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Press Hardened Steels

Introduction
PHS Grades with Tensile Strength Approximately 1500 MPa
Grades with Higher Ductility
PHS Grades Over 1500 MPa
Other Steels for Press Hardening Process
Stainless steels
Medium-Mn steels
Composite steels

Introduction
Press hardening steels are typically carbon-manganese-boron alloyed steels. They are also
commonly known as:

Press Hardening Steels (PHS)

Hot Press Forming Steels (HPF), a term more common in Asia
Boron Steel: although the name may also refer to other steels, in automotive industry
boron steel is typically used for PHS
Hot Formed Steel (HF), a term more common in Europe.

The most common PHS grade is PHS1500. In Europe, this grade is commonly referred to as
22MnB5 or 1.5528. As received, it has ferritic-pearlitic microstructure and a yield strength
between 300-600 MPa depending on the cold working. The tensile strength of as received
steel can be expected to be between 450 and 750 MPa. Total elongation must be over a
minimum of 12% (A80), but depending on coating type and thickness may well exceed 18%
(A80), see Figure 1*. Thus, the grade can be cold formed to relatively complex geometries
using certain methods and coatings. When hardened, it has a minimum yield strength of
B-14
950 MPa and tensile strength typically around 1300-1650 MPa, Figure 1. Some
companies describe them with their yield and tensile strength levels, such as
PHS950Y1500T. It is also common in Europe to see this steel as PHS950Y1300T, and thus
aiming for a minimum tensile strength of 1300 MPa after quenching.

The PHS1500 name may also be used for the Zn-coated 20MnB8 or air hardenable
22MnSiB9-5 grades. The former is known as “direct forming with pre-cooling steel” and
could be abbreviated as CR1500T-PS, PHS1500PS, PHSPS950Y1300T or similar. The latter
grade is known as “multi-step hot forming steel” and could be abbreviated as, CR1500T-MS,
V-9
PHS1500MS, PHSMS950Y1300T or similar.

Prepared by Eren Billur, Billur Metal Form

for WorldAutoSteel AHSS Guidelines, 2021

2000
Engineering Stress (σ ) [MPa]

1500
PHS1500 Full Hardened (FH)
e

PHS1500 as delivered
1000 PHS1500+GI asreceived (optimized for cold forming)

500

0
0 5 10 15 20 25
Engineering Strain (e) [%]

Figure 1: Stress-Strain Curves of PHS1500 before and after quenching* (re-created after
Citations U-9, O-8, B-18).

In the last decade, several steel makers introduced grades with higher carbon levels,
leading to a tensile strength between 1800 MPa and 2000 MPa. Hydrogen induced cracking
(HIC) and weldability limit applications of PHS1800, PHS1900 and PHS2000, with studies
underway to develop practices which minimize or eliminate these limitations.

Lastly, there are higher energy absorbing, lower strength grades, which have improved
ductility and bendability. These fall into two main groups: Press Quenched Steels (PQS) with
approximate tensile strength levels of 450 MPa and 550 MPa (noted as PQS450 and
PQS550 in Figure 2) and higher ductility PHS grades with approximate tensile strength
levels of 1000 and 1200 MPa (shown as PHS1000 and PHS1200 in Figure 2).

Apart from these grades, other grades are suitable for press hardening. Several research
groups and steel makers have o ered special stainless-steel grades and recently developed
Medium-Mn steels for hot stamping purposes. Also, one steel maker in Europe has
developed a sandwich material by cladding PHS1500 with thin PQS450 layers on both sides.
 Prepared by Eren Billur, Billur Metal Form
for WorldAutoSteel AHSS Guidelines, 2021

2000 PHS2000 (34MnB5, 37MnB4 or 34MnBV)

PHS1800 (28MnB5, 30MnB5 or 20MnCr)

Engineering Stress (σ ) [MPa]

1500
PHS1500 (22MnB5, 20MnB8 or 22MnSiB9-5)

1000 PHS1000 or PHS1200 (8MnB7or 12MnB6)

500 PQS450 (6Mn3) or PQS550 (6Mn6)

0
0 5 10 15 20 25
Engineering Strain (e) [%]

Figure 2: Stress-strain curves of several PQS and PHS grades used in automotive industry,
after hot stamping for full hardening* (re-created after Citations B-18, L-28, Z-7, Y-12, W-28,
F-19, G-30).

PHS Grades with Tensile Strength

Approximately 1500 MPa
Hot stamping as we know it today was developed in 1970s in Sweden. The most used steel
since then has been 22MnB5 with slight modi cations. 22MnB5 means, approximately 0.22
wt-% C, approximately (5/4) = 1.25% wt-% Mn, and B alloying.

The automotive use of this steel started in 1984 with door beams. Until 2001, the
automotive use of hot stamped components was limited to door and bumper beams, made
from uncoated 22MnB5, in the fully hardened condition. By the end of the 1990s, Type 1
aluminized coating was developed to address scale formation. Since then, 22MnB5 + AlSi
B-14
coating has been used extensively.

