钢板,它不仅可用作汽车高强度构件和冲撞吸收构件,而且可以提高点焊接部的可靠性。     

JFE福山厂新镀锌板生产线提前建成投产

JFE钢铁西日本钢铁厂福山分厂新建镀锌板生产线即将建成投产，比原计划提前2个月，并将于2007年1月开始批量生产。提前投产主要是由于汽车用镀锌板需求兴旺，加上库存调整已告一段落，JFE急于完善新的供应体制。     

蒂森克虏伯与JFE联合开发出超高强度钢

德国蒂森克虏伯钢铁公司与日本第二大钢铁企业JFE钢铁公司已经联合开发出新的用于汽车的多相钢。该多相钢最小强度为780MPa,与蒂森克虏伯钢铁公司的超高强度CP-W800和JFE钢铁公司的NAN0780钢类似。但是,相比传统的780MPa级高强度钢,新超高强度钢的延展性提高40％。该新超高强度钢的成型性大幅度提高,组成成分证明了其具有很好的性能。     

JFE钢公司提高不锈钢中厚板价格

日本JFE钢公司欲通过提高镍附加费的方式来提高不锈钢中厚板价格,但目前正努力使客户接受此次提价行动。尽管中厚板的销售量只占公司业务量的一小部分,但JFE钢公司仍是日本的第二大中厚板生产商,所占市场份额大约为20%。附加费只适用于不锈钢     

德国蒂森克虏伯和日本JFE集团进一步加强合作

德国蒂森克虏伯集团（TKS）和日本JFE集团双方已经同意将合作协议延长5年，主要是联合发展汽车用钢及相关的研发，其中包括JFE将JAZ技术许可给TKS。TKS表示将在日本和欧洲建立该产品的供应系统，并努力将JAZ发展为全球标准。[第一段]     

Influence of Oxide Morphologies on Galvanizability of Third Generation Automotive Steel

Focusing on improving the galvanizability of the third generation automotive steel, the effect of surface ox ide morphologies on the galvanizability was studied. The results show that the surface oxide types of sample steels by X ray photoelectron spectroscopy （XPS） analysis after annealing in different conditions are the same. Only MnO, MnO2 and Cr2O3 were detected and no complex oxide exists on the surface. Morphologies of surface oxides can greatly influence the galvanizability of the third generation automotive steel. Nodule-like oxide surface can contribute to better wettability and inhibition layer than vitreous film like oxide surface. Galvanized panels of nodule-like oxide surface steels only show pinhole sized bare spots, while panels galvanized from vitreous film-like oxide surface steels reveal larger areas of bare spots and uncoated areas. Inhibition layer observed in galvanized panels of nodule-like oxide surface steels is compact but not homogeneous; some inhibition layer grains are fine, and others are coarse, while the inhibition layer grains of panels galvanized from vitreous film-like oxide surface steels have a non-compact morphology with some particularly fine equiaxed crystals which developed deficiently.     

Corrosion Resistance of Different Metallic Coatings on Press‐Hardened Steels for Automotive

The corrosion resistance of laboratory press‐hardened components in aluminized, galvanized or galvannealed boron steels was evaluated through VDA 621‐415 cyclic test for the automotive industry. 22MnB5 uncoated steel for hot stamping and standard galvanized steel for cold forming were also included as references. Corrosion resistance after painting (cosmetic corrosion) was quantified by measuring the delamination of electro‐deposited paint from scribed panels. The rusting on their edges was used for determining the cut‐edge corrosion resistance. The corrosion resistance on unpainted deformed panels (perforating corrosion) was quantified by mass losses and pit depth measurements. Zinc‐coated boron steels were found to be more resistant to cosmetic corrosion than the other materials, and slightly more resistant to cut‐edge corrosion than the aluminized one. Red rust apparition could not be avoided due to the high iron content in all these hot‐stamped coatings. The three coated boron steels showed similar performances in terms of resistance to perforation. Aluminized boron steel presents the advantage of being less sensitive to hot‐stamping process deviation. Its robustness has been proved for many years on cars.     

Some Highlights on New Steel Products for Automotive Use

This paper is a short review on some recent developments regarding steels for automotive use. A new precoated steel suitable for to hot stamping processing has been developed, which is most appropriate for producing anti‐intrusion parts. Another evolution of precoated steels is a new inorganic treatment (NIT), which has proved to be efficient in increasing the stamping productivity of precoated steels. In the field of corrosion protection, a new generation of thin organic coatings has been implemented and in the future Zn‐Mg metallic coatings will help to save auxiliary anticorrosion measures such as wax and mastics. To offer steels with high stiffness but low weight, Arcelor has developed a new multimaterial sandwich which shows a good potential for large panels due to its high stiffness. Finally, some breakthrough steel products are discussed as possible candidates for mid/long term applications.     

