• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The subject of the invention is a method for manufacturing a stamped body component or aluminum alloy body structure intended to include the steps for manufacturing a sheet or strip with a thickness of between 1.0 and 3. , 5 mm alloy composition (% by weight): Si: 0.60 - 0.85; Fe: 0.05 - 0.25; Cu: 0.05 - 0.30; Mn: 0.05 - 0.30; Mg: 0.50 - 1.00; Ti: 0.02 - 0.10; V: 0.00 - 0.10 with Ti + V <0.10 other elements <0.05 each and <0.15 in total, remaining aluminum, with Mg <-2.67 × Si + 2.87, put in solution and quenching, pre-tempering, maturing between 72 h and 6 months, stamping, tempering at a temperature of about 205 ° C with a holding time of between 30 and 170 minutes or equivalent time-temperature, painting and "Paint Cooking Income" or "bake hardening" at a temperature of 150 to 190 ° C for 15 to 30 min. The subject of the invention is also a stamped bodywork component or bodywork structure, also known as a "white box" produced by such a method.
    公开号:FR3065013A1
    申请号:FR1753018
    申请日:2017-04-06
    公开日:2018-10-12
    发明作者:Estelle Muller；Olivier Rebuffet；Guillaume DELGRANGE
    申请人:Constellium Neuf Brisach SAS；
    IPC主号:
    专利说明:

    Holder (s): CONSTELLIUM NEUF-BRISACH Simplified joint-stock company.
    Extension request (s)
    Agent (s): C-TEC CONSTELLIUM TECHNOLOGY CENTER.
    FR 3 065 013 - A1
    Q4) IMPROVED PROCESS FOR MANUFACTURING AUTOMOTIVE BODY STRUCTURE COMPONENT.
    ©) The subject of the invention is a method of manufacturing a stamped bodywork component or automobile body structure made of aluminum alloy intended for comprising the steps of manufacturing a sheet or strip of thickness between
    1.0 and 3.5 mm in alloy composition (% by weight):
    If: 0.60 - 0.85; Fe: 0.05-0.25; Cu: 0.05-0.30; Mn: 0.05 - 0.30; Mg: 0.50 - 1.00; Ti: 0.02 - 0.10; V: 0.00 - 0.10 with Ti + V <0.10 other elements <0.05 each and <0.15 in total, aluminum remainder, with Mg <-2.67 x Si + 2.87, setting in solution and quenching, pre-tempering, maturing between 72 h and 6 months, stamping, tempering at a temperature of around 205 ° C with a holding time between 30 and 170 minutes or tempering at equivalent temperature-time, painting and "Baking hardening paint" or "bake hardening" at a temperature of 150 to 190 ° C for 15 to 30 min.
    The invention also relates to a stamped bodywork component or automobile body structure also called "body in white" developed by such a method.
    i
    IMPROVED PROCESS FOR MANUFACTURING AUTOMOTIVE BODY STRUCTURE COMPONENT
    Field of the invention
    The invention relates to the field of parts or components of an automobile structure also called a “body in white”, produced in particular by stamping aluminum alloy sheets, more particularly in alloys of the AA6xxx series according to the designation of the “Aluminum Association ", Intended to absorb energy irreversibly during an impact, and having an excellent compromise between high mechanical resistance and good behavior in" crash ", such as in particular shock absorbers or" crashboxes ", reinforcing parts , lining, or other body structure parts.
    More specifically, the invention relates to the manufacture of such components by stamping in a put condition quenched and matured solution followed by hardening by tempering on the part and a baking treatment of paints or "bake hardening".
    State of the art
    In the preamble, all the aluminum alloys referred to in the following are designated, unless otherwise indicated, according to the designations defined by 1 "Aluminum Association" in the "Registration Record Sériés" which it publishes regularly.
    All information regarding the chemical composition of the alloys is expressed as a percentage by weight based on the total weight of the alloy. The expression 1.4 x Si means that the silicon content expressed in% by weight is multiplied by 1.4.
    The definitions of metallurgical states are given in the European standard EN
    515.
    The static mechanical properties in tension, in other words the tensile strength R m , the conventional elastic limit at 0.2% elongation Rpo, 2, and the elongation at break A%, are determined by a tensile test according to standard NF EN ISO 6892-1.
    The folding angles, called alpha norm, are determined by 3-point folding test according to the NF EN ISO 7438 standard and the VDA 238-100 and VDA 239200 procedures.
    Aluminum alloys are used more and more in automobile construction to reduce the weight of vehicles and thus reduce fuel consumption and greenhouse gas emissions.
    Aluminum alloy sheets are used in particular for the manufacture of many parts of the "body in white" among which a distinction is made between body skin parts (or exterior body panels) such as front fenders, roofs or pavilions, skins hood, trunk or door, and the lining parts or body structure components such as, for example, the linings or reinforcements of the door, hood, tailgate, roof, or the side members, the aprons, the floors of loads, the tunnels and the front, middle and rear legs, and finally the shock absorbers or "crashboxes".
    If many pieces of skin are already made of aluminum alloy sheets, it is more difficult to transpose steel or aluminum pieces of lining or structure with complex geometries. On the one hand because of the poorer formability of aluminum alloys compared to steels and on the other hand because of the mechanical characteristics in general lower than those of steels used for this type of parts.
