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Page 2.4-1

2.4 HOT ROLLED AND COLD ROLLED STEELS

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

Commercial quality (CQ)

Drawing quality (DQ)
Deep drawing quality (DDQ)
Extra deep drawing quality (EDDQ)

Formability increases in the following order: CQ, DQ, DDQ, and EDDQ. The EDDQ steels are
usually produced from interstitial free (IF) or stabilized steels. They have very high values of n
and r that give them the best formability. However, dent resistance is lower than other grades of
steel because of their lower yield strength.
Cold rolled sheet steels are available in several surface finishes: that is, surface smoothness or
luster. Matte finish is a dull finish, without luster. Commercial bright is a relatively bright
finish having a surface texture intermediate between that of matte and luster finish. Luster finish
is a smooth, bright finish. Normally these finishes are furnished to specified surface roughness
values.
Cold reduced uncoated and metallic coated sheet steels are produced in three surface conditions:

Exposed (E) is intended for the most critical exposed applications where painted surface
appearance is of primary importance. This surface condition will meet requirements for
controlled surface texture, surface quality, and flatness.
Unexposed (U) is intended for unexposed applications and may also have special use
where improved ductility over a temper rolled product is desired. Unexposed can be
produced without temper rolling. This surface condition may be susceptible to exhibit
coil breaks, fluting, and stretcher straining. Standard tolerances for flatness and surface
texture are not applicable. In addition, surface imperfections can be more prevalent and
severe than with exposed.
Semi-exposed (Z) is intended for non-critical exposed applications. This is typically a
hot dip galvanized temper rolled product.

MATERIALS

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2.4.2 LOW CARBON FORMABLE STEEL (SAE J-2329)

Increased demands of formability and uniformity on steel properties from the automotive
industry has led the Society of Automotive Engineers to re-classify the properties of the DQ,
DDQ, and EDDQ low carbon, formable steels into property classifications.
There is a wide variety of parts within the automotive industry, and different levels of specific
mechanical properties (for example r value, n value, yield strength, and total elongation) may be
required for specific applications. In the past yield strength has been chosen as a major
discriminator of the categorization system since this property has meaning to both automotive
and steel engineers. In the SAE J2329 document, low carbon sheet steel is classified by 3 grade
levels of hot rolled and 5 levels of cold rolled with yield strength, tensile strength, elongation, and
n value requirements.
Table 2.4.2-1 illustrates the minimum mechanical property requirements for 3 grades of Hot
Rolled formable steel, and Table 2.4.2-2 illustrates minimum mechanical properties for 5 Grades
of Cold Rolled Formable steels as described in the SAE Specification J2329. Note the inclusion
of the formability properties of n value, r value and elongation.
Table 2.4.2-1 Minimum properties of hot rolled formable steels
n Value
Min.
N/R
0.16
0.18

SAE J2329 Yield Strength (MPa) Tensile Strength Total % Elongation

Designation
@.2% offset
(MPa) Minimum in 50mm Minimum
Grade 1
N/R
N/R
N/R
Grade 2
180-290
270
34
Grade 3
180-240
270
38
1999 Society of Automotive Engineers, Inc. Used with permission.

Table 2.4.2-2 Minimum properties of cold rolled formable steels

SAE J2329
Yield Strength
Tensile Strength Total % Elongation
Designation (MPa) @ 0.2% offset (MPa) Minimum in 50mm Minimum
Grade 1
N/R
N/R
N/R
Grade 2
140-260
270
34
Grade 3
140-205
270
38
Grade 4
140-185
270
40
Grade 5
110-170
270
42

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

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

Table 2.4.2-3 illustrates the required chemical compositions as described in SAE J2329 for materials
in the hot and cold rolled formable low carbon steel classifications.
Table 2.4.2-3 Required chemical compositions of hot rolled and cold rolled formable steels
SAE J2329
Designation
Grade 1
Grade 2
Grade 3
Grade 4
Grade 5

