For the International Broadcasting Center (IBC) completed last April, builders used POSCO’s Pos-H steel. Building parts were made by precisely cutting and welding the hot-rolled steel plates and thick plates. Pos-H is custom-made for structures and does not produce any waste unlike existing hot-rolled shape steel with fixed dimensions. In addition, POSCO’s dry fire-resistant cladding technique was applied to all the pillars of the IBC. The dry fire-resistant cladding technique eliminates the process of applying fire-resistant paint to pillars for fire prevention, and instead, fire-resistant materials are wrapped around the pillars.

The Media Residence that will house reporters during the PyeongChang Winter Olympics resembles a steel showroom due to its impressive design. PosMAC, which is over 5 times more corrosion-resistant than general galvanized steel sheets as it is coated with zinc, magnesium and aluminum, was specially printed to bring to life the fiber texture. PosMAC was used for the exterior of the bathrooms and walls for durability as well as artistic value. The surface steel plates plated with aluminum and zinc, called ALZASTA was treated to achieve a glittering spangle pattern texture and applied to the residence fire doors, valve enclosures and hallways. PossSD, stainless steel with a level of reflectivity equal to that of a mirror, was used inside the bathrooms.

The Media Residence was completed on December 15, after 8 months of construction. All of the 300 rooms were prefabricated in a factory and assembled at the site. This is known as modular construction. It reduced the construction period by 18 months compared to building with general concrete. More than anything else, modular construction makes it possible to move the structure to another location and reuse it. In this respect, modular construction is regarded as the best choice for the facilities that will be removed after the Winter Olympics. The Media Residence will be reused as a hotel or dormitory.

Finally, the Kwandong Hockey Center’s exterior walls are made of 329LD POSCO stainless steel, which is highly corrosion-resistant and robust. POSCO provided the structural analysis by calculating the optimal thickness for the walls and reduced the thickness by 25 percent.  

After the PyeongChang Winter Olympics and Paralympics, POSCO will continue to provide construction solutions through is WPP and technologies for its partners.  

Cover photo courtesy of Heerim.

Imagine, people with disabilities, after being told they may never walk again, find they can not only walk, but also cover a mile in an hour.

Or, a worker with a physically demanding job who lifts and carries loads of weight every day can wear a suit that does the bulk of the lifting for them. Consider the corresponding change in productivity and morale!

With AI, these scenarios are a reality.

Human Exoskeletons and Where They are Applicable

One robotic exoskeleton, SuitX, has the technology that allows users with lower-body disabilities to cover a mile in an hour. This suit is lightweight, controlled by motors at the hips and knees that move the foot supports. The user wears a backpack battery that will last up to eight hours, and controls the suit with buttons placed on crutches.

A man walks with the help of the Phoenix exoskeleton developed by SuitX. (Source: Instagram)

Another exoskeleton, the ReWalk, is commercially available in the United States. It is strapped onto the user’s body over his or her clothing, again using electric motors for power. Sensors assist in movement, which the user controls through a wrist-worn communicator.

Claire L.uses a ReWalk exoskeleton to complete a race (Source: ReWalk)

Similar technology can be used for exoskeletons in an industrial or military application. Workers and soldiers can wear human exoskeletons to gain an instant boost in strength and stamina, lifting far more than they could heft without the robotic help.

The Application of AI

Alexa, Amazon’s artificial intelligence (AI), is practically a member of the family in many households, especially across the U.S. Alexa stocks up on pantry essentials, shares the latest news, gives weather updates and even plays games. But now, she’s stepping into an all-new role that will truly transform people’s lives, beyond household assistance.

Bionik Laboratories has integrated Alexa to its lower-body exoskeleton. This means that to move, users can simply issue a voice command like, “Alexa, take a step.”

ARKE Exoskeleton by Bionik Laboratories (Source: Bionik Laboratories)

Adding AI to exoskeleton controls can potentially help users become familiar with the device. Users may face a steep learning curve with sensors, communicators, and putting it all together to move with an exoskeleton. With the application of AI, however, voice commands get the process started more seamlessly, until users are confident to take over control without Alexa’s help.

While AI-controlled exoskeletons are still in the early stages of testing, the concept holds a lot of promise for enabling greater independence for people who need mobility assistance.

Comparing Exoskeleton Materials

While exoskeletons might seem futuristic, it does not mean that they are made from futuristic alloys and newly invented materials.

Manufacturers are looking for several things from an exoskeleton material: strength, durability and cost effectiveness. Whether AI-assisted or not, exoskeletons are made from a variety of traditionally used materials; typically, carbon, aluminum, or steel.

Some manufacturers may choose carbon for lightweight parts, as this material is not as hefty as steel or aluminum. Steel is the heaviest of all of those materials, but with a powered exoskeleton, the weight may not matter as much, as the machine will be lifting itself.

Aluminum is durable, but not as resistant to damage as steel. Being an inexpensive material, aluminum might seem attractive to manufacturers at first, but that lower price tag comes with a diminished lifetime in comparison to steel.