浦项装甲车用高强度钢板专利技术简述

根据浦项制铁公司在韩国国家专利局公开的有关装甲车用钢典型专利，简述了该公司对各种高抗拉强度及具有高屈服强度的装甲车、战船、坦克等军用钢板技术开发现状，重点介绍了装甲车等军用钢板专利技术。     

Advanced HSLA Steels for Automotive Use

Characteristic HSLA steels for automotive use are introduced in which both of precipitation and microstructure is controlled to obtain suitable mechanical properties.For outer panels such as fender,the combination of low yield strength,high tensile strength and deep-drawability were realized by controlling the distribution of NbC and precipitation free zone.The other steel,developed for chassis parts such as lower arm,utilizes extremely fine interphase precipitation to obtain high yield strength and excellent hole expansionability.Both steels have contributed to the reduction of weight in car body.     

Behaviour Model of Austenitic Stainless Steels for Automotive Structural Parts

One of the most important preoccupation of car manufacturers is to reduce emissions and hence to reduce weight of cars. One of the outstanding materials able to reduce weight while at the same time keeping the same crash absorption and hence safety, is austenitic steel. Austenitic stainless steels are used in crash relevant parts of cars. Moreover, designers can use their very good corrosion resistance and their well known surface aspect for structural visible parts like wheels, cross members, roof panels or tailgates. In this paper, stainless steels for automotive use are presented in detail. First, their chemical composition and tensile properties are explained. Then, a model for forming and crash behaviour is described. Using this model, stainless steels can be engineered into automotive parts and thus stainless steel can be considered as a workable and predictable material for the automotive industry.     

A contribution to the increase in yield strength during the bake hardening process

Bake hardening denotes the controlled aging of steels during a thermal treatment as applied for example by paint baking outer panels of automobiles. Dependent on the duration of the thermal exposure and the temperature, the increase in yield strength can reach up to 80 MPa. The temporal progress is a function of the steel composition and the degree of prestrain and can appear in one or two stages. It seems that the interaction between precipitating ternary iron carbides and the formation of Cottrell atmospheres around mobile dislocations count responsible for the different shapes of the precipitation curves. In the present work an attempt is made to simulate the atmosphere forming and carbide precipitation with the use of classical models and take into account the degree of prestrain. The results are then compared with experimental data on the bake hardening process.     

Influence of Pre‐Straining and Bake Hardening on the Strain Rate Sensitivity of Automotive Sheet Steels

The present investigation deals with the influence of pre‐straining with or without bake hardening on the strain rate sensitivity of automotive sheet steels in typical crash conditions. The strain rate sensitivity m has been determined by means of dynamic tensile tests in the strain rate range 0.005‐1000 s^?1 and in the temperature range 233‐373K. A bake hardening heat treatment at 170 °C for 20 min without pre‐straining does not influence the m‐value in comparison to the base material condition. A small pre‐straining near plane strain condition, as commonly found in outer door panels, or a 10% uniaxial, plane strain and biaxial pre‐straining, as typically used in formed automotive crash components, without bake hardening does not affect the m‐value of sheet steels in comparison to the base material condition. Uniaxial 2% to 10% pre‐straining, longitudinal or transverse to rolling direction with subsequent bake hardening, does not clearly change the m‐value in comparison to the base material condition either. Small differences in the strain rate sensitivity behaviour are rather attributed to experimental scattering without real physical background.     

Self-thermostatting organically coated steel cladding using thermochromic materials

Abstract

This paper explores the effect of colour and gloss on the solar/thermal gain achieved by organically coated steels (OCSs) under external and artificial exposure conditions. External and artificial exposure tests have shown that the colour of an organic coating has a dramatic effect on the thermal gain. Otherwise identical black and white panel assemblies have been found to experience average thermal gains of 16 K and 1·6 K, respectively, over a typical UK daylight exposure. The coating gloss also affects the solar gain but to a much less significant level, with the thermal gain for standard panel colours changing by only 2·5 K when gloss levels are altered between 80 and 10%. Thus, the colour of the organic coating was the most important factor controlling thermal gain. To control solar gain, novel panel assemblies have been prepared in which thermochromic inks with two temperature dependent colours have been incorporated with an OCS topcoat. These have been compared with traditional OCS products, with similar colour and gloss to the two extremes of colour of the novel material. It has been found that as the temperature of the test panels rises and the colour of the organic coating is converted to its lighter shade, the thermal gain of the panel assemblies is lowered and thus the panels have a self-thermostatting capability.     

TRIP钢中合金元素的作用和处理工艺的研究进展

 为了给TRIP钢的试制提供参考,对各种合金元素在TRIP钢中的作用进行了描述,并介绍了热轧和冷轧TRIP钢的处理工艺。认为TRIP钢的研究、生产、应用与双相钢相似,能生产双相钢的生产线即可生产TRIP钢。为生产符合我国国情的TRIP钢,应加强微合金元素钒、钛在TRIP钢中作用的基础研究。