    Indeed, this type of application requires a set of properties, sometimes antagonistic such as:
    - high formability in the delivery state, state T4, in particular for stamping operations,
    - a controlled elastic limit in the delivery state of the sheet to control the elastic return during shaping,
    - good behavior in the various assembly processes used in automobile bodywork such as spot welding, laser welding, bonding, clinching or riveting,
    - high mechanical resistance after cataphoresis and curing of the paints to obtain good mechanical resistance in service while minimizing the weight of the part,
    - good capacity for absorbing energy in the event of an impact for application to body structure parts,
    - good corrosion resistance, in particular intergranular corrosion, stress corrosion and filiform corrosion of the finished part,
    - compatibility with the requirements for recycling manufacturing waste or recycled vehicles,
    - an acceptable cost for mass production.
    However, there are already mass-produced motor vehicles with a white body mainly made of aluminum alloys. For example, the 2014 Ford F-150 version is made of the structural alloy AA6111. This alloy was developed by the "Alcan" group in the 1980s and 1990s. Two references describe this development work:
    - P. E. Fortin et al, “An optimized Al alloy for Auto body sheet applications”, SAE technical conference, March 1984 describes the following composition:
    [Fort] Yes Fe Cu Mn Mg Cr Zn Ti AA6111 0.85 0.20 0.75 0.20 0.72 - - -
    - M. J. Bull et al, “Al sheet alloys for structural and skin applications”, 25th ISATA symposium, Paper 920669, June 1992:
    The main property remains strong mechanical resistance, even if it is initially intended to resist indentation for skin type applications: "A yield-strength of 280 MPa is achieved after 2% pre-strain and 30 min at 177 ° VS ".
    On the other hand, other alloys of the AA6xxx family with high mechanical characteristics have been developed for aeronautical or automotive applications.
    Thus, the AA6056 type alloy, the development of which dates back to the 1980s at "Pechiney" has been the subject of numerous works and numerous publications, either to optimize the mechanical characteristics or to improve the resistance to intergranular corrosion. We will retain the automotive application of this type of alloy, which has been the subject of a patent application (W02004113579A1).
    AA6013 type alloys have also been the subject of numerous studies. For example, at "Alcoa", in the application US2002039664 published in 2002, an alloy comprising 0.6-1.15% Si; 0.6-1% Cu; 0.8-1.2% Mg; 0.55-0.86% Zn; less than 0.1% Mn; 0.2-0.3% Cr and approximately 0.2% Fe, used in the T6 state, combines good resistance to intergranular corrosion, as well as an Rpo, 2 of 380 MPa.
    In "Aleris", a request published in 2003, W003006697, relates to an alloy of the AA6xxx series with 0.2 to 0.45% of Cu. The object of the invention is to provide an AA6013 type alloy with a reduced Cu level, targeting 355 MPa of Rm in the T6 state and good resistance to intergranular corrosion. The claimed composition is as follows: 0.8-1.3% Si; 0.2-0.45% Cu; 0.5-1.1% Mn; 0.45-1.0% Mg.
    Finally, note that in most of the above examples, obtaining high mechanical characteristics (Rpo, 2, Rm) is achieved by using alloys containing at least 0.5% copper.
    Structural parts are also known for automotive application in 7xxx alloy as described for example in application EP2581218.
    In addition, for the production of aluminum alloy parts of complex geometry, such as in particular a door lining, not achievable by conventional stamping with the aforementioned alloys, various solutions have been envisaged and / or implemented in the past:
    - Work around the difficulty associated with stamping by making this type of parts by molding and in particular of the "Under Pressure" type. As evidenced by patent EP 1 305 179 B1 of Nothelfer GmbH with priority from 2000.
    - Practice a so-called "lukewarm" stamping to benefit from a better drawing ability. This consists of heating the aluminum alloy blank, totally or locally to a so-called intermediate temperature, ie from 150 to 350 ° C, to improve its behavior under the press, the tooling of which can also be preheated. The applicant's patent EP 1 601 478 B1, with priority from 2003, is based on this solution.
    - Modify, via its composition, the ability to stamp the alloy of the AA5xxx series itself; in particular, it has been proposed to increase the magnesium content above 5%. But this is not neutral in terms of corrosion resistance.
    - Use composite sheets made of an AA5xxx series alloy core, with an Mg content above 5% for better formability, and an alloy plating sheet resistant to corrosion. However, the corrosion resistance at the edges of the sheet, in the punched areas or more generally where the core is exposed, and in particular in the assemblies, may then prove to be insufficient.
    - Finally, asymmetric rolling in order to create a more favorable crystallographic texture has also been proposed. Evidence of this is JP 2003-305503 from Mitsubishi Aluminum). However, the industrialization of this type of asymmetric rolling is delicate, requires specific rolling mills, can have an unfavorable impact on the surface appearance of the sheets obtained, and can also generate significant additional costs.
    Given the growing development of the use of aluminum alloy sheets for automotive body components and mass production, there is always a demand for further improved grades enabling thicknesses to be reduced without altering the other properties in a way to always increase the reduction.