Carbon is about as damage-resistant as aluminum, but holds less stiffness against weight. Carbon is also generally brittle, so if it faces damage, it may crack and completely break, rather than denting (or being unaffected). High-end carbon can be expensive, potentially driving up the cost of an exoskeleton made with this material.

Different types of exoskeletons (Source: Wired)

Steel, therefore, is very popular for creating exoskeletons and their parts. It provides raw strength and durability. It stands up to many kinds of damage with ease. It bends or dents instead of breaking, and can typically be repaired, even numerous times, without reaching the full point of failure.

Steel lasts, despite wear and tear. This robust material is ideal for limb elements like arms and legs, which will be doing a lot of moving and lifting. Steel will enable extremely heavy lifting of objects many times the weight that an unpowered human could lift.

Like exoskeleton technology, steel technology is evolving. Lighter weight steel materials are coming onto the market, offering all of the benefits that steel has traditionally offered, with less heft.

Whether manufacturers choose steel for every part of an exoskeleton, or select this high-quality material for some important elements of the technology, it is clear that steel has a role in exoskeletons, now and in the future.

Cover photo courtesy of New Atlas.

Biggest Challenges in Bridge Construction

The major challenges for building urban bridges are the availability of skilled labor, access to urban areas and environmental compatibility.

A worker paints the Anzhaite Long-span Suspension Bridge in Jishou, Hunan, China (Source: The Daily Mail)

Building bridges in megacities with the current scarcity of skilled labor will require a massive recourse to prefabrication. In a few circumstances, prefabricated bridge units will be transported on water with tugs and barges, which will allow the use of heavy, large units. In most cases, prefabricated bridge units will be transported on the ground through congested urban roads, which will lead to the use of light, modular units.

A floating crane lifts prefabricated deck sections onto the San Francisco-Oakland Bay Bridge (Source: San Francisco Public Press)

The availability of deck assembly areas and the interference of construction operations with adjacent infrastructure are additional challenges that will govern the bridge design process. As such, incremental launching construction from aerial platforms will see new applications, especially when combined with on-site welding of field splices among modular bridge units. The welding of field splices will also allow for optimized segmentation of bridge units, diminish the cost of field splices, and will relax the fabrication tolerances of the units.

Size Determines Cost, Cost Determines Everything Else

When constructing a bridge for an urban area, the size of a bridge governs the construction process. in turn, the construction cost of a bridge determines the materials and technology. Technology includes labor and investment in special construction equipment. The quantities of structural materials for a bridge depend on the design loads of the bridge, the flexural and shear span of the bridge units, and the mechanical strength of the material.

The Jiaozhou Bay Bridge in China is the longest sea-crossing bridge in the world (Source: The New York Times)

Small and large-scale bridge projects are both necessary in megacities and demand will only increase in light of the newly emerging megacities all over the world. When looking at both the construction of new bridges and the maintenance of existing bridges, the number of small-scale projects will definitely be larger than the number of large-scale projects. The impact these construction projects will have on the mobility of people and goods within a megacity is massive.

Although one may assume large-scale bridge projects with a larger budget will allow for design optimization and the efficient use of high-grade steels, scale economies in competition with other megacities will govern the availability of construction materials and workforce. Eventually, the scarcity of structural materials will lead to the efficient, eco-friendly use of steel and concrete in large and small-scale bridge projects alike.

Prefabrication and Incremental Launching for Bridge Construction

It is true that small-scale bridge projects have smaller budgets for technology, which limit design optimization and construction mechanization and increase the labor demand. Therefore, small-scale bridges will most likely be procured as packages of multiple bridges to acquire scale economies and a more efficient use of materials with the optimized design of modular units.

On the other hand, large-scale bridge projects allow for massive investment in special construction equipment, which will facilitate the prefabrication of modular bridge units in smart, eco-friendly factories. It will also diminish the labor demand of site assembly and the need for complementary infrastructure in an urban environment, as well as enhance the quality and durability of the final product.

Thus, large-scale bridge projects will be designed for modularity and have prefabricated standardized units with asynchronous production lines. Parts of the bridge will likely have different cycle times, just-in-time delivery, and require minimal site operations. Overall, construction technology and risk management of the trans-disciplinary relationships of mechanized construction will dictate the design of large-scale bridge projects in megacities.

Workers assemble a prefabricated bridge in Pennsylvania, U.S. (Source: Roads and Bridges)

Small-scale bridge projects will take advantage of incremental launching technologies. Launched bridges minimize the interference between deck construction and the obstruction to overpass, and this is a major advantage for urban bridges designed to overpass congested infrastructure. Launched bridges do not require extra clearance to support the deck during construction, which simplifies connecting the bridge with existing roads and railways. Launched bridges do not require additional right-of-way as the deck is built behind the abutment and incrementally pushed into position. Additionally, the construction area is far from the infrastructure to overpass, which minimizes the risk for workers and the traveling public.