Although some steel makers claim 22MnB5 as a standard material, it is not listed in any
international or regional (i.e., European, Asian, or American) standard. Only a similar
T-26, E-3
20MnB5 is listed in EN 10083-3. The acceptable range of chemical composition for
S-64, V-9
22MnB5 is given in Table 1.

S-64, V-9
Table 1: Chemical composition limits for 22MnB5 (listed in wt.%).

VDA239-500, a draft material recommendation from Verband Der Automotbilindustrie E.V.

(VDA), is an attempt to further standardize hot stamping materials. The document has not
been published as of early 2021. According to this draft standard, 22MnB5 may be
delivered coated or uncoated, hot or cold rolled. Depending on these parameters, as-
delivered mechanical properties may di er signi cantly. Steels for the indirect process, for
V-9
example, has to have a higher elongation to ensure cold formability. Figure 1 shows
generic stress-strain curves, which may vary signi cantly depending on the coating and
selected press hardening process.

For 22MnB5 to reach its high strength after quenching, it must be austenitized rst. During
heating, ferrite begins to transform to austenite at “lower transformation temperature”
known as Ac1. The temperature at which the ferrite-to-austenite transformation is
complete is called “upper transformation temperature,” abbreviated as Ac3. Both Ac1 and
Ac3 are dependent on the heating rate and the exact chemical composition of the alloy in
question. The upper transformation temperature for 22MnB5 is approximately 835-890
D-21, H-30
°C. Austenite transforms to other microstructures as the steel is cooled. The
microstructures produced from this transformation depends on the cooling rate, as seen in
the continuous-cooling-transformation (CCT) curve in Figure 3. Achieving the “fully
hardened” condition in PHS grades requires an almost fully martensitic microstructure.
Avoiding transformation to other phases requires cooling rates exceeding a minimum
threshold, called the “critical cooling rate,” which for 22MnB5 is 27 °C/s. For energy
absorbing applications, there are also tailored parts with “soft zones”. In these soft zones,
areas of interest will be intentionally made with other microstructures to ensure higher
B-14
energy absorption.

Prepared by Eren Billur, Billur Metal Form

for WorldAutoSteel AHSS Guidelines, 2021

900
Nb, Si B, C, Cr, Mn, Mo A: Austenite
800
B: Bainite
A→F F: Ferrite
700
Bainite A→P M: Martensite
Temperature [° C]

Nose
C, A→B P: Pearlite
600
Cr, C, Cr, Mn, Mo
500 Mn
,M Ms = Martensite
Ms o
400 Start Temp.
A→M
C, Mn

300

200

100
Time to cool [s] 8 27 40 80 133 266 1143 4000
Cooling Rate [°C/s] 100 30 20 10 6 3 0.7 0.2
Hardness [HV] 475 474 417 278 232 182 163 150

Figure 3: Continuous Cooling Transformation (CCT) curve for 22MnB5 (Published in Citation
B-19, re-created after Citations M-25, V-10).

Once the parts are hot stamped and quenched over the critical cooling rate, they typically
have a yield strength of 950-1200 MPa and an ultimate tensile strength between 1300 and
1700 MPa. Their hardness level is typically between 470 and 510 HV, depending on the
B-14
testing methods.

Once automotive parts are stamped, they are then joined to the car body in body shop. The
fully assembled body known as the Body-in-White (BIW) with doors and closures, is then
moved to the paint shop. Once the car is coated and painted, the BIW passes through a
furnace to cure the paint. The time and temperature for this operation is called the paint
bake cycle. Although the temperature and duration may be di erent from plant to plant, it
is typically close to 170 °C for 20 minutes. Most automotive body components made from
cold or hot formed steels and some aluminum grades may experience an increase in their
yield strength after paint baking.

In Figure 4, press hardened 22MnB5 is shown in the red curve. In this particular example,
the proof strength was found to be approximately 1180 MPa. After processing through the
standard 170 °C – 20 minutes bake hardening cycle, the proof strength increases to 1280
B-18
MPa (shown in the black curve). Most studies show a bake hardening increase of 100
B-18, J-17, C-17
MPa or more with press hardened 22MnB5 in industrial conditions.

Prepared by Eren Billur, Billur Metal Form

for WorldAutoSteel AHSS Guidelines, 2021

2000
1400

Engineering Stress (σ ) [MPa]

Engineering Stress (σ ) [MPa]

1300
22MnB5 PH + BH
e
1500
BH0 ≈ 100 MPa
e

σp0.2 ≈ 1280 MPa

1200
22MnB5 PH
1000 1100 σp0.2 ≈ 1180 MPa

1000
0 0.5 1 1.5 2
500 Engineering Strain (e) [%]

0
0 5 10 15 20 25
Engineering Strain (e) [%]

Figure 4: Bake hardening e ect on press hardened 22MnB5. BH0 is shown since there is no
cold deformation pre-strain. (re-created after Citation B-18).

There are two modi ed versions of the 22MnB5 recently o ered by several steel makers:
20MnB8 and 22MnSiB9-5. Both grades have higher Mn and Si compared to 22MnB5, as
shown in Table 2.