    Obviously, this development involves the use of alloys with increasing elasticity limit, and the solution consisting in using alloys of the AA6xxx series more and more resistant, shaped in the T4 state. , ie after dissolving and quenching, and hardening strongly during pre-tempering and firing of paints and varnishes, reaches its limits. It leads to increasingly hard alloys from the T4 state and which, therefore, pose serious shaping problems.
    Problem
    The invention aims to obtain an excellent compromise between formability in the T4 state and high mechanical strength as well as good riveting and "crash" behavior of the finished component, by proposing a process for manufacturing such components by shaping at 'T4 metallurgical state after ambient maturation, followed by hardening by tempering on shaped part and baking of paints or "bake hardening". A problem is also to carry out a short and economically advantageous process.
    These components must also have very good corrosion resistance and good behavior in the various assembly processes such as spot welding, laser welding, bonding, clinching or riveting.
    Object of the invention
    The subject of the invention is a method for manufacturing a shaped component, in particular pressed, of a bodywork or bodywork structure of an automobile body also called "body in white" made of aluminum alloy, comprising the following steps:
    Manufacture of a sheet or strip of thickness between 1 and 3.5 mm in composition alloy (% by weight):
    If: 0.60 - 0.85; Fe: 0.05-0.25; Cu: 0.05-0.30; Mn: 0.05 - 0.30; Mg: 0.50 1.00; Ti: 0.02 - 0.10; V: 0.00 - 0.10 with Ti + V <0.10 other elements <0.05 each and <0.15 in total, aluminum remainder, with Mg <-2.67 x Si + 2.87, Treatment thermal dissolution, quenching and possible pre-annealing at a temperature generally between 50 and 100 ° C for a period of at least 12 hours, and typically obtained by winding at a temperature of at least 60 ° C followed by air cooling,
    Maturation at room temperature typically between 72 hours and 6 months,
    Shaping, in particular by stamping in a press, to obtain a three-dimensional part,
    Tempering on part at a temperature of substantially 205 ° C. with a holding time between 30 and 170 minutes, and preferably between 240 and 480 minutes, or tempering at time-equivalent temperature,
    Painting and "baking hardening" or "bake hardening" at a temperature of 150 to 190 ° C and preferably 170 to 190 ° C for 15 to 30 min.
    By three-dimensional part is meant a part for which there is no direction in which the cross section of said part is constant along all of said direction.
    According to an advantageous mode, the component obtained by the above process has, after maturation, tempering and baking treatment of the paints, an elastic limit Rpo, 2 determined according to standard NF EN ISO 6892-1, of at least 270 MPa and / or an ocnorm "three point folding angle", measured according to standard NF EN ISO 7438 and procedures VDA 238-100 and VDA 239-200, of at least 100 °.
    Finally, the invention also includes a stamped bodywork component or automobile body structure also called a "body in white" such as in particular a lining or a reinforcement for a door, hood, tailgate, roof, or even the side members, the aprons, load floors, tunnels and front, middle and rear legs or uprights, as well as shock absorbers or "crashboxes".
    Description of the figures
    Figure 1 shows the device for "three-point bending test" consisting of two rollers R, a punch B of radius r to bend the sheet T of thickness t.
    FIG. 2 represents the sheet T after the “three-point bending” test with the internal angle β and the external angle, measured result of the test: a.
    FIG. 3 represents the compromise between the elastic limit and the bending angle for a selection of tests.
    Description of the invention
    The invention is based on the observation made by the applicant that it is entirely possible, thanks to a suitable composition and manufacturing process, to obtain sheets having an excellent ability to stamp after dissolution, quenching and maturing at room temperature, and sufficient mechanical strength in the returned state and after the paint curing treatment, typically and respectively for 4 h and 20 min at 205 ° C and 180 ° C, while guaranteeing a suitability for riveting and crash behavior of the finished component very satisfactory. The mechanical characteristics reached in this last metallurgical state are an elastic limit Rpo, 2> 270 MPa, as well as an abnormal bending angle without crack> 100 ° and preferably> 105 °, with anorm> - (4/3 ) * Rpo, 2 + 507.
    The composition of the alloy according to the invention is as follows (% by weight): Si: 0.60 - 0.85; Fe: 0.05-0.25; Cu: 0.05-0.30; Mn: 0.05 - 0.30; Mg: 0.50 1.00; Ti: 0.02 - 0.10; V: 0.00 - 0.10, with Ti + V <0.10 other elements <0.05 each and <0.15 in total, aluminum remainder, with Mg <-2.67 x Si + 2.87
    The concentration ranges imposed on the constituent elements of this type of alloy can therefore be explained by the following reasons:
    If: Silicon is, with magnesium, the first alloying element of aluminum-magnesium-silicon systems (family AA6xxx) to form the intermetallic compounds Mg2Si or MgsSie which contribute to the structural hardening of these alloys. The presence of silicon, at a content between 0.60% and 0.85%, combined with the presence of magnesium, at a content between 0.50% and 1.00%, with Mg <-2.67 x Si + 2.87, makes it possible to obtain the Si / Mg ratio required to achieve the desired mechanical properties while guaranteeing good corrosion resistance and shaping by stamping at satisfactory ambient temperature. Indeed, if Mg> -2.67 x Si + 2.87 for the silicon and magnesium contents according to the invention, the alloys will generally not be able to be dissolved, which in fact will harm the compromise sought.
