Search NASA⌕ Search

SEARCH · Search NASA

Results for “steel”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 19 records
All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

Reducing Mass of Steel Auto Bodies using Thin Advanced High Strength Steel with Carbon-Fiber Reinforced Epoxy

Diversitak, a company based in Detroit, MI, has developed a proprietary, low specific gravity, carbon fiber-reinforced epoxy (CFRE) under U.S. patent number 9,963,58832. Preliminary testing on this new material conducted in collaboration with ArcelorMittal Steel Company proved out the CFRE concept. A thin layer of this CFRE was applied to a stamped sheet of steel with residual stamping oils from a mill, in a time corresponding to automotive processing (e.g., ~15 seconds), and processed following automotive e-coat procedures (phosphating + 175–200°C heating), to complete the curing. No problems with adherence or performance were noted. While the CFRE does add weight to a thin gauge steel panel, it weighs much less than what is displaced by using thicker conventional mild steel gauges. The application of the coating showed a significant increased dent resistance, oil canning resistance, and part stiffness.This current two-year project was designed to mature this new technology to near manufacturing readiness to reduce the weight of a vehicle and lower the cost of weight reduction. The process involves the use of thinner gauge steels than are currently used. The collaborative development team included two industrial manufacturers: Diversitak and ArcelorMittal Steel Company; LightMAT; and two National Laboratories: Oak Ridge National Laboratory (ORNL) and Idaho National Laboratory (INL). The team developed a new manufacturing process to reduce the weight of a vehicle and lower the cost of weight reduction, as well as a better understanding of how to apply the coating so that it will perform to a high standard in-service. The team also performed an in-depth study to determine the long-term durability of the materials manufactured using this technology and well-known automotive industry standard tests.The overall process involved stiffening the thinner gauge steel by applying the CFRE on only one side. To accomplish this goal, the optimal reinforcement fiber length and fiber concentration was first determined. This was followed by measuring the coefficient of thermal expansion (CTE) in all three directions, so it could be fed into manufacturing models and methods for rapidly and inexpensively applying the coating. This was followed by panel level evaluations of the coating and steel combination, and then by full part demonstration of the technology on door panels. The final step was corrosion testing of the parts.ArcelorMittal characterized the advanced high strength steel (AHSS) (e.g., metallurgy-heat treatment for required AHSS properties as a function of the sheet thickness, state of internal stress) and quantified CFRE adhesion to the steel as a function of sheet preparation (e.g., rolling and stamping).ORNL optimized the fiber length, fiber concentration, and coating thickness for best vehicle function and performance at the least cost. Along with the suppliers, ORNL developed a durable CFRE application process (e.g., gun material, design, robotic dispensing process) and identified the adhesion stability of the CFRE during process holding. An approach to ensure that application/curing timing conforms to conventional assembly line speed and plant cycle times was determined. ORNL also determined the CTE of the material in all three directions and performed material scanning electron microscopy (SEM) analyses.INL characterized the corrosion properties of the steel panels coated with CFRE. The panels were investigated for corrosion resistance and stability as replacement materials used in automotive body panels to reduce mass. The coupons tested at INL were supplied by Diversitak after an optimized CFRE formulation was achieved in the already coated form for corrosion testing.

99 GENERAL AND MISCELLANEOUS↗
DOE OSTI2025

Rotary Inertia Friction Welding of Dissimilar High-Strength 422 Martensitic Stainless Steel and 4140 Low Alloy Steel for Heavy-Duty Engine Piston Fabrication