Table 2: Chemical compositions of PHS grades with 1500 MPa tensile strength (all listed in
V-9
wt.%).

Both of these relatively recent grades are designed for Zn-based coatings and are designed
for di erent process routes. For these reasons, many existing hot stamping lines would
require some modi cations to accommodate these grades.

20MnB8 has been designed for a “direct process with pre-cooling”. The main idea is to
solidify the Zn coating before forming, eliminating the possibility that liquid zine lls in the
micro-cracks on the formed base metal surface, which in turn eliminates the risk of Liquid
Metal Embrittlement (LME). The chemistry is modi ed such that the phase transformations
occur later than 22MnB5. The critical cooling rate of 20MnB8 is approximately 10 °C/s. This
allows the part to be transferred from the pre-cooling stage to the forming die. As press
hardened, the material has approximately 1000-1050 MPa yield strength and 1500 MPa
tensile strength. Once bake hardened (170 °C, 20 minutes), yield strength may exceed 1100
K-22
MPa. This steel may be referred to as PHS950Y1300T-PS (Press Hardening Steel with
minimum 950 MPa yield, minimum 1300 MPa tensile strength, for Pre-cooled Stamping).

22MnSiB9-5 has been developed for a transfer press process, named as “multi-step”. As
quenched, the material has similar mechanical properties with 22MnB5 (Figure 5). As of
2020, there is at least one automotive part mass produced with this technology and is
G-27
applied to a compact car in Germany. Although the critical cooling rate is listed as 5
°C/s, even at a cooling rate of 1 °C/s, hardness over 450HV can be achieved, as shown in
H-27
Figure 6. This allows the material to be “air-hardenable” and thus, can handle a
transfer press operation (hence the name multi-step) in a servo press. This material is also
B-15
available with Zn coating. This steel may be referred to as PHS950Y1300T-MS (Press
Hardening Steel with minimum 950 MPa yield, minimum 1300 MPa tensile strength, for
Multi-Step process).

Prepared by Eren Billur, Billur Metal Form

for WorldAutoSteel AHSS Guidelines, 2021

2000
Engineering Stress (σ ) [MPa]

22MnB5 + AS150
1500 after direct press hardening
e

20MnB8 + ZF180 (GA)

after pre-cooled press hardening
1000
22MnSiB9-5 + ZF180 (GA)
after multi-step press hardening

500

0
0 5 10 15 20 25
Engineering Strain (e) [%]

Figure 5: Engineering stress-strain curves of 1500 MPa level grades (re-created after
Citations B-18, G-29, K-22)
 Prepared by Eren Billur, Billur Metal Form
for WorldAutoSteel AHSS Guidelines, 2021

600
22MnSiB9-5,
22MnB5, >27°C/s
>5°C/s
500

Vickers Hardness [HV]

400

300

20MnB8, >20°C/s
200

100% Martensite
100 Martensite + Other Phases

0
0.1 1 10 100 1000
o
Cooling rate [ C/s]

Figure 6: Critical cooling rates of 1500 MPa level press hardening steels (re-created after
Citations K-22, H-31, H-27)

Grades with Higher Ductility

Press hardened parts are extremely strong, but cannot absorb much energy. Thus, they are
mostly used where intrusion resistance is required. However, newer materials for hot
stamping have been developed which have higher elongation (ductility) compared to the
most common 22MnB5. These materials can be used in parts where energy absorption is
required. These higher energy absorbing, lower strength grades fall into two groups, as
shown in Figure 7. Those at the lower strength level are commonly referred to as “Press
Quenched Steels” (PQS). The products having higher strength in Figure 7 are press
hardening steels since they contain boron and do increase in strength from the quenching
operation. The properties listed are after the hot stamping process.

450–600 MPa tensile strength level and >15% total elongation, listed as PQS450 and
PQS550.
1000–1300 MPa tensile strength level and >5% total elongation, listed as PHS1000 and
PHS1200.
 2000

Engineering Stress (σ ) [MPa] 1500 PHS1500 (22MnB5, 20MnB8 or 22MnSiB9 -5)

e

1000 PHS1000 or PHS1200 (8MnB7 or 12MnB6)

500 PQS450 (6Mn3 ) or PQS550( 6Mn6)

0
0 5 10 15 20 25
Engineer ing Str ain ( e) [%]
Figure 7: Stress-strain curves of several PQS and PHS grades used in automotive industry,
after hot stamping for full hardening* (re-created after Citations B-18, Y-12).

Currently none of these grades are standardized. Most steel producers have their own
nomination and standard, as summarized in Table 3. There is a working document by
German Association of Automotive Industry (Verband der Automobilindustrie, VDA), which
only speci es one of the PQS grades. In the draft standard, VDA239-500, PQS450 is listed as
CR500T-LA (Cold Rolled, 500 MPa Tensile strength, Low Alloyed). Similarly, PQS550 is listed
V-9
as CR600T-LA. Some OEMs may prefer to name these grades with respect to their yield
and tensile strength together, as listed in Table 3.