Carbon
max. %
0.13
0.10
0.10
0.08
0.02

Manganese
max. %
0.60
0.50
0.50
0.40
0.30

Phosphorus
max. %
0.035
0.035
0.030
0.025
0.025

Sulfur
max. %
0.035
0.030
0.030
0.025
0.025

Aluminum
min. %
--0.020
0.020
0.020
0.020

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

Section 2.4 Hot Rolled and Cold Rolled Steels

MATERIALS

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AUTOMOTIVE STEEL DESIGN MANUAL

Page 2.4-3

2.4.3 DENT RESISTANT, HIGH STRENGTH AND ADVANCED HIGH

STRENGTH STEELS
High Strength sheet steels cover a broad spectrum of steels designed and used for higher yield
and tensile strength applications than the low carbon formable steels. Many different high
strength steels have been developed by the various steel producers and are available in hot rolled,
cold rolled, and coated products. As indicated in an earlier section, high strength steels are
specified in SAE J2340; these are listed in Table 2.4.3-1 below. Advanced high strength steels
are defined in the Ultra-light Steel Automotive Body Advanced Vehicle Concept
(ULSAB-AVC) and are discussed in Section 2.4.3.3. Descriptions are listed below:

Dent Resistant (DR)

Bake Hardenable (BH)
Non-Bake Hardenable
High Strength Solution Strengthened
High Strength Low Alloy (HSLA)
High Strength Recovery Annealed
Advanced High Strength
Dual Phase (DP)
Complex Phase (CP)
Transformation-Induced Plasticity (TRIP)
Martensitic

Higher strength steels are desirable for dent resistance, increased load bearing capacity, better
crash management, and /or for mass reduction through decrease in sheet metal thickness.
Strength in these steels is achieved through chemical composition (alloying) and special
processing. Special processing could include mechanical rolling techniques, percent cold
reduction, temperature control in hot rolling, and time and temperature in annealing of cold
reduced sheet. Each of these major groups of steel is discussed below.
Table 2.4.3-1 High and advanced high strength steel grades as described in SAE J2340 and
ULSAB-AVC
Steel Description

Grade Type

Dent Resistant Non-Bake Hardenable

Dent Resistant Bake Hardenable
High Strength Solution Strengthened
High Strength Low Alloy
High Strength Recovery Annealed
Advanced High Strength

Available Strength Grade

MPa
A
180, 210, 250, 280
B
180, 210, 250, 280
S
300, 340
X&Y
300, 340, 380, 420, 490, 550
R
490, 550, 700, 830
See Figure 2.4.3-1 See Figure 2.4.3-1

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

MATERIALS

Section 2.4 Hot Rolled and Cold Rolled Steels

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

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

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

MATERIALS

August 2002

AUTOMOTIVE STEEL DESIGN MANUAL

Page 2.4-5

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

Bake
Hardening
Index, Lower
Yield (BHI L)

Strain
Hardening
Index (SHI)

Stress

Bake
Hardening
Index, Upper
Yield (BHI U )

2% Prestrain

Strain

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

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

MATERIALS

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August 2002

Table 2.4.3.1-1 Required minimum mechanical properties of Type A and Type B dent
resistant cold reduced sheet steel as described in J2340

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

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

High strength solution strengthened steels use carbon and manganese in combination
with phosphorus or silicon (as solution strengtheners) to meet the minimum for
improved formability and weldability. Phosphorus is restricted to a maximum of
0.100%. Sulfur is restricted to a maximum of 0.020%.

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

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AUTOMOTIVE STEEL DESIGN MANUAL

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

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

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

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

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

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

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

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

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

Tensile Strength
MPa
Minimum
500
560
710
860

% Total Elongation
Minimum
13
10
8
2

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

MATERIALS

Section 2.4 Hot Rolled and Cold Rolled Steels

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August 2002

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

2.4.3.3.1 AHSS Nomenclature

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

where,

XX = Type of Steel
aaa = minimum YS in MPa, and
bbb = minimum UTS in MPa.