AISI 422 martensitic stainless steel with superior high temperature performance (oxidation resistance and strength) is under evaluation for replacing current heavy-duty piston crown materials, AISI 4140 martensitic steel and micro alloyed steel (MAS) 38MnSiVS5, to fabricate a multimaterial piston. This multimaterial piston concept further improved power density and fuel economy by allowing heavyduty diesel engines to operate at higher temperatures and pressures. Joining AISI 422 steel piston crowns with AISI 4140 steel piston skirts is a key manufacturing step for this multimaterial piston. However, the significant differences in strength, elevated temperature flow stress, alloy chemistry, and temper resistance between these two martensitic steels cause some weldability issues (cracking) and metallurgical challenges (alloying element migration/segregation) when using conventional fusion-based welding processes. Rotary inertia friction welding (RIFW), a solid-state welding process, has been the preferred method to join 4140 crowns to 4140 skirts (and MAS crowns to MAS skirts) in high-volume production of current heavy-duty diesel engine pistons. It has been used to join these two materials with relatively comparable alloy chemistry to fabricate pistons with MAS skirts and 4140 crowns. Meanwhile, RIFW has also been a preferred method of dissimilar metal welding. However, RIFW of dissimilar high-strength martensitic steels has yet to be widely pursued. The interfacial microstructure complexities created by the thermomechanical process and highly nonequilibrium phase transformations during RIFW are a significant challenge for understanding and predicting their joining behavior and have not been reported in detail. Here, in this work, defect-free AISI 422 steel-AISI 4140 multimaterial pistons were successfully fabricated using the RIFW process. The interfacial microstructure and mechanical properties of dissimilar 422/4140 steel RIFW in the as-welded condition were experimentally studied in detail. The results provide critical baseline information for understanding RIFW mechanisms and guiding subsequent postweld heat treatment (PWHT) practice.

36 MATERIALS SCIENCE↗
DOE OSTI2025

Modeling of Stress and Temperature Effects on Creep of Reduced Activation Ferritic-Martensitic Steel Alloy F82H (Tertiary Creep Modeling of RAFM Steel)

A Bayesian optimization procedure is presented for calibrating a multi-mechanism micromechanical model for creep to experimental data of F82H steel. Reduced activation ferritic martensitic (RAFM) steels based on are the most promising candidates for some fusion reactor structures. Although there are indications that RAFM steel could be viable for fusion applications at temperatures up to 600 °C, the maximum operating temperature will be determined by the creep properties of the structural material and the breeder material compatibility with the structural material. Due to the relative paucity of available creep data on F82H steel compared to other alloys such as Grade 91 steel, micromechanical models are sought for simulating creep based on relevant deformation mechanisms. As a point of departure, this work recalibrates a model form that was previously proposed for Grade 91 steel to match creep curves for F82H steel. Due to the large number of parameters (9) and cost of the nonlinear simulations, an automated approach for tuning the parameters is pursued using a recently developed Bayesian optimization for functional output (BOFO) framework [1]. Incorporating extensions such as batch sequencing and weighted experimental load cases into BOFO, a reasonably small error between experimental and simulated creep curves at two load levels is achieved in a reasonable number of iterations. Validation with an additional creep curve provides confidence in the fitted parameters obtained from the automated calibration procedure to describe the creep behavior of F82H steel at 600 °C. The model is further extended using a temperature dependent scaling law approach to simulate creep response between 550 °C and 650 °C. The efficacy of this extension is compared with the previously used scaling law approach for Grade 91 steel.

36 MATERIALS SCIENCE↗
DOE OSTI2025

Parametric Finite Element Analysis of Naturally Corroded Steel Specimens Using 3D Surface Laser Scans

Corrosion is considered a uniform thickness reduction design guideline of the maritime industry. However, additionally, the corroded and irregular morphology of the surface affects the steel's load-bearing capacity and its impact on the strength and elongation behaviour of the steel is not yet fully understood. These effects on the local behaviour of steel structures under tensile loading were investigated with tensile tests on naturally corroded steel specimens and nonlinear finite element simulations including the corroded surface morphology with a uniform surface idealation. The models also include the deformed specimen shape. The developed approach led to highly accurate parametric finite element models predicting the ultimate tensile strength and longitudinal position of fracture. The results show that all included aspects are essential for accurate simulations, while solely the maximum available surface resolution was not as decisive.

corrosion↗
DOE OSTI2025

Time-Dependent 600 °C Post-Weld Heat Treatment Response of Laser-Wire-Directed Energy Deposited Austenitic Stainless Steel Claddings on Carbon Steel