Incremental launching applied to a bridge deck construction process (Source: CARLOS FERNANDEZ CASADO S.L)

Materials For the Future Generation of Urban Bridges

Steel and concrete are the most common materials for bridges. In the field of steel bridges, high-grade steel will reduce the self-weight of bridge superstructures and the cost of piers and foundations. New composite systems and mechanized plate corrugation will increase the buckling capacity of unstiffened web panels and compression flanges to avoid the use of welded stiffeners.

In the field of prestressed concrete, new steels for rebar will offer higher strength and corrosion resistance to increase the durability and service life of the next generation of urban bridges. Post-tensioning materials are already extremely efficient, and the challenge will revolve around finding new duct systems and passivating materials to able to avoid the quality concerns raised by cement grouts.

Full-span precasting has been employed in thousands of spans of high-speed railway projects and in hundreds of spans of light-rail transit projects. Both steel and prestressed concrete bridges will be present in the mass transit systems of megacities, and both types of bridges are perfectly compatible with steel decks should high-grade steel turn out financially competitive over prestressed concrete in the megacity-oriented life cycle cost analysis.

Modern large-scale bridge projects are designed for 75 or 100-year service life in the USA. The use of renewable protective materials can easily meet this target in steel bridges, but the evolution of design loads and service conditions of urban bridges is hard to predict. Steel bridges offer a major advantage over prestressed-concrete bridges from this point of view, as they are more adaptable and can be modified, strengthened and adapted to new use conditions.

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Today, the four most common materials used in race bikes are steel, aluminum, titanium and carbon fiber. The most common on the Tour are carbon fiber bikes that can range from USD 10,000~20,000 in retail price; that’s before adding the thousands of dollars worth of additional gear. The majority of competitive cyclists is not sponsored by a major bike company and cannot afford high-end bikes. Additionally, market conditions and the changing landscape of the racing industry could have manufacturers looking for alternatives.

The Race Bicycle Market

Michael O.B. Krähe analyzed the road race bicycle market trend for 2017 and beyond by looking at data from the Festive 500 Challenge on Strava, a widely-used application for tracking race times and training. In 2016, 83,000 challengers from all over the world attempted to ride 500 kilometers between Christmas and New Year’s Day, thus providing a rough but insightful representation of the global market for race bicycles.

In 2016, there was a 14% increase in the number of participants, much less than the 49% in 2015 and 54% in 2014. On the other hand, 32% more challengers completed the 500 kilometers in 2016. There was actually a decrease in the number of participants from the U.S. and Germany, two major markets for race bikes.  

Cyclists take a break from cycling

Krähe also looked into Jedermann Rennen (JDR) races in Germany, to account for cyclists who do not race or train during the winter season of the Festive 500 Challenge. The JDR, or “everyman’s race”, is an amateur version of a professional race held on the same day and route as the main event, kind of like the pro-am of golf. There was an average of 15% to 25% decline in the number of participants in JDRs from 2011 to 2016. Of those participants, more than 60% were over 40 years old and a mere 10% under 30 years old.  

The number of participants in three different JDR races from 2011-2016 (Photo courtesy of Cycling.com)

Recent changes only made things worse – there were 250,000 unsold bikes at the end of 2015, up 44% from the year before. It led to discounted prices in 2016. Then, at the end of 2016, the UCI (governing body of professional cycling) banned disc brakes, a popular feature on almost every race bike. This announcement came late when sponsoring companies were already finalizing their 2018-19 products, all with disc brakes. UCI article 1.3.007 requires all bikes used in competition to be commercially available, which could lead to another overstock of race bikes.

Bikes are placed on racks for display in a retail store

What does this mean for the race bike market?

Prices will have to drop along with the decrease in demand for race bikes. However, high performance will still be expected from race bikes by the long-time cyclists who become more devoted to the sport over time. A low-cost, well performing, and easy-maintenance bike will be the future of race bicycles.

It’s time for manufacturers to revisit the drawing board for race bikes.  

The Big Four

Most teams on the Tour de France are riding carbon fiber bicycles. Much credit is owed to Lance Armstrong who was the first Tour rider to win on a bike with carbon fiber frames. Though stripped of his seven titles as of 2012 due to doping accusations, his initial win unleashed the age of carbon fiber race bikes. The following years coupled light-weight carbon fiber with advanced technology for an outright dominance of carbon fiber frames in professional cycling.

Nonetheless, before there was carbon, there was steel, and aluminum and titanium.

From its advent to the 1970s, bicycles traditionally had steel frames, known for its strength, durability, and affordability. In the ‘70s to the ‘80s, manufacturers began turning to aluminum frames in the general wave of efforts to lightweight race bikes. To add, aluminum frames are easy to manufacture and corrosion-resistant. Titanium frames are also popular for its lightweight and durability, but it never completely dominated the market due to high costs and difficulties in manufacturing. Then came carbon and it took off.

