Paradigm of Toughening Upgraded Again: M3 Microstructure–Property Regulation Expands the Matrix from Single-Phase Ferrite to Multiphasic Ferrite + Metastable Austenite, where Multiphasic Synergy Significantly Suppresses Crack Nucleation and Propagation. Looking forward, it is imperative to elucidate the mapping relationship between multiscale microstructural control and cross-dimensional properties, thereby continuously pushing the strength–toughness synergy limits of low microalloyed steels.

High-toughness, low-alloy explosion-resistant steel plates with a low carbon equivalent and yield strengths in the 700–1300 MPa class have been developed.

Polymorphic Alloying + High Cleanness + Controlled Rolling + Off-line Heat Treatment: Breaking the Toughness Limit of High-Strength Low-Alloy Steels.

Paradigm of Toughening Upgraded Again: M3 Microstructure–Property Regulation Expands the Matrix from Single-Phase Ferrite to Multiphasic Ferrite + Metastable Austenite, where Multiphasic Synergy Significantly Suppresses Crack Nucleation and Propagation. Looking forward, it is imperative to elucidate the mapping relationship between multiscale microstructural control and cross-dimensional properties, thereby continuously pushing the strength–toughness synergy limits of low microalloyed steels.

High-toughness, low-alloy explosion-resistant steel plates with a low carbon equivalent and yield strengths in the 700–1300 MPa class have been developed.

Polymorphic Alloying + High Cleanness + Controlled Rolling + Off-line Heat Treatment: Breaking the Toughness Limit of High-Strength Low-Alloy Steels.

The A500 and A550 bullet-proof steel, which possess both bullet-proof performance and processing performance, have been developed. Under the same bullet-proof  conditions, they significantly reduce weight.

They have a low carbon equivalent and are easy to weld. At a bending radius R = 4t, they can achieve cold bending of a wide plate (over 1800mm) to 40°

The iterative evolution of processing and equipment technologies is driving the transition of steels from "low-carbon" to "ultra-low-carbon" grades in the metallurgical field. Within ultra-low-carbon steels, complex multiphase microstructures manifest, including equiaxed ferrite, amorphous ferrite, acicular ferrite, and bainitic/martensitic-austenitic (MA) constituent. These microstructures confer yield strengths spanning a range from 100 to 900 MPa. There is a critical imperative to elucidate the strengthening and toughening mechanisms of these distinct microstructural constituents, ultimately enabling the establishment of a new-generation technical paradigm for high-strength ultra-low-carbon steels.

The iterative evolution of processing and equipment technologies is driving the transition of steels from "low-carbon" to "ultra-low-carbon" grades in the metallurgical field. Within ultra-low-carbon steels, complex multiphase microstructures manifest, including equiaxed ferrite, amorphous ferrite, acicular ferrite, and bainitic/martensitic-austenitic (MA) constituent. These microstructures confer yield strengths spanning a range from 100 to 900 MPa. There is a critical imperative to elucidate the strengthening and toughening mechanisms of these distinct microstructural constituents, ultimately enabling the establishment of a new-generation technical paradigm for high-strength ultra-low-carbon steels.

Medium/High-Mn Steels are Rapidly Advancing from Lab to Industrialization via "Low Cost + High Performance": High-Mn steels have entered demonstration service in cryogenic vessels, medium-Mn steels have taken the lead in automotive applications, and high-end applications of medium-Mn cast steels are in full swing. Developing stable industrial-scale integrated production technologies and systematically establishing compatible welding, forming, and service evaluation systems will accelerate their full-scale industrialization.

Medium/High-Mn Steels are Rapidly Advancing from Lab to Industrialization via "Low Cost + High Performance": High-Mn steels have entered demonstration service in cryogenic vessels, medium-Mn steels have taken the lead in automotive applications, and high-end applications of medium-Mn cast steels are in full swing. Developing stable industrial-scale integrated production technologies and systematically establishing compatible welding, forming, and service evaluation systems will accelerate their full-scale industrialization.

Low-density steel was developed to address the high density of steel, and has been gaining popularity over the past two decades. Its density can be reduced from the current 7.8g/cm³ of steel to 7.0g/cm³. Recently, several steel enterprises have initiated trial production, and demonstration applications in the automotive industry are just around the corner. As the core load-bearing component of commercial vehicles, the lightweighting of the frame plays a decisive role in reducing the overall weight of the vehicle. Currently, frame steel has evolved from 510L to 600L, 800L and other high-strength steels. With its advantages of high strength-to-plasticity ratio, high specific strength and low cost, low-density steel has become a key research and development direction for automotive lightweight materials.

Aolly System：Fe-Mn-Al-C

Density：≤7.0g/cm²

Mechanical Properties：Ref ≥650MPa；Rm≥800MPa，A≥37%，-40℃KV2≥60J

Application Areas: Vehicle body longitudinal beams, transverse beams, connecting pieces, and impact protection beams

Low-density steel was developed to address the high density of steel, and has been gaining popularity over the past two decades. Its density can be reduced from the current 7.8g/cm³ of steel to 7.0g/cm³. Recently, several steel enterprises have initiated trial production, and demonstration applications in the automotive industry are just around the corner. As the core load-bearing component of commercial vehicles, the lightweighting of the frame plays a decisive role in reducing the overall weight of the vehicle. Currently, frame steel has evolved from 510L to 600L, 800L and other high-strength steels. With its advantages of high strength-to-plasticity ratio, high specific strength and low cost, low-density steel has become a key research and development direction for automotive lightweight materials.

Aolly System：Fe-Mn-Al-C

Density：≤7.0g/cm2

Mechanical Properties：Ref ≥650MPa；Rm≥800MPa，A≥37%，-40℃KV2≥60J

Application Areas: Vehicle body longitudinal beams, transverse beams, connecting pieces, and impact protection beams

Low-density steel was developed to address the high density of steel, and has been gaining popularity over the past two decades. Its density can be reduced from the current 7.8g/cm³ of steel to 7.0g/cm³. Recently, several steel enterprises have initiated trial production, and demonstration applications in the automotive industry are just around the corner. As the core load-bearing component of commercial vehicles, the lightweighting of the frame plays a decisive role in reducing the overall weight of the vehicle. Currently, frame steel has evolved from 510L to 600L, 800L and other high-strength steels. With its advantages of high strength-to-plasticity ratio, high specific strength and low cost, low-density steel has become a key research and development direction for automotive lightweight materials.

Aolly System：Fe-Mn-Al-C

Density：≤7.0g/cm2

Mechanical Properties：Ref ≥650MPa；Rm≥800MPa，A≥37%，-40℃KV2≥60J

Application Areas: Vehicle body longitudinal beams, transverse beams, connecting pieces, and impact protection beams