Austenitic stainless steel overlay claddings are often used to protect nuclear reactor pressure vessels from corrosion. Arc welding processes are traditionally employed, which require a high heat input to bond the dissimilar metals, creating a large heat-affected zone and high residual stress that demands a lengthy stress-relieving post-weld heat treatment, up to 48 hours. High energy beam (e.g., laser, electron beam) directed energy deposition-based overlay cladding processes show promise for fabricating claddings with superior performance compared to arc welded ones because of their localized heat input; however, their necessity and time of post-weld heat treatment are currently unclear. In this research, we investigate the time dependence of a 600 C stress-relieving post-weld heat treatment of austenitic stainless steel clad on low carbon steel by laser-wire-directed energy deposition, comparing the microstructure and mechanical properties of the as-fabricated condition to 2-, 10-, and 48-hour heat treatment times. Diffusion simulations and microscopy show a gradual carburization of the stainless steel cladding and decarburization of the heat-affected zone/base metal. Nanoindentation testing shows up to a 1.8–2.69 embrittlement in the cladding and a 0.33 to 0.69 softening in the heat-affected zone after the 48-hour post-weld heat treatment. Tensile testing of the cladding composites reveals that increasing post-weld heat treatment time raises clad cracking susceptibility due to intergranular carbide formation and shows that laser-wire-directed energy deposition claddings may not require post-weld heat treatment.

Coating↗
DOE OSTI2025

Reducing Mass of Steel Auto Bodies using Thin Advanced High Strength Steel with Carbon-Fiber Reinforced Epoxy

Diversitak, a company based in Detroit, MI, has developed a proprietary, low specific gravity, carbon fiber reinforced epoxy (CFRE) under U.S. patent number 9,963,58832. Preliminary testing on this new material conducted in collaboration with ArcelorMittal Steel Company proved out the CFRE concept. A thin layer of this CFRE was applied to a stamped sheet of steel with residual stamping oils from a mill, in a time corresponding to automotive processing (e.g., ~15 seconds), and processed following automotive e-coat procedures (phosphating + 175–200°C heating), to complete the curing. No problems with adherence or performance were noted. While the CFRE does add weight to a thin gauge steel panel, it weighs much less than what is displaced by using thicker conventional mild steel gauges. The application of the coating showed a significant increased dent resistance, oil canning resistance, and part stiffness.

36 MATERIALS SCIENCE↗
DOE OSTI2024

Characterization of Precipitation-Strengthening Heat-Resistant Austenitic Stainless Steels for Life-Prediction Modeling

In this study, the role of minor alloying additions in 347H stainless steels (UNS34709, ASTM A240/240M) on creep-rupture properties at 650-750°C and microstructure evolution during isothermal exposure at 750°C has been investigated, aiming to provide the experimental dataset as boundary conditions of physics-based modeling for material/component life prediction. Four different 347H heats containing various amounts of boron and nitrogen additions were prepared and evaluated. The combined additions of B and N are found to stabilize the strengthening secondary M23C6 carbides and retarding the transition from M23C6 to sigma phase precipitates during thermal exposure. The observed kinetics of microstructure evolution reasonably explains the improvement of creep-rupture properties of 347H stainless steels with the B and N additions.

Yamamoto, Yukinori↗
DOE OSTI2025

Failure Strain and Related Triaxiality of Aluminum 6061-T6, A36 Carbon Steel, 304 Stainless Steel, and Nitronic 60 Metals, Part I: Experimental Investigation

The objective of this study is to develop failure-limit material models for Aluminum 6061-T6, A36 Carbon Steel, 304 Stainless Steel, and Nitronic 60 metals, based on parameters of plastic equivalent strain (failure strain) and stress triaxiality. The research is conducted in two parts. This paper presents Part One of the study. In Part One, custom-designed test specimens undergo controlled uniaxial tension and compression testing at ambient temperature. These tests are performed at quasi-static speeds using Universal Testing Machines (UTMs) in accordance with ASTM E8 and ASTM E9 standards. Experimental data, specifically engineering stress–strain and force–displacement curves, are recorded from the onset of loading until specimen fracture, or in the case of compression tests, until the capacity of the testing machine is reached. In Part Two, the emphasis shifts to the calibration of Finite Element Analysis (FEA) models of the custom-designed test specimens. Plastic equivalent strain and the corresponding stress triaxiality values at failure are extracted from each test specimen for the given metal. These values are then systematically plotted onto a single graph to construct the failure-limit curve, which delineates the boundary conditions for material failure. This approach will facilitate the development of a comprehensive material property definition that correlates plastic equivalent strain with stress triaxiality at failure for Aluminum 6061-T6, A36 Carbon Steel, 304 Stainless Steel, and Nitronic 60 metals.