Table 3: Summary of Higher Ductility grades. The terminology descriptions are not
standardized. Higher Ductility grade names are based on their properties and terminology
is derived from a possible chemistry or OEM description. The properties listed here
encompass those presented in multiple sources and may or may not be associated with
Y-12, T-28, G-32
any one speci c commercial grade.

PQS grades have been under development at least since 2002. In the earliest studies, PQS
R-11
1200 was planned. Between 2007 and 2009, three new cars were introduced in
Europe, having improved “energy absorbing” capacity in their hot stamped components.
VW Tiguan (2007-2016) and Audi A5 Sportback (2009-2016) had soft zones in their B-pillars
(Figure 8B and C). Intentionally reducing the cooling rate in these soft zone areas produces
microstructures having higher elongations. In the Audi A4 (2008-2016) a total of three laser
welded tailored blanks were hot stamped. The soft areas of the A4 B-pillars were made of
HX340LAD+AS (HSLA steel, with AlSi coating, as delivered, min yield strength = 340 MPa,
tensile strength = 410-510 MPa) as shown in Figure 8A. After the hot stamping process,
S-65, H-32, B-20, D-22
HX340LAD likely had a tensile strength between 490 and 560 MPa ,
putting it in the range of PQS450 (see Table 3). Note that there were not the only cars to
have tailored hot stamped components during that time.

Figure 8: Earliest energy absorbing hot stamped B-pillars: (A) Audi A4 (2008-2016) had a
laser welded tailored blank with HSLA material; (B) VW Tiguan (2007-2015) and (C) Audi A5
Sportback (2009-2016) had soft zones in their B-pillars (re-created after Citations H-32, B-20,
D-22).

K-25
A 2012 study showed that a laser welded tailored B-Pillar with 340 MPa yield strength
HSLA and 22MnB5 had the best energy absorbing capacity in drop tower tests, compared
to a tailored (part with a ductile soft-zone) or a monolithic part, Figure 9. As HSLA is not
designed for hot stamping, most HSLA grades may have very high scatter in the nal
properties after hot stamping depending on the local cooling rate. Although the overall part
may be cooled at an average 40 to 60 °C/s, at local spots the cooling rate may be over 80
°C/s. PQS grades are developed to have stable mechanical properties after a conventional
M-26, G-31, T-27
hot stamping process, in which high local cooling rates may be possible.

Prepared by Eren Billur, Billur Metal Form

for WorldAutoSteel AHSS Guidelines, 2021

Test Energy
1,800 J Pass Pass Pass
2,300 J Fail Pass Pass
3,300 J Fail Fail Pass

Figure 9: Energy absorbing capacity of B-pillars increase signi cantly with soft zones or
laser welded tailored blank with ductile material (re-created after Citation K-25).

PQS grades have been in use at latest since 2014. One of the earliest cars to announce
using PQS450 was VolvoXC90. There are six components (three right + three left), tailor

L 29
 L-29
welded blanks with PQS450, as shown Figure 10. Since then, many carmakers started
to use PQS450 or PQS550 in their car bodies. These include:

1. Fiat 500X: Patchwork supported, laser welded tailored rear side member with PQS450 in
D-23
crush zones ,
2. Fiat Tipo (Hatchback and Station Wagon versions): similar rear side member with
B-14
PQS450 ,
F-19
3. Renault Scenic 3: laser welded tailored B-pillar with PQS550 in the lower section ,
4. Chrysler Paci ca: ve-piece front door ring with PQS550 in the lower section of the B-
T-29
Pillar area , and
5. Chrysler Ram: six-piece front door ring with PQS550 in the lower section of the B-Pillar
R-3
area.

Figure 10: Use of laser welded tailored PQS-PHS grades in 2nd generation Volvo XC90 (re-
created after Citation L-29).

Several car makers use PQS grades to facilitate joining of components. The B-Pillar of the
Jaguar I-PACE electric SUV is made of PQS450, with a PHS1500 patch that is spot welded
B-21
before hot stamping, creating the patchwork blank shown in Figure 11A. Early PQS
applications involved a laser welded tailored blank with PHS 1500. Since 2014, Mercedes
hot stamped PQS550 blanks not combined with PHS1500. Figure 11B shows such
K-26
components on the Mercedes C-Class.
 Figure 11: Recent PQS applications: (a) 2018 Jaguar I-PACE uses a patchwork B-pillar with
B-21
PQS450 master blank and PHS1500 patch , (b) 2014 Mercedes C-Class has a number of
K-26
PQS550 components that are not laser welded to PHS1500.

PHS Grades over 1500 MPa

The most commonly used press hardening steels have 1500 MPa tensile strength, but are
R-11
not the only options , with 4 levels between 1700 and 2000 MPa tensile strength
available or in development as shown in Figure 12. Hydrogen induced cracking (HIC) and
weldability problems limit widespread use in automotive applications, with studies
underway to develop practices which minimize or eliminate these limitations.

Figure 12: PHS grades over 1500 MPa tensile strength, compared with the common PHS1500
(re-created after Citations B-18, W-28, Z-7, L-30, L-28, B-14).