    The most advantageous content range for silicon is 0.60 to 0.75%.
    Mg: Generally, the level of mechanical characteristics of alloys of the AA6xxx family increases with the magnesium content. Combined with silicon to form the intermetallic compounds Mg 2 Si or MgsSiô, magnesium contributes to the increase of mechanical properties. A minimum content of 0.50% is necessary to obtain the required level of mechanical properties and to form sufficient hardening precipitates. Above 1.00%, the Si / Mg ratio obtained is unfavorable to the compromise of desired properties.
    The most advantageous content range for magnesium is 0.60 to 0.70%.
    Fe: Iron is generally considered an undesirable impurity; the presence of iron-containing intermetallic compounds is generally associated with a decrease in formability. Surprisingly, the present inventors have found that a content in excess of 0.05%, and better still 0.10%, improves ductility and formability, in particular by delaying the rupture during deformation after necking. Although they are not linked to this hypothesis, the present inventors believe that this surprising effect could come in particular from the appreciable reduction in the solubility of manganese in solid solution when this element is present and / or from the formation of a high density. of intermetallic particles guaranteeing good "hardenability" during shaping. In these grades iron can also help control grain size. Above 0.25%, too many intermetallic particles are created with a detrimental effect on ductility and corrosion resistance.
    The most advantageous content range is 0.05 to 0.20%.
    Mn: its content is limited to 0.30%. An addition of manganese beyond 0.05% increases the mechanical characteristics by effect of solid solution, but beyond 0.30%, it would very strongly decrease the sensitivity to the speed of deformation and therefore the ductility.
    An advantageous range for manganese is 0.10 to 0.15%
    Cu: In alloys of the AA6000 family, copper is an effective hardening element by participating in hardening precipitation. At a minimum content of 0.05%, its presence makes it possible to obtain higher mechanical characteristics. In the alloy considered, copper above 0.30% has a negative influence on the resistance to intergranular corrosion. Preferably, the copper content is at most 0.20%.
    The most advantageous content range for copper is 0.08 to 0.15%.
    V and Ti: each of these elements, for Ti at a content of at least 0.02%, can promote hardening by solid solution leading to the level of mechanical characteristics required and each of these elements also has a favorable effect on the ductility in service and corrosion resistance. On the other hand, a maximum content of 0.10% for Ti as for V, and a sum of the contents of Ti and V Ti + V <0.10%, are required in particular to avoid the conditions of formation of the primary phases during the vertical casting and improve formability performance. The most advantageous content range is 0.03 to 0.10% for Ti. For V, in one embodiment, a range of V from 0.03 to 0.08% is preferred, however in another advantageous embodiment for recycling problems, the V content is maintained at at most 0, 03%.
    The other elements are typically impurities the content of which is kept below 0.05%; the rest is aluminum. Among the impurities, mention may be made, for example, of Cr, Ni, Zn, Zr and Pb. Preferably, certain impurities are maintained at even lower contents. Thus, the content of Ni and Zr is advantageously kept below 0.03% and the content of Pb is advantageously kept below 0.02%.
    The method of manufacturing sheets according to the invention typically comprises the casting of a plate, the scalping of this plate, followed by its homogenization advantageously with a rate of temperature rise of at least 30 ° C / h up to a temperature from 530 to 570 ° C with a hold between 2 and 12 h, preferably between 4 and 6 h, followed by cooling, either to room temperature or to the temperature of hot rolling start.
    Then, after reheating in the case of cooling to room temperature after homogenization, hot rolling of the plate into a strip of thickness between 3.5 and 10 mm, cold rolling to the final thickness typically between 1 and 3.5 mm, the dissolution of the laminated strip at a temperature above the solvent temperature of the alloy, while avoiding local melting or burning, or between 540 and 570 ° C for 10 s to 30 min, quenching at a speed of more than 30 ° C / s and better still at least 100 ° C / s.
    Possibly follows a pre-annealing, that is to say a treatment at a temperature between 50 and 100 ° C for a period of at least 12 hours, typically obtained by winding at a temperature of at least 60 ° C followed by cooling in the open air, then maturing at room temperature for 72 h to 6 months.
    Thus, the sheets according to the invention have a very good drawing ability.
    The sheets then undergo the operations of:
    Shaping, in particular by stamping in a press to obtain a three-dimensional part,
    Heat treatment of tempering at a temperature of substantially 205 ° C with a holding time between 30 and 170 minutes, and preferably between 60 and 120 minutes, or tempering in time-equivalent temperature teq-Teq according to the equation:
    J. o wJ dt = Je dt where Q is appreciably 82,915 J, in which T is the instantaneous temperature expressed in Kelvin which evolves with time t and T eq is the reference temperature of 205 ° C (478 K), and teq is the equivalent time.
    Preferably the tempering is carried out at a temperature between 180 ° C and 240 ° C and preferably between 200 ° C and 230 ° C with a holding time between 30 and 120 minutes, the equivalent time for a reference temperature T eq = 205 ° C being between 30 and 170 minutes and preferably between 60 and 120 minutes. The combination of the composition and the method according to the invention makes it possible to obtain a short-term, economically advantageous treatment.
    Painting and "baking hardening" or "bake hardening" at a temperature of 150 to 190 ° C and preferably 170 to 190 ° C for 15 to 30 min.