The types of steels are defined as:

DP
CP
TRIP
Mart

= Dual Phase
= Complex Phase
= Transformation-Induced Plasticity
= Martensitic

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

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

Section 2.4 Hot Rolled and Cold Rolled Steels

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AUTOMOTIVE STEEL DESIGN MANUAL

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Table 2.4.3.3.1-1 Typical Mechanical Properties of AHSS

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

YS
(MPa)
280
300
350
400
450
500
700
700
950
1250

UTS
(MPa)
600
500
600
700
800
800
800
1000
1200
1520

Total EL
(%)
30-34
30-34
24-30
19-25
26-32
14-20
10-15
12-17
5-7
4-6

n-valuea
(5-15%)
0.21
0.16
0.14
0.14
0.24
0.14
0.13
0.09
0.07
0.065

r-bar
1.0
1.0
1.0
1.0
0.9
1.0
1.0
0.9
0.9
0.9

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

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

Where:

YS and UTS are minimum values, others are typical values.

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

2.4.3.3.2 Work Hardening and Plasticity of AHSS

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

MATERIALS

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AUTOMOTIVE STEEL DESIGN MANUAL

7a

True Stress - True Strain

800

TRIP 400/600

700
True Stress (MPa)

August 2002

600

DP350/600

500
400

HSLA 350/450

300
200
100
0
0

True Stress (MPa)

7b 5 0 0

10
% True Strain

15

20

400
300
200
100
0
0

7c

0.25
0.5
0.75
% True Strain

Instantaneous n-value

0.25

n-value

0.2

TRIP 400/600

0.15

DP350/600

0.1

HSLA 350/450

0.05
0
0

10

15

20

% True Strain

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

2.4.3.3.3 Formability Dual Phase

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

Section 2.4 Hot Rolled and Cold Rolled Steels

MATERIALS

AUTOMOTIVE STEEL DESIGN MANUAL

2 .2
2 .1 8
2 .1 6
2 .1 4
2 .1 2
2 .1
2 .0 8
2 .0 6
HS
LA 50
HSLA

350/450

Page 2.4-11

Stretch
Form(LDH)
Stretch
Form

DeepDeep
DrawDraw
(LDR )

Limiting Draw Height (LDH)

Limiting Draw Ratio (LDR)

August 2002

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

DUAL-TEN
DP

350/600
590

HSLA
50
HSLA

DUAL-TEN
DP

350/450

350/600
590

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

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

2.4.3.3.4 Structural Steel Performance of AHSS

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

Section 2.4 Hot Rolled and Cold Rolled Steels

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AUTOMOTIVE STEEL DESIGN MANUAL

August 2002

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

Component Material Strength

DUAL-TEN
DP
590
350/600

Sheet YS
Work-Hardening

HSLA
H
SLA 50
350/450

Bake-Hardening
0

100 200 300 400 500 600

Yield Strength (MPa)

Figure 2.4.3.3.4-1 Comparison between DP350/600 and HSLA350/450 subjected to a 2%

strain and bake hardened

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

Stress (MPa)

1000

Strain Rate Com p ar ison

800
600
HS
LA 5 0 - S t -Static
a t ic
HSLA350/450
HS
LA
5
0
C
ras h
HSLA350/450 -Crash
DDP350/600
U A L- T E-Static
N 5 9 0 - S t a t ic
DDP350/600
U A L- T E-Crash
N 5 9 0 - C ras h

400
200
0
0.000

0.100

0.200

0.300

0.400

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

Section 2.4 Hot Rolled and Cold Rolled Steels

MATERIALS

August 2002

AUTOMOTIVE STEEL DESIGN MANUAL

Page 2.4-13

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

2.4.4 AVAILABILITY AND TYPICAL MATERIAL PROPERTIES

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

MATERIALS

Section 2.4 Hot Rolled and Cold Rolled Steels

Page 2.4-14

AUTOMOTIVE STEEL DESIGN MANUAL

August 2002

Table 2.4.4-1 Compilation of AISI and A/SP materials property data

typical property values

Matl

SAE
Class.