Mazda Motor Corporation was the rst vehicle manufacturer to use higher strength boron
steels, with the 2011 CX-5 using 1,800MPa tensile strength reinforcements in front and rear
bumpers, Figure 13. According to Mazda, the new material saved 4.8 kg per vehicle. The

H 33 M 28
 H-33, M-28
chemistry of the steel is Nb modi ed 30MnB5. Figure 14 shows the comparison
of bumper beams with PHS1500 and PHS1800. With the higher strength material, it was
H-33
possible to save 12.5% weight with equal performance.

1800 MPa Tensile Strength,

Hot Stamped Steel

Figure 13: Bumper beam reinforcements of Mazda CX-5 (SOP 2011) are the rst automotive
M-28
applications of higher strength boron steels.

25
1.4 mm PHS1800 can replace 1.6 mm PHS1500:
Downgaging could save 12.5% in mass
20
~26.5%
Increase in Force
15
For c e [k N]

PHS1800-1.6 mm
10
PHS1500-1.6 mm
PHS1800-1.4 mm
5

0
0 50 100 150
Str ok e [mm]
H-33
Figure 14: Performance comparison of bumper beams with PHS1500 and PHS1800.

MBW 1900 is the commercial name for a press hardening steel with 1900 MPa tensile
strength. An MBW 1900 B-pillar with correct properties can save 22% weight compared to
H-34
DP 600 and yet may cost 9% less than the original Dual-Phase design. Ford had also
demonstrated that by using MBW 1900 instead of PHS 1500, a further 15% weight could be
L-30
saved. Since 2019, VW’s electric vehicle ID.3 has two seat crossbeams made of MBW
L-31
1900 steel, as seen in Figure 15. The components are part of MEB platform (Modularer
E-Antriebs-Baukasten – modular electric-drive toolkit) and may be used in other VW Group
EVs.
 L-31
Figure 15: Underbody of VW ID3 (part of MEB platform).

USIBOR 2000 is the commercial name given to a steel grade similar to 37MnB4 with an AlSi
coating. Final properties are expected only after paint baking cycle, and the parts made
B-32
with this grade may be brittle before paint bake. In June 2020, Chinese Great Wall
V-12
Motors started using USIBOR 2000 in the Haval H6 SUV.

HPF 2000, another commercial name, is used in a number of component-based examples,

L-28, R-12
and also in the Renault EOLAB concept car. An 1800 MPa grade is under
P-22
development. Docol PHS 1800, a commercial grade approximating 30MnB5, has been
S-66
in production, with Docol PHS 2000 in development. PHS-Ultraform 2000, a
V-11
commercial name for a Zn (GI) coated blank, is suited for the indirect process.

General Motors China, together with several still mills across the country, have developed
two new PHS grades: PHS 1700 (20MnCr) and PHS2000 (34MnBV). 20MnCr uses Cr alloying
to improve hardenability and oxidation resistance. This grade can be hot formed without a
coating. The furnace has to be conditioned with N2 gas. The nal part has high corrosion
resistance, approximately 9% total elongation (see Figure 12) and high bendability (see
2
Table 4). 34MnBV on the other hand, has a thin AlSi coating (20g/m on each side).
Compared with the typical thickness of AlSi coatings, thinner coatings are preferred for
W-28
bendability (see Table 5). More information about these oxidation resistant PHS
grades, as well as a 1200 MPa version intended for applications bene ting from enhanced
crash energy absorption, can be found in Citation L-60.
 Table 4: Chemical compositions of higher strength PHS grades. “0” means it is known that
there is no alloying element, while “-” means there is no information. “~” is used for typical
values; otherwise, minimum or maximum are given. The terminology descriptions are not
standardized. PQS names are based on their properties and grade names are derived from
a possible chemistry or OEM description. The properties listed here encompass those
presented in multiple sources and may or may not be associated with any one speci c
W-28, B-32, H-33, G-33, L-28, S-67, S-66, Y-12, B-33
commercial grade.

Table 5: Mechanical properties of higher strength PHS grades. “~” is used for typical values;
otherwise, minimum or maximum are given. Superscript PB means after paint bake cycle.
The terminology descriptions are not standardized. PQS names are based on their
properties and grade names are derived from a possible chemistry or OEM description. The
properties listed here encompass those presented in multiple sources and may or may not
W-28, B-32, H-33, G-33, L-28, S-67, S-
be associated with any one speci c commercial grade.
66, Y-12

Other Steels for Press Hardening Process

In recent years, many new steel grades are under evaluation for use with the press
hardening process. Few, if any, have reached mass production, and are instead in the
research and development phase. These grades include:

1. Stainless steels
2. Medium-Mn steels
3. Composite steels

Stainless Steels
Studies of press hardening of stainless steels primarily focus on martensitic grades (i.e.,
M-36, H-42, B-40, M-37, F-30
AISI SS400 series). As seen in Figure 16, martensitic stainless
steels may have higher formability at elevated temperatures, compared to PHS1500
(22MnB5). Other advantages of stainless steels are:

M 37
 M-37
1. better corrosion resistance ,
F-30
2. potentially higher heating rates (i.e., induction heating) ,
H-
3. possibility of air hardening – allowing the multi-step process — as seen in Figure 17a
42
,
M-37
4. high cold formability – allowing indirect process – as seen in Figure 17b.

