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摘要: 隨著汽車保有量的提高，能源消耗和環境問題對汽車用鋼提出了輕量化的要求。目前正在發展的第三代汽車用鋼的研究思路是將加入輕量元素以“輕”和增強增塑以“薄”相結合。Fe?Mn?Al?C系中錳鋼作為第三代汽車用鋼的主要組成部分，是當今的研究熱點之一。本文總結了近些年國內外Fe?Mn?Al?C系中錳鋼的研究文獻，從生產成本、力學性能等方面介紹了Fe?Mn?Al?C系中錳鋼的優勢。從成分設計、工藝設計、組織特征、變形及斷裂機制等多個方面出發，對文獻進行分析，總結出了合金成分、工藝路線和組織特征對性能的影響規律。闡述了奧氏體層錯能及其穩定性對中錳鋼變形機制，尤其是相變誘導塑性（TRIP效應）的影響規律。最后對目前Fe?Mn?Al?C系中錳鋼研究過程中存在的爭議問題進行了總結，展望了未來的發展趨勢，以期為中錳鋼的后續研究和實際生產提供參考。Abstract: As vehicle ownership increases, the trend lightweight design puts energy consumption and environmental concerns on automotive steel. The research concept of the third generation of automotive steel currently under development is to combine the addition of lightweight elements with “light” and improve plasticization with “thin”. Some of the research hotspots are Fe?Mn?Al?C medium Mn steels as the main component of the third generation of automotive steel. This paper summarized the research literature of Fe?Mn?Al?C steels in recent years in different countries, and discussed the advantages of Fe?Mn?Al?C medium Mn steels in terms of production cost and mechanical properties; the mechanical properties of that is not worse or even better than the second generation of advanced high-strength automotive steel such as TWIP steel can be obtained under the premise of cost savings. The literature was reviewed from the aspects of composition design, process design, microstructure characteristics, deformation and fracture mechanism, and the effect on the efficiency of chemical composition, process route, and microstructure on performance was summarized. It proposed a reasonable range of chemical elements especially Mn and Al, and compared the focus of the two different process routes (Intercritical annealing and quenching + Tempering). The deformation mechanism of medium Mn steel, especially transformation-induced plasticity (TRIP) effect, and the stacking fault energy and austenite stability were identified, in particular, the factors affecting the austenite stability such as grains size, grain morphology and chemical elements were described, and the three-stage work hardening behavior that often occurs in Fe?Mn?Al?C steels was explained. Furthermore, the literature proposed suggestions on regulating the organization of Fe?Mn?Al?C steels by studying the fracture mechanism of materials. Typically the initiation of cleavage cracks is linked to the process of coarse δ-ferrite and κ* phase. Finally, this paper summarized the controversial issues in Fe?Mn?Al?C medium Mn steels research and prospected the future development trend, to provide a reference for the follow-up research and actual production of medium Mn steels.
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圖 1 Fe–11Mn–xAl–0.2C中錳鋼力學性能隨Al含量的變化
Figure 1. Mechanical properties of Fe–11Mn–xAl–0.2C steel with changes of Al content
圖 4 Fe–Mn–Al–C系中錳鋼力學性能與工藝的關系。（a）中錳鋼在不同工藝下的強塑積和延伸率分布；（b）Fe–8Mn–3Al–0.5C兩種工藝樣品的工程應力應變曲線[47]
UTS—ultimate tensile strength；YS—yield strength；TE—total elongation；YR—yield ratio；PSE—product of strength and elongation
Figure 4. Relations between mechanical properties and processes of Fe–Mn–Al–C medium Mn steels: (a) PSE and TE distribution of Fe–Mn–Al–C medium Mn steels in different processes; (b) engineering stress–strain curves of two different processes in Fe–8Mn–3Al–0.5C[47]
圖 6 幾種典型的Fe–Mn–Al–C系中錳鋼組織。（a）Fe–6Mn–2Al–0.4C在750 ℃臨界退火20 min的SEM組織[5]；（b）Fe–8Mn–6Al–0.2C在1000 ℃固溶處理2 h的SEM組織[41]；（c）Fe–10Mn–10Al–0.7C 在850 ℃退火1 h的SEM組織[9]
Figure 6. Typical microstructures of Fe–Mn–Al–C medium Mn steels: (a) SEM microstructure of Fe–6Mn–2Al–0.4C annealed at 750 ℃ for 20 min[5]; (b) SEM microstructure of Fe–8Mn–6Al–0.2C after solution treatment at 1000 ℃ for 2 h[41]; (c) SEM microstructure of Fe–10Mn–10Al–0.7C annealed at 850 ℃ for 1 h[9]
圖 9 Mn的質量分數為10%時通過實驗（數據點[77-78]）以及基于FactSage 6.4（實線[72]）和CALPHAD（虛線[79]）計算得到的Fe–Mn–Al–C合金900 ℃熱力學相圖
Figure 9. Isothermal phase sections of Fe–Mn–Al–C alloys at 900 ℃ established by experiments (indicidual points[77-78]), calculated from FactSage 6.4 (solid lines[72]) and from CALPHAD approach (dotted lines[79]) when Mn content is 10%
圖 10 用3D呈現的Fe–Mn–Al–C鋼在室溫下基于成分的SFE圖
Figure 10. Composition-dependent SFE map of Fe–Mn–Al–C steels at room temperatures presented in 3D
圖 12 Fe–Mn–Al–C系中錳鋼的斷裂機制。（a）Fe–8Mn–6Al–0.2C拉伸變形后的SEM斷口形貌[41]；（b）Fe–8Mn–8Al–0.8C拉伸變形中復合斷裂示意圖[39]
RD—rolling direction；TD—transverse direction；FG—fine-grained region
Figure 12. Fracture mechanism of Fe–Mn–Al–C medium Mn steels: (a) SEM fractograph after tensile deformation in Fe–8Mn–6Al–0.2C[41]; (b) schematic illustration showing the formation of mixed fracture during tensile deformation for Fe–8Mn–8Al–0.8C[39]
圖 13 臨界退火后的Fe–6Mn–3Al–0.3C–1.5Si鋼在拉伸變形時的破壞形成模型[94]。（a）在UFG區的孔洞萌生模型；（b）類解理裂紋的形成模型
RD—rolling direction；ND—normal direction
Figure 13. Model for damage formation during the tensile deformation of intercritically annealed Fe–6Mn–3Al–0.3C–1.5Si steel[94]: (a) model for void initiation in the UFG constituent; (b) model for cleavage-like crack creation
表 1 不同組織類型Fe–Mn–Al–C中錳鋼的化學成分和力學性能[53]
Table 1. Chemical compositions and tensile properties of various Fe–Mn–Al–C medium Mn steels by their microstructure[53]
Microstructure Main chemical composition Mechanical properties References Yield strength/
MPaTensile strength/
MPaTotal elongation/
%α-ferrite (+ κ-carbide) Fe–3.5Mn–5.8Al–0.3C 532 722 23.2 [54–60] α-ferrite + austenite (+κ-carbide) Fe–9Mn–5Al–0.3C 502 734 77 [61–68] α-ferrite + δ-ferrite + austenite +
martensite（+κ-carbide）Fe–8.1Mn–5.3Al–0.23C 561 949 54 [20–21,39,
41,69–71]
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