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

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

Grade
SAE
1
2
3
1
2
3
4
5
180A
210A
250A
280A
180B
210B
250B
280B
300S
300S
340S
340S
300X
300X
300Y
340X
340X
340Y
380X
380Y
420X
420X
420Y
490X
490X
490Y
550X
550X
550Y
490R
550R
700R
830R
500DH
600DH
600DL1
600DL2
700DH
800DL
950DL
1000DL
800M
900M
1000M
1100M
1200M
1300M
1400M
1500M

AISI
CQ
DQ
DDQ
CQ
DQ
DQ
DDQ
EDDQ
Dent Resist
Dent Resist
Dent Resist
Dent Resist
Bake Hard
Bake Hard
Bake Hard
Bake Hard
HSS
HSS
HSS
HSS
HSLA
HSLA
HSLA
HSLA
HSLA
HSLA
HSLA
HSLA
HSLA
HSLA
HSLA
HSLA
HSLA
HSLA
HSLA
HSLA
HSLA
Rec Anneal
Rec Anneal
Rec Anneal
Rec Anneal
Dual Phase
Dual Phase
Dual Phase
Dual Phase
Dual Phase
Dual Phase
Dual Phase
Dual Phase
Martensite
Martensite
Martensite
Martensite
Martensite
Martensite
Martensite
Martensite

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

Section 2.4 Hot Rolled and Cold Rolled Steels

Thickness
(mm)
1.00 - 9.53
1.00 - 9.53
1.00 - 9.53
0.38 - 3.30
0.38 - 3.30
0.38 - 3.30
0.38 - 3.30
0.38 - 3.30
0.64 - 2.79
0.64 - 2.79
0.64 - 2.79
0.64 - 2.79
0.64 - 2.79
0.64 - 2.79
0.64 - 2.79
0.64 - 2.79
1.00 - 9.53
0.64 - 2.79
0.64 - 2.79
0.64 - 2.03
1.00 - 9.53
0.38 - 3.30
0.38 - 3.30
1.00 - 9.53
0.76 - 3.18
0.76 - 3.18
0.76 - 3.18
0.76 - 3.18
1.00 - 9.53
0.76 - 3.18
0.76 - 3.18
1.00 - 9.53
0.76 - 3.18
0.76 - 3.18
1.00 - 9.53
0.76 - 3.18
0.76 - 3.18
0.76 - 3.18
0.76 - 3.18
0.76 - 3.18
0.76 - 3.18
0.48 - 2.16
0.48 - 2.16
0.48 - 2.16
0.48 - 2.16
0.48 - 2.16
0.48 - 2.16
0.48 - 2.16
0.48 - 2.16
0.48 - 1.50
0.48 - 1.50
0.48 - 1.50
0.48 - 1.50
0.48 - 1.50
0.48 - 1.50
0.48 - 1.50
0.48 - 1.50

(in)
0.070 - 0.500
0.055 - 0.375
0.055 - 0.375
0.020 - 0.120
0.015 - 0.130
0.015 - 0.130
0.015 - 0.130
0.015 - 0.130
0.025 - 0.110
0.025 - 0.110
0.025 - 0.110
0.025 - 0.110
0.025 - 0.110
0.025 - 0.110
0.025 - 0.110
0.025 - 0.110
0.055 - 0.375
0.025 - 0.110
0.025 - 0.110
0.025 - 0.080
0.055 - 0.375
0.015 - 0.130
0.015 - 0.130
0.055 - 0.375
0.030 - 0.125
0.030 - 0.125
0.030 - 0.125
0.030 - 0.125
0.055 - 0.375
0.030 - 0.125
0.030 - 0.125
0.055 - 0.375
0.030 - 0.125
0.030 - 0.125
0.055 - 0.375
0.050 - 0.125
0.050 - 0.125
0.050 - 0.125
0.050 - 0.125
0.050 - 0.125
0.050 - 0.125
0.050 - 0.125
0.050 - 0.125
0.050 - 0.125
0.050 - 0.125
0.050 - 0.125
0.050 - 0.125
0.050 - 0.125
0.050 - 0.125
0.020 - 0.060
0.020 - 0.060
0.020 - 0.060
0.020 - 0.060
0.020 - 0.060
0.020 - 0.060
0.020 - 0.060
0.020 - 0.060

MATERIALS

August 2002

AUTOMOTIVE STEEL DESIGN MANUAL

Page 2.4-15

REFERENCES FOR SECTION 2.4

1.