Disadvantages include (a) higher material cost, and (b) higher furnace temperature (up to
M-37, F-30
around 1050-1150 °C). As of 2020, there are two commercially available
stainless steel grades speci cally developed for press hardening process.

Prepared by Eren Billur, Billur Metal Form

for WorldAutoSteel AHSS Guidelines, 2021
800 160 800 160

700
PHS1500 140 700
1.4028 140

or R ) [MPa ]
or R ) [MPa ]

22MnB5 (AISI SS420F)

600 120 600
Stainless 120

Tota l Elonga tion (A) [%]

Tota l Elonga tion (A) [%]

m
m

500 100 500 100

UTS
UTS

400 80 400 80

Te nsile Stre ngth ( σ

Te nsile Stre ngth ( σ

300 60 300 60

200 40 200 40

100 20 100 20

0 0 0 0
0 100 200 300 400 500 600 700 800 900 1000 0 100 200 300 400 500 600 700 800 900 1000
He a ting Te mpe ra ture (T) [° C] He a ting Te mpe ra ture (T) [° C]

(a) (b)
Figure 16: Tensile strength and total elongation variation with temperature of (a) PHS1500
M-38 M-36
= 22MnB5 and (b) martensitic stainless steel.

Prepared by Eren Billur, Billur Metal Form

for WorldAutoSteel AHSS Guidelines, 2021
600 0.5
1.4006 22MnB5, >27°C/s
1.6065
AISI SS410
500 (modified AISI SS410)
>1°C/s 0.4
Vickers Hardness [HV]

400 DP600
Major Strain [-]

0.3

300

0.2
200

0.1
100
100% Martensite
Martensite + Other Phases
0 0
0.01 0.1 1 10 100 1000 -0.2 0 0.2 0.4
Cooling rate [° C/s] Minor Strain [-]

(a) (b)

Figure 17: (a) Critical cooling rate comparison of 22MnB5 and AISI SS410 (re-created after
Citation H-42), (b) Room temperature forming limit curve comparison of DP600 and
modi ed AISI SS410 (re-created after Citation M-37).

Final mechanical properties of stainless steels after press hardening process are typically
superior to 22MnB5, in terms of elongation and energy absorbing capacity. Figure 18
illustrates engineering stress-strain curves of the commercially available grades (1.6065
and 1.4064), and compares them with the 22MnB5 and a duplex stainless steel (Austenite +
Martensite after press hardening). These grades may also have bake hardening e ect,
B-40, M-37, F-30
abbreviated as BH0, as there will be no cold deformation.
 Prepared by Eren Billur, Billur Metal Form
for WorldAutoSteel AHSS Guidelines, 2021

2000 Modified 1.4034 (AISI SS420C)

1800
(Aust. + Mart. after hardening)

1600 1.6065 (modified AISI SS410)

Engineering Stress (σ ) [MPa]

1400 (Martensitic after hardening)
PHS1500 (22MnB5)
e
1200
(Martensitic after hardening)
1000

800 1.4064
(modified AISI SS410)
600
(Martensitic after hardening)
400

200

0
0 2 4 6 8 10 12 14 16
Engineering Strain (e) [%]

Figure 18: Engineering Stress-Strain curves of press hardened stainless steels, compared
with 22MnB5 (re-created after Citations B-40, M-37, F-30, B-41).

Table 6: Summary of mechanical properties of press hardenable stainless steel grades.

Typical values are indicated with “~”. (Table generated from Citations B-40, M-37, F-30.)

Medium-Mn Steels
D-27, H-30, S-80,
Medium-Mn steels typically contain 3 to 12 weight-% manganese alloying.
R-16, K-35
Although these steels were originally designed for cold stamping applications,
there are numerous studies related to using them in the press hardening process as
H-30
well. Several advantages of medium-Mn steels in press hardening are:

1. Austenitization temperature may be signi cantly lower than compared to 22MnB5, as

H-30, S-80
indicated in Figure 19. Thus, using medium-Mn steels may save energy in
M-39
heating process. Lower heating temperature may also help reducing the liquid-metal
embrittlement risk of Zn-coated blanks. It also may reduce oxidation and decarburization
S-80
of uncoated blanks.
2. Martensitic transformation can occur at low cooling rates. Simpler dies could be used
with less or no cooling channels. In some grades, air hardening may be possible. Thus,
S-80, B-14
multi-step process could be employed.
3. Some retained austenite may be present at the nal part, which can enhance the
S-80, B-
elongation, through the TRIP e ect. This, in turn, improves toughness signi cantly.
14
 Prepared by Eren Billur, Billur Metal Form
22MnB5 (PHS1500) for WorldAutoSteel AHSS Guidelines, 2021

