Stainless steels do not rust in the atmosphere as most other steels do. The term "stainless" implies a resistance to staining, rusting, and biting in the air, moist and polluted as it is, and generally defines a chromium content in excess of but less than 30%. And the fact that the stuff is "steel" means that the base is iron.
Stainless steels have room-temperature yield strengths that range from 205 MPa (30 ksi) to more than 1, 725 MPa (250 ksi). Operating temperatures around 750 r: (1, 400 •F) are common, and in some applications temperatures as high as 1090 r: ( 2 are reached. At the other extreme of temperature, some stainless steels maintain their toughness down to temperatures approaching absolute zero.
With specific restrictions in certain types, the stainless steel can be shaped and fabricated in conventional ways. They can be produced and used in the as-cast condition; shapes can be produced by powder-metallurgy techniques; cast ingots can be rolled or forged (and this accounts for the greatest tonnage by far). The lolled product can be drawn, bent. extruded, or spun. Stainless steel can be further shaped by machining, and it can be joined by soldering. brazing, and welding. It can be used as an integral cladding on plain carbon or low alloy steels.
The generic term "stainless steel" covers scores of standard compositions as well as variations bearing company trade names and special alloys made for particular applications. Stainless steels vary in their composition from a fairly simple alloy of, essentially, iron with chromium, to complex alloys that include chromium, substantial quantities of nickel, and half a dozen other effective elements. At the high-chromium, high-nickel end of the range, they merge into other groups of heat-resisting alloys, and one has to be arbitrary about a cutoff point. If the alloy content is so high that the iron content is about half, however, the alloy falls outside the stainless family. Even with these imposed restrictions on composition, the range is and naturally, the properties that affect fabrication and use vary enormously. It is obviously not enough to specify simply a "stainless steel".
The various specifying bodies categorize stainless steels according to chemical composition and other properties. For example, the American Iron and Steel Institute (AISI) lists more than 40 approved wrought stainless steel compositions; the American Society for Testing and Materials (ASTM) calls for specifications that may conform to AISI compositions but additionally
require certain mechanical properties and dimensional tolerances; the Alloy Casting Institute (ACI) specifies compositions for cast stainless steels within the categories of corrosion-and heat-resisting alloys; the Society of Automotive Engineers ( SAE) has adopted AISI and ACI compositional specifications. Military specification MIL-HDBK-5 lists design values. In addition, manufacturers' specifications are used for special purposes or for proprietary alloys. Federal and military specifications and manufacturers' specifications are laid down for special purposes and sometimes acquire a general acceptance.
However, all the stainless steels, whatever specifications they conform to, can be conveniently classified into six major classes that represent three distinct types of alloy constitution, or structure. These classes are ferritic, martensitic, austenitic, manganese-substituted austenitic, duplex austenitic-ferritic, and precipitation-hardening.
Ferritic Stainless steel is so named because the crystal structure Of the steel is the same as that of iron at room temperature.
The alloys in the class are magnetic at room temperature and up to their Curie temperature [about 750 C ( 1,400 •F). Common alloys in the ferritic class contain between I I % and 29% chromium' no nickel, and very little carbon in the wrought condition. The 11%ferritic chromium sheets of steel, which provide fair corrosion resistance and good fabrication at low cost, have gained wide acceptance in automotive exhaust systems, containers, and other functional applications. The intermediate chromium alloys, with chromium, are used primarily as automotive trim and cooking utensils, always in light gages, their use somewhat restricted by welding problems. The high- chromium steels, with 18% to 29% chromium content, have been used increasingly in applications requiring high resistance to oxidation and, especially, to corrosion. These alloys contain either aluminum or molybdenum and have a very low carbon content.
The high-temperature form of iron ( between 910t and 1, or L I, 6700 F and 2, 550 V) is known as austenite (Strictly speaking the term austenite also implies carbon in solid solution). The structure is nonmagnetic and can be retained at room temperature by appropriate alloying. The most common austenite retainer is a nickel. Hence, the traditional and familiar austenitic stainless steels have a composition that contains sufficient chromium to offer corrosion resistance, together with nickel to ensure austenite at room temperature and below. The basic austenitic composition is the familiar 18% chromium, nickel alloy. Both chromium and nickel contents can be increased to improve corrosion resistance, and additional elements (most commonly molybdenum) can be added to further enhance corrosion resistance.
The justification for selecting stainless steel is corrosion and oxidation resistance. Stainless steels possess, however, other outstanding properties that in combination with corrosion resistance contribute to their selection. These are the ability to develop very high strength through heat treatment or cold working; weldability; formability v and in the case of austenitic steels, low magnetic permeability and outstanding cryogenic mechanical properties. The choice of a material is not simply based on a single requirement, however, even though a specific condition (for example; corrosion service) may narrow the range of possibilities. For instance, in the choice of stainless steel for railroad cars, while corrosion resistance is one determining factor, strength is particularly significant. The higher price of stainless steel compared with plain carbon steel is moderated by the fact that the stainless has about twice the allowable design strength. This not only cuts the amount of steel purchased but by reducing the dead weight of the vehicle, raises the load that can be hauled. The same sort of reasoning is even more critical in aircraft and space vehicles.
But weight saving alone may be accomplished by other materials, for example, the high-strength low-alloy steels in rolling stock and titanium alloys in aircraft. Thus, the selection of a material involves a careful appraisal of all service requirements -as well as a consideration of the ways in which the required parts can be made. It would be foolish to select material on the basis of its predicted performance if the required shape could be produced only with such difficulty that cost skyrocketed.
The applicability of stainless steel may be limited by some specific factor, for example, an embrittlement problem or susceptibility to a particular corrosive environment. In general terms, the obvious limitations are:
In chloride environments, susceptibility to pitting or stress-corrosion cracking requires a careful appraisal. One cannot blindly assume that a stainless steel of some sort will do. In fact, it is possible that no stainless will serve.
The temperature Of satisfactory operation depends on the load to be supported, the time of its application, and the atmosphere. However, to offer a round number for the sake of marking a limit, we suggest a maximum temperature of (1600 •F). Common stainless steels can be used for short times above this temperature, or for extended periods if the load is only a few thousand pounds per square inch. But if the loads or the operating periods are great, then more exotic alloys are called for.
Selected from "Stainless Steel", R. A. Lula, American Society for Metals. 1986.
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