The problem is that the technique to manufacture carbon fiber frames is high-end. Not only in its price, but if precise technology is not applied, riders will get little or none of the benefits of carbon fiber (high stiffness to weight ratio, lightweight, low thermal expansion, the ability to customize, etc.). Thus, there are few people who can actually repair carbon fiber bikes correctly, whereas any local shop can repair a steel model. Moreover, carbon fiber is non-recyclable, unlike steel which can be melted down and re-used in other ways. The UCI has also set the minimum weight requirement of race bikes at 6.8 kilograms, and non-carbon bikes can now be built down to the minimum weight.

Carbon fiber frames are also known for its bespoke qualities. Aluminum is very hard to tailor, but there is a new wave of bespoke frame workers who are choosing steel for its cost, durability, and moldability. Major brands Columbus and Reynolds are also returning to steel with their new stainless steel tubes that are light and stiff enough to give carbon fiber a run for its money.

Although the market for race bicycles is looking stagnant, this does not apply to the bike market as a whole, including transportation and leisure bikes. In fact, this market is projected to grow over the coming years according to Lucintel, a global research firm, which projected the global bicycle market to reach 59.9 billion U.S. dollars by 2021. The growth is calculated upon the cost-friendly, efficient and environmentally sustainable method of transportation bikes will provide. Steel bikes will be a driving force in this growth as well, for its affordable and sustainable qualities, ensuring it will always be in the game.  

Compared to the world’s very first cars, today’s cars are faster, stronger, safer and have more sophisticated designs. As alternative materials like aluminum are increasingly being used for car parts that were originally made of steel, some even refer to this trend as a “material war.”

“Material War” in the Auto Industry

Recently, various substitutes for steel have entered the picture and are being applied in commercial vehicles. The most commonly used materials are aluminum and CFRP (Carbon Fiber Reinforced Plastic).

Beginning in the 1930’s, aluminum was primarily used as a lightweighting material for race cars and the outer panel of a vehicle. On the day of the Eifel race, the Mercedes-Benz weighed over the maximum limit and in an attempt to resolve this, the white paint was stripped from the frame, leaving the car’s aluminum frame completely exposed. This is how the Benz got its famous nickname, the “Silver Arrows.”

Pictured is the Mercedes Benz “Silver Arrows” racecar with its paint completely stripped off to reduce the weight. (Source: Daimler AG)

Safety regulations were less strict then than they are today. If there was an accident, the outcome would most likely be a severe injury or even death. With the goal of increased protection, researchers began to use tubular frames made of chromium molybdenum steel in order to reinforce the rigidity of the vehicle.

As the 1970’s rolled around, CFRP, a material that was already being applied in the aerospace industry, made an appearance in Formula 1 and automotive researchers quickly began discovering its potential and value. Soon enough, CFRP was considered an ideal material for race cars.

The Audi A2 and A8 made with aluminum car frames during the early 2000’s (Source: Audi AG)

The rapid implementation of new substitute materials in the motorsports industry set a precedent for the auto industry as well. In the early 2000s, Audi shocked the industry by presenting the A2 and A8, two vehicles with car frames that were made completely out of aluminum. In 2015, BMW created a large-sized sedan made of CFRP, which was only used in a limited number of cars. This stunned consumers and the industry yet again. As advances were made with aluminum and CFRP, it seemed that steel would inevitably lose its place in the automotive material industry.

However, those who believed that the age of steel was over forgot one thing: steel is constantly evolving. While it is true that aluminum and CFRP could replace steel and that they are lighter, the disadvantages that come with these materials confirm that steel is a much more efficient material.

Aluminum

Aluminum, for example, is lighter than steel, but because it has less strength, thicker pieces need to be used. In order to achieve the same level of strength as steel, it needs to be mixed with other materials. Also, aluminum has a low melting point and easily leads to the formation of the oxide film, a factor that makes it difficult to weld. The high thermal conductivity makes the heat that is produced at the time of welding spread, making the material more brittle.

These disadvantages mean aluminum has to be welded in other ways such as riveting, a method of mechanical joining using thick mushroom-shaped nails or adhesive. If the aluminum is not tightly joined during the riveting process, oxide films form in between the cracks resulting in fatigue failure. If a tackifier was used in the process, an impact or collision could easily rupture the adhesive lining. Addressing these problems, while also ensuring that the frame is durable and light, has proved to be a much more expensive process than manufacturing a traditional steel car frame.

As such, numerous factors including durability, safety, and efficiency must be considered when choosing a material to be applied to a car.

From the 1930s to the ‘70s, it was possible to use aluminum in race cars because the vehicles were only used for one or two races. The aluminum pieces were hammered into shape by hand or joined together by rivets, but mass production of aluminum car frames was a very difficult operation. To this day, aluminum is still a difficult material to work with due to its high cost and the complicated technology involved in the production process.

CFRP

CFRP, which is known to be lighter and stronger than steel, also has several issues. Although a method for mass production has recently been established, it requires a much longer production time (the time allowed for one product to be produced) for a car body or shell, meaning that it also yields higher labor costs.