    The components thus produced exhibit, in service, after shaping, optimized income on the part, assembly and curing of the paints, high mechanical properties, very good crash behavior and good corrosion resistance.
    In its details, the invention will be better understood with the aid of the examples below, which, however, are not limiting.
    Examples
    Preamble
    Table 1 summarizes the nominal chemical compositions (% by weight) of the alloys used during the tests. The content of the other elements was <0.05.
    Composition Yes Fe Cu Mn Mg Ti V -2.67 x Si + 2.87 Ti + V 1 0.65 0.19 0.15 0.19 0.65 0.05 0.08 1.13 0.13 2 0.63 0.15 0.15 0.20 0.65 0.05 0.08 1.19 0.13 3 0.70 0.15 0.11 0.13 0.65 0.02 - 1.00 0.02 31 0.62 0.23 0.18 0.17 0.63 0.03 - 1.21 0.03 4 0.65 0.15 0.15 0.20 0.97 0.05 0.05 1.13 0.10 5 0.71 0.15 0.15 0.20 0.71 0.02 0.01 0.97 0.03 6 0.80 0.14 0.14 0.20 0.54 0.02 - 0.73 0.02 7 0.90 0.24 0.09 0.17 0.41 0.02 - 0.47 0.02 8 0.56 0.24 0.09 0.13 0.53 0.02 - 1.37 0.02 9 0.67 0.30 0.09 0.15 0.64 0.02 - 1.08 0.02 10 1.00 0.24 0.17 0.17 0.60 0.02 - 0.20 0.02
    Table 1
    The rolling plates of these different alloys were obtained by semi-continuous vertical casting. After scalping, these different plates have undergone a heat treatment for homogenization and / or reheating, the temperatures of which are given in Table 2.
    The composition plates 1, 2, 7 and 8 underwent a homogenization treatment at 530 ° C consisting of a rise in temperature at a speed of 30 ° C / h up to 530 ° C and maintaining order 3 hours at this temperature. This homogenization step is directly followed by a hot rolling step.
    The composition plates 3, 31 and 9 underwent a homogenization treatment at 540 ° C consisting of a rise in temperature at a speed of 30 ° C / h to 540 ° C, a maintenance of the order of 5 hours at this temperature directly followed by hot rolling.
    The composition plates 4, 5 and 6 were subjected to a homogenization consisting in a rise to 570 ° C. with a minimum hold of 2 hours at this temperature, directly followed by hot rolling.
    The composition plate 10 has undergone a homogenization treatment at 550 ° C consisting of a temperature rise at a speed of 30 ° C / h to 550 ° C, a maintenance of the order of 4 hours at this temperature . This homogenization step is directly followed by a hot rolling step.
    The following stage of hot rolling takes place on a reversible rolling mill followed, as the case may be, with a tandem hot rolling mill with 4 stands up to a thickness of between 3.5 and 10 mm. The hot rolling outlet thicknesses of the cases tested are given in Table 2.
    It is followed by a cold rolling step which allows sheets of thicknesses between 2.0 and 2.5 mm to be obtained. The cold rolling outlet thicknesses of the cases tested are given in Table 2 below.
    The rolling steps are followed by a solution treatment and quenching heat treatment step. Dissolution takes place at a temperature above the solvent temperature of the alloy, while avoiding burns. The sheet in solution is then quenched at a minimum speed of 30 ° C / s. For tests 18 to 21, a minimum speed of 100 ° C / s was used.
    For all cases, except cases 2, 4, 5 and 6, this step is carried out in a passing furnace by raising the temperature of the metal to the solution temperature in less than about one minute directly followed by a quenching.
    For cases 2, 4, 5 and 6, the solution is made in an air oven with introduction into a hot oven, reaching the solution temperature in less than 20 minutes and maintaining at this temperature for 30 minutes.
    This dissolving step is followed by quenching by immersion in water at 85 ° C.
    The quenching is followed by a pre-annealing heat treatment, intended to improve the performance of the hardening during the curing of the paints.
    For all the cases tested, except cases 2, 4, 5 and 6, this step is carried out by winding at a temperature of at least 60 ° C followed by cooling in the open air.
    For cases 2, 4, 5 and 6, pre-tempering is obtained by immersion and maintenance of the sheets in water at 85 ° C for 8 hours. In all cases, a maturation at temperature of at least 72 hours was then carried out.
    Composition Homogenization LAC outlet thickness LAF outlet thickness 1 530 ° C 10 mm 2.5 mm 2 530 ° C 10 mm 2.5 mm 3 540 ° C 6.3 mm 2.0 mm 31 540 ° C 4.3 mm 2.5 mm 4 570 ° C 10 mm 2.5 mm 5 570 ° C 10 mm 2.5 mm 6 570 ° C 10 mm 2.5 mm 7 530 ° C 6.3 mm 2.0 mm 8 530 ° C 4.3 mm 2.0 mm 9 540 ° C 10 mm 2.5 mm 10 550 ° C 5.0 mm 2.3 mm
    Table 2
    The steps of dissolving, quenching, pre-tempering and maturing at room temperature for a minimum time of 72 h are followed by heat treatments, called tempering, as described in Table 3.