J.R. Shaw, B. K. Zuidema, New High Strength Steels Help Automakers Reach Future
Goals for Safety, Affordability, Fuel Efficiency, and Environmental Responsibility SAE
Paper 2001-01-3041.

2.

SAE Specification J2340, Categorization and Properties of Dent Resistant, High

Strength, and Ultra High Strength Automotive Sheet Steels, Oct 1999, Society of
Automotive Engineers, 400 Commonwealth Drive, Warrendale, PA, 15096-0001.

3.

ULSAB-AVC Consortium, Technical Transfer Dispatch #6, ULSAB-AVC Body

Structure Materials, May, 2001.

4.

Konieczny A. A. , United States Steel Internal Report

5.

J. R. Fekete, A.M. Stibich, M. F. Shi, A Comparison of Energy Absorption of HSLA

vs. Dual Phase Sheet Steel in Dynamic Crush, SAE Paper 2001-01-3101.

6.

J. R. Shaw, K. Watanabe, M. Chen, Metal Forming Characterization and Simulation of

Advanced High Strength Steels SAE Paper 2001-01-1139, 2001.

7.

K. Eberle, Ph. Harlet, P. Cantineaus, and M. Vande Populiere, "New thermomechanical

strategies for the realization of multiphase steels showing a transformation induced
plasticity (TRIP) effect," 40th MWSP Conference, Vol. XXXVI, Iron and Steel Society,
Warrendale, PA, (1998), 83-92.

8.

J-O. Sperle, "Fatigue Strength of High Strength Dual-Phase Steel Sheet," Int. Journal of
Fatigue 7 no 2 (1985) pp. 79-86.

9.

K. Mahadevan, P. Liang, J. R. Fekete, "Effect of Strain Rate in Full Vehicle Frontal

Crash Analysis," SAE Technical Paper no. 2000-01-0625, Society of Automotive
Engineers, Warrendale, PA, USA.

10.

Simunovic, S., Shaw, J., Aramayo, G., Material modeling effects on impact deformation
of ultralight steel auto body, SAE Paper 2000-01-2715, 2000.

11.

S. Simunovic, J. Shaw, "Effect Material Processing in Full Vehicle Crash Analysis,"

SAE Technical Paper No. 2000-01-1056, Society of Automotive Engineers, Warrendale,
PA, USA.

12.

T. Dutton, S. Iregbu, R. Sturt, A. Kellicut, B. Cowell, K. Kavikondala, The Effect of

Forming on the Crashworthiness of Vehicles with Hydroformed Frame Siderails, SAE
Paper 1999-01-3208,1999

13.

X. M. Chen, M. F. Shi and P. M. McKune, S.M. Chen, Applications of High Strength

Steels in Hydroforming Dual Phase Vs. HSLA, SAE Paper 2001-01-1133, 2001.

MATERIALS

Section 2.4 Hot Rolled and Cold Rolled Steels

Page 2.4-16
14.

AUTOMOTIVE STEEL DESIGN MANUAL

August 2002

B. K. Zuidema, S. G. Denner, B. Engl, J. 0. Sperle, New High Strength Steels Applied

to the Body Structure of ULSAB-AVC SAE Paper 2001-01-3042, 2001

BIBLIOGRAPHY FOR SECTION 2.4

Refer to Section 2.15 for a comprehensive bibliography for Section 2.1 to 2.14.

Section 2.4 Hot Rolled and Cold Rolled Steels

MATERIALS