Harwell, Ron↗
DOE OSTI2025

Microstructure characteristics of LPBF&HIP fabricated graded composite transition joint between ferritic steel and austenitic stainless steel

Graded composite transition joints (GCTJs) offer a promising alternative to conventional dissimilar metal welds (DMWs) by enabling smooth compositional and microstructural transitions. However, GCTJs fabricated solely through additive manufacturing (AM) face challenges such as heat accumulation, complex parameter control, and elemental segregation. In this study, we propose a novel approach that relies on AM to design a spatially graded structure in one alloy and then employs hot isostatic pressing (HIP) as a diffusion bonding method to join it with a second alloy. Here, this method combines the flexibility of AM with the powder net-shaping advantage of HIP. Specifically, a series of closely packed austenitic stainless steel 304 conical structures were printed using laser powder bed fusion (LPBF) and then combined with ferritic steel P91 powder via HIP. By using electron backscatter diffraction (EBSD), electron probe microanalysis (EPMA), and transmission electron microscopy (TEM) techniques, the microstructure characteristics of the GCTJ of 304&P91, especially the interdiffusion zone (IDZ), have been systematically investigated. The microstructure at the interface transitions from austenite-ferrite (A+F) to austenite-martensite-ferrite (A+M+F), and finally to martensite-ferrite (M+F) due to diffusion. Additionally, the diffusion width between 304 and P91 increases with the volume fraction of P91. This unique design also ensures a gradual transition in both hardness and thermal expansion coefficient from 304 to P91, thereby enabling a smooth gradient in functional properties. Overall, this study proposes a novel approach for fabricating GCTJs and contributes to advancing design concepts in the field of dissimilar metal joining.

Additively manufacturing (AM)↗
DOE OSTI2025

Enabling Production of Low Carbon Emissions Steel through CO 2 Capture from Blast Furnace Gases at Cleveland Cliffs’ 5 mtpa Steel Plant at Burns Harbor, Indiana

Dastur International Inc. has prepared a DOE-funded Pre-front-end engineering design (Pre-FEED) study to capture up to 2.8 mtpa of CO 2 from the available Blast Furnace (BF) gases at the Burns Harbor steel plant operated by Cleveland Cliffs in Burns Harbor, Indiana. The project consists of an amine solvent based pre-combustion carbon capture system, along with a unique BF gas conditioning process which significantly optimizes the project design and architecture in terms of higher volumes (2.8 mtpa vis-à-vis 1.6 mtpa without conditioning) & concentration (32 vol% in conditioned gas vs. 22% in raw BF gas) of CO 2 , which can be captured using a single train, resulting in reduced size and capital cost of the CO 2 capture island, and improved overall economics on a $\$$/tCO 2 captured basis.

42 ENGINEERING↗
DOE OSTI2025

Side-by-side evaluation of the outgassing rate and ultimate pressure achieved inside tubes made of low-carbon and stainless steel

The hydrogen outgassing rate of a vacuum chamber made of AISI 1020 low-carbon steel was found to be notably smaller than a similar chamber made of AISI 316L stainless steel following heat treatment at 150 °C. When the chambers were baked at 400 °C, the outgassing rate of the 1020 low-carbon steel chamber was approximately 2000 times smaller than that of the 316L stainless-steel chamber. After quantifying hydrogen outgassing rates, vacuum chambers made of 1020 low-carbon steel and 316L stainless steel were heated for a prescribed duration and then pumped with an ion pump and nonevaporable getter pump to reach “ultimate pressure.” The 1020 low-carbon steel chamber reached lower pressures than the 316L stainless-steel chamber. Monte Carlo simulation predictions using the measured hydrogen outgassing rates are in good agreement with the ultimate pressure measurements. Finally, our measurements indicate that low-carbon steel can provide pressures within the extreme high vacuum range (<7.5 × 10 -13 Torr) if care is taken to minimize the surface area contribution from stainless steel.