    After recovery, all the cases tested undergo a heat treatment to simulate the firing of paints in an air oven with introduction into a hot oven and maintenance for 20 min at 185 ° C.
    Numbertest Composition Returned Time [min] Temperature [° C] 1 1 E 120 205 2 1 B 480 205 3 1 F 960 205 4 2 AT 240 205 5 3 AT 240 205 6 4 AT 240 205 7 5 AT 240 205 8 6 AT 240 205 9 7 D 60 205 10 7 B 480 205 11 8 E 120 205 12 8 AT 240 205 13 9 E 120 205 14 9 F 960 205 14 10 VS 30 205 16 10 G 1920 205 17 31 AT 240 205 18 31 VS 30 205 19 31 D 60 205 20 31 H 60 215 21 31 1 60 225
    Table 3
    Tensile tests
    The tensile tests at room temperature were carried out according to the standard
    NP EN ISO 6892-1 with non-proportional test pieces, of geometry widely used for sheets, and corresponding to test piece type 2 in the table
    B.l of annex B of the said standard. These specimens have in particular a width of 20 mm and a calibrated length of 120 mm.
    The results of these tensile tests in terms of conventional elastic limit at 0.2%, Rpo, 2 , and measured on the sheets as manufactured according to the conditions described in the preceding paragraph, are given in Table 4 below.
    The protocols recommend for the parts formed in the metallurgical state T4 then undergoing the paint baking treatment, to carry out between the maturation and the baking of the paints a pre-deformation in controlled traction of 2%, to simulate the setting in form by stamping.
    It can therefore be considered that the tensile characteristics of the sheets in the final metallurgical state are not significantly different from those of the finished stamped component.
    Crash behavior evaluation
    The crash behavior can be estimated by a "three point folding test" according to standard NF EN ISO 7438 and the procedures VDA 238-100 and VDA 239200. The folding device is as presented in figure 1.
    The actual "three-point folding" is carried out using a punch B of radius r = 0.4 mm, the sheet being supported by two rollers R, the folding axis being parallel to the rolling direction. The rollers have a diameter of 30 mm and the distance between the axes of the rollers is 30 + 2t mm, t being the thickness of the sheet tested.
    At the start of the test, the punch is brought into contact with the sheet with a pre-force of 30 Newtons. Once the contact is established, the movement of the punch is indexed to zero. The test then consists in moving the punch so as to carry out the “three-point bending” of the sheet.
    The test stops when a microcracking of the sheet leads to a force drop on the punch of at least 30 Newtons, or else when the punch has moved 14.2 mm, which corresponds to the maximum stroke authorized.
    At the end of the test, the sheet sample is therefore folded as shown in Figure 2.
    The ductility in service is then evaluated by measuring the bending angle a. The higher the angle a, the better the ability to crash or bend the sheet. In order to be able to compare the performance of the cases tested, all the angles measured for different sheet thicknesses are brought back to the abnormal value, according to the formula below as described in standard VDA 239-200:
    atnorm - at ,Jref with: & norm : normalized angle, a m: angle measured, kef ' reference thickness, t:m measured thickness.
    The results of these bending tests on the sheets as manufactured according to the conditions described in the paragraph “Preamble” are given in Table 4 below15, in the same order as in Table 3. The reference thickness t re f was 2.0 mm.
    The protocols recommend for the parts formed in the metallurgical state T4 then undergoing the paint baking treatment, to carry out between the maturation and the baking of the paints a pre-deformation in controlled traction of 10%, to simulate the setting in form by stamping. In the case of post-maturing income treatment according to the invention, this pre-deformation has no very significant effect on the characteristics of the final component.
    We can therefore consider that the bending behavior of the sheets in the final metallurgical state is not significantly different from that of the finished stamped component.
    Numbertest Composition Rp0.2[MPa] abnormΠ 1 1 285 72 2 1 263 98 3 1 235 113 4 2 287 109
    5 3 265 93 6 4 312 98 7 5 295 103 8 6 275 99 9 7 249 70 10 7 218 93 11 8 249 91 12 8 238 99 13 9 268 61 14 9 209 103 14 10 290 75 16 10 239 91 17 31 261 94 18 31 295 97 19 31 305 110 20 31 295 120 21 31 275 160
    Table 4
    By combining the preferred income and the composition according to the invention, a remarkable property compromise is reached, ie an elastic limit Rpo, 2 > 270 MPa and preferably> 275 MPa, as well as an abnormal folding angle without crack> 100 ° and preferably> 105 ° and abnorm> - (4/3) * Rpo, 2 + 507, which is illustrated by the Figure
    权利要求:
    Claims (12)
    [1" id="c-fr-0001]
    Claims
    1. A method of manufacturing a stamped bodywork component or automobile body structure also known as a “white body” made of aluminum alloy intended to irreversibly absorb energy during an impact, comprising the following steps:
    - Manufacture of a sheet or strip of thickness between 1 and 3.5 mm in alloy composition (% by weight):
    If: 0.60 - 0.85; Fe: 0.05-0.25; Cu: 0.05-0.30; Mn: 0.05 - 0.30; Mg: 0.50 - 1.00; Ti: 0.02 - 0.10; V: 0.00 - 0.10 with Ti + V <0.10 other elements <0.05 each and <0.15 in total, aluminum remains, with Mg <-2.67 x Si + 2.87,
    Heat treatment for dissolution, quenching and possible pre-annealing at a temperature between 50 and 100 ° C for a period of at least 12 hours, typically obtained by winding at a temperature of at least 60 ° C followed by cooling outdoors,
    - Maturation at room temperature typically between 72 hours and 6 months,
    - Shaping by stamping in a press to obtain a three-dimensional part,
    - Tempering on part at a temperature of substantially 205 ° C with a holding time between 30 and 170 minutes or tempering at equivalent temperature,
    - Painting and "painting baking income" or "bake hardening" at a temperature of 150 to 190 ° C and preferably from 170 to 190 ° C for 15 to 30 min.