The McLaren MP4/1 was the first car frame to be made from CFRP.

Recently, Boeing and BMW began to research ways to recycle CFRP, but unlike steel or aluminum, it is fundamentally impossible to melt CFRP and give it a “new life”. Another reason why it is not an eco-friendly material is that various chemical products are used in the manufacturing process.

Also, 80% of carbon fiber production, one of the core materials in CFRP, is used by the aviation industry. Because the demand is much higher than the supply, it is much more expensive than steel and has yet to fully make its way into the automotive industry.

Because these shortcomings have not been addressed, researchers have started to turn their eyes back to steel. Even Audi, which once considered its aluminum car frames a major strength, has adopted steel to create the car frame for their newest sedan. Other major automakers still continue to look to steel as the main material as well.

The Shift Back to Steel

The reason for the shift back to steel is because it not only addresses certain disadvantages of alternative materials but also because it is a more affordable choice. The launch of POSCO GIGA STEEL and PosM, in particular, introduced a whole new level of steel.

Audi has turned away from a fully aluminum car frame and has begun incorporating high-tensile steel plates, as indicated by the purple portions of the car frame.

[clickToTweet tweet=”PosM is POSCO’s unique brand of steel that goes beyond the limits of traditional steel plates and exhibits a new level of performance.” quote=”PosM is POSCO’s unique brand of steel that goes beyond the limits of traditional steel plates and exhibits a new level of performance.” theme=”style6″]

PosM includes three different series of steel. The “E Series” focuses on elongation, the “Y Series” focuses on the yield strength and the “B Series” balances the benefits of the two.

The highlighted parts represent the parts that have been applied to the “E Series” of PosM

PosM “E Series”

The “E Series” was once thought to be only theoretically possible and has long been known as a dream material amongst the world’s leading steel companies. This is because it can meet two demanding conditions at once: strength and formability.

Not only does it have 2-9 times more processability compared to existing materials, it also has an excellent ability to absorb impact, which can make a car safer when used in those engine room parts that absorb and disperse impact.

Many steel companies attempted to produce this material but were not able to complete it due to difficulties in production. However, in 2008, POSCO successfully developed this material for the first time and made it available for purchase.

The highlighted parts represent the parts that have applied the “Y Series” of PosM.

PosM “Y Series”

The “Y series” is used for the parts of a car that protect the passengers, especially because of the yield strength, which represents the strength of a material until it becomes deformed, is quite high. This includes, for example, filler parts that prevent the passenger compartment from becoming damaged in the event of a collision.

PosM “B Series”

The “B series” has both the benefits of the “E series” and “Y series”. It is one of the best materials that can be formed by cold forming, which is a simpler process than what is used to make Hot Press Forming (HPF) steel. Because it is easy to process, it can be manufactured into complex shapes and yield a much lower processing cost.

Until now, there has never been a steel that could exhibit both high strength and durability like PosM has. PosM, first developed by POSCO in 2016, is an indispensable material for automobiles.

Through PosM, which exhibits next-level performance compared to existing advanced high-strength steel solutions, steel is once again being considered as an essential material in automobiles. Also, POSCO GIGA STEEL is rapidly advancing to meet the needs of today’s evolving industry, leading the advanced strength steel market.

POSCO GIGA STEEL, with outstanding processability, affordability and a tensile strength that is over three times that of aluminum with the same thickness, will continue to be a very important material in electric vehicles (EVs) which define the present and future of the automotive industry. It will help overcome the limits of batteries used in EVs and allow the vehicle to travel longer distances with its lightweight qualities and make the car body safer by satisfying the most stringent of safety standards.

In addition, the advantage of being more economical, cleaner and easier to recycle than other materials is necessary for an age where consumers value eco-friendly solutions. As long as cars exist, steel will always be one of the most important materials. Various manufacturers are already turning their attention to hybrid car frames that utilize a combination of aluminum, magnesium and carbon composites, with steel as the main focus.  As advanced high-strength steel continues to make improvements it has the potential to replace the need for these other materials altogether.

Automobile development continues to move forward with steel, and at the crux of this progress is POSCO GIGA STEEL.

Read part one on how POSCO GIGA STEEL goes beyond the limits of traditional lightweight materials and part two on how POSCO GIGA STEEL opens the door to the future of the auto industry.

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Since the early 20th century, car manufacturers have realized the importance of using specific steel for specific purposes. Henry Souther of the New York Times reported in 1909, “The secret of the use of steel is to put the right steel in the right place.” Until fairly recently, automotive steel mostly consisted of weaker mild steels that were affordable and easy to form into parts, but innovations in advanced high-strength steels (AHSS) have given automakers more options when designing vehicles.

Today’s automakers and parts manufacturers must consider several properties of the steel they are using: formability, crashworthiness, and durability. Each plays an important role in how the car is made and how the car performs over time and during impact. Below we take a look at these criteria and why each is important for manufacturers when designing a car and its parts.