22MnSiB9-5 (PHS1500 multi-step)

Medium Mn steels
900

800

700

Ac3
Temperature [° C]
600

500

400

300
Ac1
200

100
2 4 6 8 10 12 14 16
Mn content [weight-%]

Figure 19: E ect of Mn content on equilibrium transformation temperatures (re-created

after Citations H-30, B-14)

The change in transformation temperatures with Mn-alloying was calculated using

H-30
ThermoCalc software. As seen in Figure 19, as Mn alloying is increased, austenitization
H-30
temperatures are lowered. For typical 22MnB5 stamping containing 1.1 to 1.5 % Mn,
furnace temperature is typically set at 930 °C in mass production. The multi-step material
22MnSiB9-5 has slightly higher Mn levels (2.0 to 2.4 %), so the furnace temperature could
be reduced to 890 °C. As also indicated in Table 7, the furnace temperature could be
further lowered in hot forming of medium-Mn steels.

A study in the EU showed that if the maximum furnace temperature is 930 °C, which is
3
common for 22MnB5, natural gas consumption will be around 32 m /hr. In the study, two
new medium-Mn steels were developed, one with 3 wt.% Mn and the other with 5 wt% Mn.
These grades had lower austenitization temperature, and the maximum furnace set
temperature could be reduced to 808 °C and 785 °C, respectively. Experimental data shows
3
that at 808 °C natural gas consumption was reduced to 19 m /hr, and at 785 °C to 17
3 M-39
m /hr. In Figure 20, experimental data is plotted with a curve t. Based on this model,
it was estimated that by using 22MnSiB9-5, furnace gas consumption may be reduced by
15%.
 Prepared by Eren Billur, Billur Metal Form
for WorldAutoSteel AHSS Guidelines, 2021

35

33
Experimental data

Natural Gas Consumption [m /hr]

31 Curve fit
22MnB5
3
Estimated data
29 930°C,
27 32m3/hr

25 22MnSiB9-5
890°C,
23
27m3/hr
21 5% Mn
785°C
19 17m3/hr 3% Mn
17 808°C
19m3/hr
15
770 790 810 830 850 870 890 910 930
Maximum Furnace Set Temperature [° C]

Figure 20: E ect of maximum furnace set temperature (at the highest temperature furnace
zone) on natural gas consumption (raw data from Citation M-39)

Lower heating temperature of medium-Mn steels may also help reducing the liquid-metal
embrittlement risk of Zn-coated blanks. It also may reduce oxidation and decarburization
S-80
of uncoated blanks.

Medium-Mn steels may have high yield-point elongation (YPE), with reports of more than
5% after hot stamping. Mechanical properties may be sensitive to small changes in
temperature pro le. As seen in Figure 21, all studies with medium-Mn steel have a unique
stress-strain curve after press hardening. This can be explained by:

1. di erences in the chemistry,

2. thermomechanical history of the sheet prior to hot stamping,
3. heating rate, heating temperature and soaking time, and
S-80
4. cooling rate.

Prepared by Eren Billur, Billur Metal Form

for WorldAutoSteel AHSS Guidelines, 2021

2000
PHS1500 (22MnB5)
7% Mn 3
Engineering Stress (σ ) [MPa]

1500
6% Mn 2
e

1000
10% Mn 5

500 10% Mn 4

5% Mn 1

0
0 10 20 30 40 50
Engineering Strain (e) [%]
 Figure 21: Engineering Stress-Strain curves of several press hardened medium-Mn steels,
compared with 22MnB5. See Table 7 for an explanation of each tested material (re-created
after Citations S-80,L-37, W-30, L-38).

Table 7: Summary of mechanical properties of press hardenable Medium-Mn grades shown

in Figure 18. Typical values are indicated with “~”. Toughness is calculated as the area
under the engineering stress-strain curve. Items 4 and 5 also were annealed at di erent
temperatures and therefore have di erent thermomechanical history. Note that these
L-38, W-30, L-37, S-80
grades are not commercially available.

Composite Steels
T-32
TriBond ® is the name given to a family of steel composites. Here, three slabs (one
core material (60 to 80% of the thickness) and two cladding layers) are surface prepared,
stacked on top of each other, and welded around the edges. The stack is hot rolled to
thickness. Cold rolling could also be applied. Initially, TriBond ® was designed for wear-
resistant cladding and ductile core materials.
B-14
The original design was optimized for hot stamping. The core material, where bending
strains are lower than the outer layers, is made from generic 22MnB5 (PHS1500). Outer
Z-9
layers are made with PQS450. The stack is cold rolled, annealed and AlSi coated. Two
grades are developed, di ering by the thickness distribution between the layers, as shown
R-14
in Figure 22.