    [2" id="c-fr-0002]
    2. Method according to claim 1 characterized in that the time to maintain the income at 205 ° C is between 60 and 120 minutes or at time-equivalent temperature.
    [3" id="c-fr-0003]
    3. Method according to one of claims 1 or 2 characterized in that the Si content of the sheet or strip is between 0.60 and 0.75.
    [4" id="c-fr-0004]
    4. Method according to one of claims 1 to 3 characterized in that the Fe content of the sheet or strip is between 0.05 and 0.20.
    [5" id="c-fr-0005]
    5. Method according to one of claims 1 to 4 characterized in that the Cu content of the sheet or strip is at most 0.20 and preferably between 0.08 and 0.15.
    [6" id="c-fr-0006]
    6. Method according to one of claims 1 to 5 characterized in that the Mn content of the sheet or strip is between 0.10 and 0.15.
    [7" id="c-fr-0007]
    7. Method according to one of claims 1 to 6 characterized in that the Mg content of the sheet or strip is between 0.60 and 0.70.
    [8" id="c-fr-0008]
    8. Method according to one of claims 1 to 7 characterized in that the Ti content of the sheet or strip is between 0.03 and 0.10.
    [9" id="c-fr-0009]
    9. Method according to one of claims 1 to 8 characterized in that the V content of the sheet or strip is between 0.03 and 0.08.
    [10" id="c-fr-0010]
    10. Method according to one of claims 1 to 9 characterized in that the manufacture of the sheet or strip before stamping comprises the following steps:
    - the typically semi-continuous vertical casting of a plate and its scalping,
    - the homogenization of this plate at a temperature of 530 to 570 ° C with a hold between 2 and 12 h, preferably between 4 and 6 h,
    - hot rolling of the plate into a strip of thickness between 3.5 and 10 mm,
    - cold rolling to the final thickness.
    [11" id="c-fr-0011]
    11. Stamped bodywork component or automobile body structure also called "body in white" developed by a method according to one of claims 1 to 10, characterized in that its elastic limit, determined according to standard NF EN ISO 6892-1 , is Rpo, 2> 270 MPa and preferably> 275 MPa, and in that its ocnorm "three point folding angle", determined according to the NF standard
    EN ISO 7438 and the procedures VDA 238-100 and VDA 239-200, is> 100 ° and preferably> 105 ° with abnorm> - (4/3) * Rpo, 2 + 507.
    5
    [0012]
    12. Stamped bodywork component or automobile body structure also called “body in white”, according to claim 11, characterized in that it is chosen from the group containing in particular the linings or reinforcements of door, hood, tailgate, roof, or the side members, aprons, load floors, tunnels and front, middle and rear legs, as well as
    10 shock absorbers or “crashboxes”.
    1/2
    类似技术:
    公开号 | 公开日 | 专利标题
    EP3303646B1|2019-04-24|Metal sheet for a motor vehicle body having high mechanical strength
    EP1633900B1|2009-06-03|Roof top of a car body made of an al-si-mg sheet metal alloy fixed to a steel frame
    EP2750882B1|2018-05-30|Compositealuminium sheet for automotive body shop
    EP1472380A2|2004-11-03|Al-si-mg alloy sheet metal for motor car body outer panel
    FR2900664A1|2007-11-09|CLOTHING TOOL
    JP5918209B2|2016-05-18|Aluminum alloy sheet for forming
    FR2935397A1|2010-03-05|ALUMINUM ALUMINUM ALLOY ALLOY WELDING AND VERY RESISTANT, AND PRODUCED IN SUCH ALLOY
    FR2902442A1|2007-12-21|ALLOY OF AA6XXX SERIES WITH HIGH DAMAGE TO AEROSPACE INDUSTRY
    CA3057728A1|2018-10-11|Improved method for producing a motor vehicle body structure component
    EP3362282B1|2020-01-01|Structural component of a motor vehicle shell offering an excellent compromise between mechanical strength and crash resistance
    FR2922222A1|2009-04-17|Sheet composite material made of aluminum alloy for components of automobile bodywork, comprises a sheet of plating applied on two sides of a core by roll bonding
    EP1143027A1|2001-10-10|Process for making avionic structural elements from an Al-Si-Mg alloy
    CA3006346A1|2017-06-08|Highly rigid thin sheet metal for car body
    EP3019637B1|2017-05-03|Sheet made of aluminum alloy for the structure of a motor vehicle body