Formability in Manufacturing

Formability is a key aspect to any automotive material. If a part cannot be made, it cannot be used. Typically, to make steel stronger, automakers had to make sacrifices in weight and formability, and if manufacturers needed a material with more ductility they were forced to give up strength.

The first generation of advanced high-strength steels (AHSS) increased strength while decreasing weight, giving automakers the opportunity to use thinner steel sheets. However, as the steel became stronger it lost formability, making it difficult to mold into parts.

POSCO GIGA STEEL is formable so that it can be shaped into complex parts.

Development of the second generation of AHSS focused on improving formability and elongation; however, its commercial use was limited due to its high cost and tendency to produce delayed cracking at room temperature.

With the new third-generation AHSS, like POSCO GIGA STEEL, steel producers have been able to bridge those gaps by producing steel that is formable, strong, and durable.  

While the average car built in 1975 utilized just 3.6% medium and high strength steels, by 2007 that percentage had increased by more than 230% in large part because the practical uses of AHSS have expanded.

Crashworthiness is Key for Safety

Crashworthiness is one of the most important elements to consider when designing automobiles because it is directly linked to the safety of passengers. The crashworthiness of a car is affected by many things including its structural build, safety devices, and materials.

While crash tests of full vehicles are often performed when developing a new car, crash tests of automotive parts are not carried out as often. To bridge this gap, POSCO developed its own crash test simulation for auto parts using high-speed compression and bending.

Crashworthiness criteria such as energy absorption & fracture, collapse mode, reaction force, and mean load is evaluated to provide reference data for car design. With these tests, POSCO is able to provide dynamic material data to its customers in order to propose the most appropriate steel solutions that maximize safety for passengers.

SsangYong Motor designed the new G4 Rexton SUV with a body frame that contains 63% POSCO GIGA STEEL. This is the highest ratio ever achieved in a body frame design and helps ensure significant levels of strength and safety for consumers. In the video below, watch as the SUV goes through various safety tests showing its crashworthiness and durability.

Durability to Prevent Fatigue Failure

The durability of parts is a critical factor to consider in vehicle design as their complicated components are subject to a wide array of complex stresses. In cars, material fatigue due to repeated mechanical loading can lead to the damage of critical components. Also, as vehicles are mobile machines, they are subject to even more unpredictable degrees of loading that can amplify the effects of fatigue on their parts. Moreover, because fatigue failure is often abrupt and difficult to detect, material providers must work to improve durability and ensure longer fatigue life.

“90% of the failures which occur in engineering components can be attributed to fatigue.”
– TR Gurney, Fatigue of Welded Structures

POSCO works with customers to provide accurate durability analysis for each of its products. Through extensive testing with various steel types, specimen shapes, and welding conditions, POSCO is able to provide in-depth testing results requested by customers.

POSCO also works with customers through its Solution Marketing 2.0 program that helps optimize the design and production process of each part – helping ensure that durability performance meets the customer’s needs.

POSCO GIGA STEEL provides automakers with durability to protect against fatigue failure.

Parts that require higher durability such as the CTBA (Coupled Torsion Beam Axle), wheel, engine cradle, lower control arm and stabilizer bar are interlinked with the fatigue data of POSCO steel. This provides the results of the durability analysis in order to suggest the most appropriate steel type for the manufacturer. Furthermore, POSCO supports joint research with customers for the design, manufacturing, and durability evaluations of its parts. POSCO also analyzes the causes of fatigue failure through SEM imaging of fatigue fracture surfaces, measurements of surface roughness, and measurements of strain rate and residual stress.

Today’s automakers must consider these properties during the design and manufacturing stages in order to find the right steel for each component. POSCO is committed to working with its automotive customers to ensure that the right steel solution is used for the right part – helping to find the right balance between formability, crashworthiness, and fatigue life.

In-hwan Oh, President of POSCO, said, “We implemented a customer-oriented core research infrastructure to help us evaluate products in a production environment similar to that of customers. By doing this, we aim to develop leading technologies and provide preemptive and proactive solutions to customers.”

The Steel Forming Laboratory will be used exclusively to evaluate the products ordered by POSCO customers by looking at properties such as formability, weldability, coating weight, corrosion resistance, and fatigue life. These evaluations will also be used to provide basic customer support such as quality certification. The new Steel Forming Laboratory will primarily be used for more differentiated tasks such as providing application technology solutions involving steel products.

The Steel Forming Laboratory houses various equipment, including roll forming machines and presses, which are used to evaluate the formability of steel products such as POSCO GIGA STEEL and develop new forming technologies. POSCO is the first steelmaker in Korea to use the 2,000-ton hydraulic press in order to evaluate the formability of large components such as the side outers of automobiles. In addition, other equipment such as the high-speed crash test machine, full-scale fatigue test machine, and wheel durability test machine can evaluate the impact and durability of the molded parts of automobiles. They also provide customized analysis results using 3D scanners.