Prepared by Eren Billur, Billur Metal Form

for WorldAutoSteel AHSS Guidelines, 2021

10% 20%
AlSi coating

Core layer
PHS 1500

Outer layer
100% 80% 60% PQS450

200 μm

20%
10%

PHS 1500 + AS Tribond ® 1400 Tribond ® 1200

Figure 22: Sample microsections of the conventional hot stamping grade PHS1500+AS, the
high strength composite Tribond® 1400 and the high energy absorbing composite
Tribond® 1200. The Tribond® 1200 microsection is experimental and is taken from Citation
 R-14. The other two images are renditions created by the author for explanation purposes.
(re-created after Citations R-14, R-15)

Total elongation of the composite steel is not improved, compared to PHS1500, as shown
in Figure 23. The main advantage of the composite steels is their higher bendability, as
seen in Table 8. Crashboxes, front and rear rails, seat crossmembers and similar
components experience axial crush loading in the event of a crash. In axial crush, Tribond®
1200 saved 15% weight compared to DP780 (CR440Y780T-DP). The bending loading mode
e ects B-pillars, bumper beams, rocker (sill) reinforcements, side impact door beams, and
similar components during a crash. In this bending mode, Tribond® 1400 saved 8 to 10%
weight compared to regular PHS1500. Lightweighting cost with Tribond® 1400 was
G-37, P-26
calculated as €1.50/kgsaved.

Prepared by Eren Billur, Billur Metal Form

for WorldAutoSteel AHSS Guidelines, 2021

1600

1400 Core layer: PHS1500 (22MnB5)

Engineering Stress (σ ) [MPa]

1200
Composite: Tribond ® 1200
e

1000

800

600

400
Outer layer: PQS450
200

0
0 2 4 6 8 10 12 14 16
Engineering Strain (e) [%]

Figure 23: Engineering Stress-Strain curves of core layer, outer layer and the composite
steel (re-created after Citation P-26).

Table 8: Summary of composite steels and comparison with conventional PHS and PQS
grades. Typical values are indicated with “~”. (Table re-created after Citation B-14).
* Graphs in this article are for information purposes only. Production materials may have
di erent curves. Consult the Certi ed Mill Test Report and/or characterize your current
material with an appropriate test (such as a tensile, bending, hole expansion, or crash test)
test to get the material data pertaining to your current stock.

For more information on Press Hardened Steels, see these pages:

PHS and PQS Overview

Coatings for PHS
PHS Production Methods
PHS Simulation
PHS Tailored Products
PHS Automotive Applications and Usage

Thanks are given to Eren Billur, Ph.D., Billur MetalForm, who

contributed this article.

Back To Top

Introduction
PHS Grades with Tensile Strength Approximately 1500 MPa
PQS Grades with High Elongation
PHS Grades Over 1500 MPa
Other Steels for Press Hardening Process
Stainless steels
Medium-Mn steels
Composite steels

Related Posts

Press Hardened Steels PHS Production Correcting Springback PHS Tailored Product
Primer Methods
Correcting Introduction Laser
PHS and PQS Direct Process Springback: Overview Welded Tailored
Overview A Brief Correcting Blanks (Tailor
 Overview of Press
Hardening Press
hardening (also
commonly

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 Prepared by Eren Billur, Billur Metal Form
for WorldAutoSteel AHSS Guidelines, 2021

900
Nb, Si B, C, Cr, Mn, Mo A: Austenite
800
B: Bainite
A→F F: Ferrite
700
Bainite A→P M: Martensite
Temperature [° C]

Nose
C, A→B P: Pearlite
600
Cr, C, Cr, Mn, Mo
500 Mn
,M Ms = Martensite
Ms o
400 Start Temp.
A→M
300 C, Mn

200

100
Time to cool [s] 8 27 40 80 133 266 1143 4000
Cooling Rate [°C/s] 100 30 20 10 6 3 0.7 0.2
Hardness [HV] 475 474 417 278 232 182 163 150
 Prepared by Eren Billur, Billur Metal Form
for WorldAutoSteel AHSS Guidelines, 2021

2000
1400

Engineering Stress (σ ) [MPa]

Engineering Stress (σ ) [MPa]

1300
22MnB5 PH + BH

e
1500
BH0 ≈ 100 MPa
e

σp0.2 ≈ 1280 MPa

1200
22MnB5 PH
1000 1100 σp0.2 ≈ 1180 MPa

1000
0 0.5 1 1.5 2
500 Engineering Strain (e) [%]

0
0 5 10 15 20 25
Engineering Strain (e) [%]
 Prepared by Eren Billur, Billur Metal Form
for WorldAutoSteel AHSS Guidelines, 2021

2000
Engineering Stress (σ ) [MPa]

22MnB5 + AS150
1500 after direct press hardening
e

20MnB8 + ZF180 (GA)

after pre-cooled press hardening
1000
22MnSiB9-5 + ZF180 (GA)
after multi-step press hardening

500

0
0 5 10 15 20 25
Engineering Strain (e) [%]
 Prepared by Eren Billur, Billur Metal Form
for WorldAutoSteel AHSS Guidelines, 2021

600
22MnSiB9-5,
22MnB5, >27°C/s
>5°C/s
500
Vickers Hardness [HV]

400

300

20MnB8, >20°C/s
200

100% Martensite
100 Martensite + Other Phases

0
0.1 1 10 100 1000
o
Cooling rate [ C/s]