    FR2889852A1|2007-02-23|Aluminum alloy for aircraft, land vehicle and marine use contains small quantities of magnesium, manganese and other elements for high strength and corrosion resistance
    EP3555331B1|2021-07-14|Aluminium alloy for laser welding without filler wire
    同族专利:
    公开号 | 公开日
    FR3065013B1|2020-08-07|
    WO2018185425A1|2018-10-11|
    US20200109466A1|2020-04-09|
    DE18718608T1|2020-04-30|
    CN110494578B|2021-09-24|
    CN110494578A|2019-11-22|
    CA3057728A1|2018-10-11|
    EP3607104A1|2020-02-12|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP0679199A1|1993-11-17|1995-11-02|Pechiney Rhenalu|Aluminium-silicon-magnesium alloy having improved ductility and deep-drawing properties, and method for producing same|
    EP1702995A1|2003-12-11|2006-09-20|Nippon Light Metal Company Ltd.|METHOD FOR PRODUCING Al-Mg-Si ALLOY EXCELLENT IN BAKE-HARDENABILITY AND HEMMABILITY|
    DE60108382T3|2000-06-01|2010-03-18|Alcoa Inc.|CORROSION RESISTANT ALLOYS OF THE 6000 SERIES USEFUL FOR AVIATION|
    DE10037303A1|2000-07-28|2002-02-21|Thyssenkrupp Technologies Ag|Method of manufacturing a door of a motor vehicle and frameless door manufactured by this method|
    JP4768925B2|2001-03-30|2011-09-07|昭和電工株式会社|Method for manufacturing aluminum alloy ingot for plastic working, method for manufacturing aluminum alloy plastic processed product, and aluminum alloy plastic processed product|
    JP4115936B2|2001-07-09|2008-07-09|コラス・アルミニウム・バルツプロドウクテ・ゲーエムベーハー|Weldable high strength Al-Mg-Si alloy|
    JP2003305503A|2002-04-09|2003-10-28|Mitsubishi Alum Co Ltd|Highly formable aluminum alloy plate and method for producing the same|
    FR2851579B1|2003-02-26|2005-04-01|Pechiney Rhenalu|METHOD OF PADDING WITH ALLOY PARTS A1-Mg|
    FR2856368B1|2003-06-18|2005-07-22|Pechiney Rhenalu|BODY PIECE OF AUTOMOBILE BODY IN ALLOY SHEET AI-SI-MG FIXED ON STRUCTURE STEEL|
    EP2581218B2|2012-09-12|2018-06-06|Aleris Aluminum Duffel BVBA|Production of formed automotive structural parts from AA7xxx-series aluminium alloys|
    CN103060632A|2012-12-18|2013-04-24|莫纳什大学|Aluminum alloy for automotive body and heat treatment method|
    CN103131905A|2013-03-06|2013-06-05|苏州有色金属研究院有限公司|Aluminum alloy for automotive body and heat treatment method thereof|
    CN104711468B|2013-12-16|2017-05-17|北京有色金属研究总院|High strength and high heat resistant aluminum alloy material and preparation method thereof|
    CN106906387B|2015-12-22|2019-05-21|北京有色金属研究总院|It is a kind of high higher than mould aluminum alloy materials, preparation method and the component processed by the material than strong|CN110846598A|2019-11-26|2020-02-28|江西江铃集团新能源汽车有限公司|Arc welding treatment method for aluminum alloy|
    EP3839085A1|2019-12-17|2021-06-23|Constellium Neuf Brisach|Improved method for manufacturing a structure component for a motor vehicle body|
    CN111440970B|2020-04-21|2021-11-09|天津忠旺铝业有限公司|6-series aluminum alloy plate for automobile body outer plate and preparation method thereof|
    法律状态:
    2018-04-25| PLFP| Fee payment|Year of fee payment: 2 |
    2018-10-12| PLSC| Search report ready|Effective date: 20181012 |
    2019-04-25| PLFP| Fee payment|Year of fee payment: 3 |
    2020-04-27| PLFP| Fee payment|Year of fee payment: 4 |
    2021-04-26| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1753018A|FR3065013B1|2017-04-06|2017-04-06|IMPROVED PROCESS FOR MANUFACTURING AN AUTOMOTIVE BODY STRUCTURE COMPONENT|
    FR1753018|2017-04-06|FR1753018A| FR3065013B1|2017-04-06|2017-04-06|IMPROVED PROCESS FOR MANUFACTURING AN AUTOMOTIVE BODY STRUCTURE COMPONENT|
    PCT/FR2018/050829| WO2018185425A1|2017-04-06|2018-04-03|Improved method for producing a motor vehicle body structure component|
    CA3057728A| CA3057728A1|2017-04-06|2018-04-03|Improved method for producing a motor vehicle body structure component|
    EP18718608.5A| EP3607104A1|2017-04-06|2018-04-03|Improved method for producing a motor vehicle body structure component|
    CN201880023671.6A| CN110494578B|2017-04-06|2018-04-03|Improved motor vehicle body structure assembly manufacturing method|
    DE18718608.5T| DE18718608T1|2017-04-06|2018-04-03|IMPROVED METHOD FOR PRODUCING A BODY STRUCTURE COMPONENT OF A MOTOR VEHICLE|
    US16/500,724| US20200109466A1|2017-04-06|2018-04-03|Method for manufacturing a structure component for a motor vehicle body|
    [返回顶部]