POSCO’s new Steel Forming Laboratory has various facilities for the evaluation and advancement of large components for customers. Above, a POSCO employee can be seen operating the 2000-ton hydraulic press, the first to be purchased by a domestic steelmaker.

POSCO will use these machines to implement its “POSCO One-Stop Development” system, making it possible to perform every step from developing application technologies for steel products to production verification testing without the involvement of customers, a move towards further reinforcing its Solution Marketing services.

Customers may find it difficult to adopt newly developed steel grades right away, but with POSCO evaluating formability (one of the mandatory criteria for selecting steel products) on behalf of its customers, the burden of selecting new steel grades will be reduced.

POSCO will continue to pursue shared growth by conducting joint research with not only large OEM companies, but also small and medium-sized parts companies that find it relatively more difficult to operate various testing machines.

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POSCO supplies magnesium sheets for Samsung Electronics’ “2017 model of Samsung Notebook 9 Always.” The Notebook 9 series is Samsung Electronics’ flagship model that touts ultra-light, high-strength metal materials. (Photo courtesy of Samsung Newsroom)

Samsung Notebook has been working to develop laptops that are slim and lightweight without having to sacrifice durability. Typically, durable laptops and electronics had to come with heavy metals. In order to keep their laptops lightweight, Samsung previously used magnesium-lithium sheets from overseas suppliers, which had good machinability, but low hardness, making them vulnerable to dents.

Starting with duralumin (a high-strength aluminum alloy made by mixing copper, magnesium and other elements) in 2011, Samsung has been aggressively pursuing metals that are lightweight yet durable. In 2016, POSCO began supplying its magnesium sheets for the Notebook 9 that was just 840g. In 2017, Samsung’s Notebook 9 was brought down even further to 799g – helping to significantly expand Samsung’s presence in the ultra-light notebook market.

In World War II, magnesium sheets, known to be one of the lightest metals, were used in long-range bombers. More recently, they have been used in high-performance sports due to their high-strength and lightweight qualities. POSCO leveraged its own process technology to further enhance these properties and began to mass-produce and supply them in 2015. These magnesium sheets, made with a rapid solidification process that is capable of precision control, are tempered several times and undergo a special heat treatment until they reach a final thickness of 0.5mm. POSCO succeeded in improving the surface hardness by more than 20% and the yield strength by more than 50%, compared to its competitors, while still maintaining a high level of machinability.

In addition, Samsung Electronics applied the state-of-the-art plasma surface treatment method, the MAO (Micro Arc Oxidation) method, to the formed magnesium body. This improves its durability against external impacts, corrosion, and scratches – further enhancing its value as a premium product.

POSCO’s magnesium sheets were used in the bottom casing of the Samsung Notebook 9

POSCO is continuing to develop new products through close cooperation with Samsung Electronics – the two companies plan to leverage their respective strengths and technologies to launch various products according to customer needs. By developing their technology and customized materials, POSCO aims to reach their goal of providing more magnesium materials for mobile devices as well as making magnesium sheets the new standard for various mobile products.

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With an aim to strengthen POSCO’s solutions marketing and World Premium products in India, POSCO-INDIA (President, Mr. Gee-Woong Sung) will take the role as the regional representative of POSCO. Responsible for the marketing of PosMAC, it has already entered into sales agreements with a few Indian clients.

The Future of PosMAC in India

In the past few months, POSCO-INDIA has secured the supply order for 300 tons of PosMAC, and the first consignment will arrive by December. A huge jump in the sales volume is expected in 2016. Together with POSCO-IDPC, POSCO-INDIA’s target is to promote and introduce PosMAC to its existing Engineering Procurement Construction (EPC) and Independent Power Producer (IPP) clients. It will also gradually increase the sales volume in India by partnering with other big players in industries ranging from general engineering, automobile and home appliances. The solar power industry is also one of the main focuses for PosMAC in India. In January 2016, POSCO-INDIA is planning to organize a PosMAC technical seminar for potential local clients, with assistance from POSCO HQ and other family companies within India.

At present, two rooftop solar panel structures using PosMAC steel, with 75000 Kwh annual capacity, is being installed at the POSCO-IDPC plant in Bawal. It is considered to be the pilot project for introducing PosMAC in India, intended to showcase these solar units to potential PosMAC clients. The completion target is February 2016 and upon completion, both units will cover the power requirements of the administration and canteen building at IDPC plant.

POSCO-INDIA believes that PosMAC can become popularized for use in the solar panel market in India. Because it is less expensive than other corrosion-resistant materials such as stainless steel, PosMAC steel is highly sought-after for its strength, durability and affordability, which is a key deciding factor for the price-sensitive market. Additionally, PosMAC steel will significantly lower costs by eliminating the need for frequent replacement.