36 MATERIALS SCIENCE↗
DOE OSTI2024

Liquid Interfacial Electron Microscopy Identifies Nanogalvanic Corrosion in Pearlitic Steel

The nanoscale mechanisms of localized corrosion in low carbon steels have remained elusive due to the complexity of studying the degradative material behavior at nanoscale solid-liquid interfaces. We identified various steps in the nanogalvanic corrosion processes using in-situ liquid-cell scanning transmission electron microscopy (STEM) using a microfluidic holder by Hummingbird Scientific. Initial work, performed at low magnification, identified the initiation point on a 1018 low-carbon steel surface. This initiation point was determined to be a triple junction of two ferrite grains bridging a cementite grain in contact with a baseline electrolyte of 6 uM CO2 dissolved in a buffered (2.78 uM Na2SO4) aqueous solution, pH 6.1. The pre-etched low-carbon steel surface was prepared using focused ion beam lift-out procedures to extract a cross-section of the low-carbon steel surface, which then was thinned to about 150 nm and transferred to a SiN membrane microfluidic window. The transfer was made using a lift-out needle to attach the low-carbon steel lamella to the corner of the SiN window, and then Pt/C deposition held the lamella in contact with the window while it was released from the lift out needle. To identify the triple point on the low carbon steel lamella, prior to attachment on the SiN window, the sample was characterized for compositional variations with energy dispersive x-ray spectroscopy mapping, grain orientation and phase mapping with precession electron diffraction, and thickness mapping with energy filtered transmission electron microscopy. This pre-characterization prior to the in-situ experiment provided a map of the multiphase and multigrain structure, where the in-situ liquid cell imaging provided a clear understanding of the initiation point on the sample. These data were cross-correlated to paint a holistic picture of the triple junction site, enabling low electron-fluence in-situ snapshot imaging to avoid dominating the native corrosion reactions with effects from the incident electron beam. This initial result identified that localized, nanogalvanic corrosion at the phase interface was the dominant corrosion process in the low-carbon steel, so we next targeted the observation of an array of these nanogalvanic features phase boundaries in a pearlite grain. Near-surface ferrite/cementite phase interfaces that typify pearlitic low-carbon steel were extracted, pre-characterized, and imaged for the in-situ corrosion processes. The sample was a cross-section from a pearlite grain, with alternating ferrite and cementite grains that extended microns down from the pre-etched low-carbon steel pipe surface. After contact with a buffered aqueous solution, the phase boundaries between the ferrite and cementite began to dissolve, with observable material loss and thickness changes in the dark-field and bright-field STEM images. Within minutes, the corrosion front proceeded deeper into the material, claiming a thin layer of ferrite around all exposed phase boundaries before progressing laterally into the ferrite matrix, converting the ferrite to corrosion product normal to each buried cementite grain. Formation of the corrosion product causes a volumetric expansion, creating a lateral wedging force that mechanically ejects the cementite grains from their grooves and leaves behind percolation channels into the steel substructure. Rapid and deleterious, this nanogalvanic corrosion pathway represents an important target for understanding and preventing run-away degradation in this common building material. Observation of this corrosion mechanism was enabled by the combination of pre-characterization using standard structural, grain, and compositional analysis in the TEM, which provides maps for understanding the reaction propagation captured in low-dose, in-situ, liquid-cell STEM.

corrosion↗
DOE OSTI2025

Welding investigation of a wrought FeMnAl steel for armor application

A new wrought FeMnAl steel contains high Mn content and high Al content. This steel has high strength. When it is compared to conventional steels with the similar strength, its density is lower. FeMnAl steels can be used in armor vehicle manufacturing, in which welding is a common practice to join the steel plates together. The welding of FeMnAl steels has not been sufficiently studied before. Here, this work studied the weldability and weld microstructure of an FeMnAl steel and provided useful data for the welding practice of FeMnAl steels. The influences of weld filler metals and shielding gases were studied, using single-pass bead-on-plate gas metal arc welding (GMAW) and gas tungsten arc welding (GTAW) two processes. The optimal filler metals and shielding gases have been determined to achieve the better weldability. Autogenous GTAW and electron beam welding were also conducted. Cracks were found in the HAZ in the GMAW welds and electron beam welds. Fewer or no cracks were found in the HAZ of GTAW welds. SEM, SEM/EDX, TEM, TEM/EDX, and EBSD were used to analyze the grain boundaries in the HAZ and the cracks. The grain boundaries of FeMnAl base metal are mostly high angle grain boundaries (HAGBs), which attract impurity and solute atoms and cause intergranular cracking. The proposed cracking mechanisms are liquation cracking and ductility-dip cracking. It was found that GTAW provides much better weldability for the FeMnAl steel than GMAW and EBW.

FeMnAl steel↗