The Benefits of PosMAC Steel

It is well known that steel is essential to modern life and to a future of sustainable development. Nevertheless, it is susceptible to inevitable obstacles. Steel corrodes when exposed to certain conditions. As the industrialized world looks into ways to prevent corrosion, POSCO’s unwavering focus on R&D of steel material products resulted in PosMAC. It is a ternary alloy coated steel with high corrosion resistance developed using POSCO’s own technology and is five to ten times more resistant than normal hot-dip galvanized steel sheets (GI, HGI) of the same coating weight. This means it can replace normal thick plating products.

A tropical country surrounded by ocean on three sides, India has varied climatic conditions, exposing steel structures to environmental corrosion. PosMAC is an appropriate solution to such situations, as it guarantees more durability and resistance to rust and corrosion than existing versions of steel. In 2014, the Prime Minister of India, Mr. Narendra Modi, set a target of 100 GW of solar generation capacity by 2022, nearly a 33-fold increase from the current capacity. This announcement generated the interest of many private companies in India’s solar power sector. POSCO-INDIA expects to offer PosMAC as a durable solution to corrosion resistance in India.

POSCO-INDIA is committed to enhancing competitiveness for its customers by offering technology, business know-how, marketing support and other assistance to its clients. PosMAC will take the lead in a new era of innovative, premium products developed by POSCO.

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Growing Need for Rust-free, Corrosion-Resistant Steel

Steel is an essential industrial material, but exposure to water, salt, or oxidation can cause it to rust. Rust and corrosion can drastically reduce the safety of buildings by posing a constant potential threat to their structural stability. Additionally, rust has a negative effect on the aesthetics of a structure and its surrounding environment. There has been a jump in interest and demand for corrosion-resistant steel to avoid the high costs of frequent maintenance and replacements.

POSCO Presents Ultra Corrosion-Resistant PosMAC Steel

POSCO’s undying focus on the research and development of steel material products has produced PosMAC, a revolutionary plated steel sheet that is five to ten times more resistant to rust and corrosion than existing versions. The product is an upgrade of existing generic plated steel imbued with resistance to the corrosion of the cut edges that is superior to competing products in strength and resilience. This innovative product, PosMAC represents over 30years of technological progress in the field of steel plate production, as well as POSCO’s commitment to the research and development of ultra-resistant steel plates for the past six years.

PosMAC, or POSCO Magnesium Alloy Coating Product, is an ultra-corrosion resistant alloyed steel plate developed with unique POSCO technology. One of the world’s highest quality steel surface treatment products, PosMAC is five to ten times more resistant to rust and corrosion than existing alloyed steel plate products. Being less expensive than other corrosion-resistant material such as stainless steel, the revolutionary PosMAC steel is highly sought after not only for its strength and resistance but also for its affordability.

PosMAC: Resistant to scratches and steel cut edges corrosion

Existing rolled steel is vulnerable to steel cut edge corrosion

PosMAC is highly resistant not only to rust in general, but also to alkali, scratches and steel section corrosion, thanks to PosMAC’s superior steel plating technology. The magnesium in PosMAC’s plating accelerates the formation of highly stable corrosion products, which in turn forms a layer on the surface of the steel plating, preventing the steel plate from corrosion. While existing rolled steel are vulnerable to steel cut edge corrosion, PosMAC’s steel edges form a protective layer from corrosion products after six months, preventing steel cut edges from forming corrosion. This makes PosMAC five to ten times more resistant to corrosion compared to existing products, as well as giving it resistance to steel cut edges corrosion, a unique advantage not found in other general plated metal products.  Furthermore, PosMAC is highly resistant to alkali and ammonia, which makes it highly suitable for use in livestock handling facilities or in situations where components are in contact with concrete tar.

Let’s have a look at the various applications of PosMAC technology

Reducing production costs of solar panels

PosMAC is being highly sought after in the solar panel market for its high resistance and affordability

The demand for highly durable PosMAC is on the rise in the solar panel industry where solar panel structures are expected to be fully functional for up to 20 to 30 years from their installment. We expect PosMAC to become highly popular in the solar panel market: the plated steel used in the manufacture of supporting fixtures of solar panel structures are extremely costly, and using highly durable and resistant PosMAC steel will significantly lower costs by removing the need for frequent replacement.

Manufacturing automobile motor cases with PosMAC

PosMAC is used for motor cases which require extra-high resistance and durability

POSCO is also offering PosMAC as a solution for automobile components that require extra-high resistance and durability such as ABS, power windows and motor cases. PosMAC will take the lead in a new era of more durable and long-lasting automobiles!

The PosMAC Initiative: Expand PosMAC’s applications

PosMAC has been expanding its market presence mainly in agriculture/livestock/fishing, solar panels, motor cases, and road facilities. Now it’s time for the next phase of the PosMAC Initiative: plans to expand PosMAC’s applications to home electronics and automobile steel plates are under way!

POSCO takes the lead in a new era in the steel industry with PosMAC, the revolutionary product developed through years of research and development. POSCO will continue its commitment to leading the global steel market with the highly resistant and durable PosMAC.