CN105598282A - 一种汽车吸能结构热成形冲压装置及冲压方法 - Google Patents
一种汽车吸能结构热成形冲压装置及冲压方法 Download PDFInfo
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- CN105598282A CN105598282A CN201511024094.7A CN201511024094A CN105598282A CN 105598282 A CN105598282 A CN 105598282A CN 201511024094 A CN201511024094 A CN 201511024094A CN 105598282 A CN105598282 A CN 105598282A
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- 238000004080 punching Methods 0.000 title claims abstract description 16
- 238000001816 cooling Methods 0.000 claims abstract description 26
- 229910000831 Steel Inorganic materials 0.000 claims abstract description 18
- 239000010959 steel Substances 0.000 claims abstract description 18
- 240000006028 Sambucus nigra Species 0.000 claims abstract description 16
- 241001081830 Degeneriaceae Species 0.000 claims description 21
- 229910001563 bainite Inorganic materials 0.000 claims description 13
- 229910000734 martensite Inorganic materials 0.000 claims description 11
- 238000000034 methods Methods 0.000 claims description 10
- 210000001519 tissues Anatomy 0.000 claims description 10
- 229910000529 magnetic ferrites Inorganic materials 0.000 claims description 4
- 229910001562 pearlite Inorganic materials 0.000 claims description 4
- 229910000859 α-Fe Inorganic materials 0.000 claims description 4
- 238000010792 warming Methods 0.000 claims description 3
- VKYKSIONXSXAKP-UHFFFAOYSA-N Hexamethylenetetramine Chemical compound 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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
- B21D—WORKING OR PROCESSING OF SHEET METAL OR METAL TUBES, RODS OR PROFILES WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
- B21D37/00—Tools as parts of machines covered by this subclass
- B21D37/10—Die sets; Pillar guides
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
- B21D—WORKING OR PROCESSING OF SHEET METAL OR METAL TUBES, RODS OR PROFILES WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
- B21D22/00—Shaping without cutting, by stamping, spinning, or deep-drawing
- B21D22/02—Stamping using rigid devices or tools
- B21D22/022—Stamping using rigid devices or tools by heating the blank or stamping associated with heat treatment
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
- B21D—WORKING OR PROCESSING OF SHEET METAL OR METAL TUBES, RODS OR PROFILES WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
- B21D37/00—Tools as parts of machines covered by this subclass
- B21D37/16—Heating or cooling
Abstract
Description
技术领域
[0001]本发明涉及高强钢热成形技术领域,特别涉及一种多片组合式汽车吸能结构热成形冲压装置及实现最有强度分布的冲压方法。
背景技术
[0002]汽车用超高强钢的出现使得减轻车重,降低油耗,减少排放和提高安全性得以统一。超高强钢的热冲压成形(后面简称为“热成形”)解决了超高强钢冷成形板料难加工,冷加工后回弹大等问题,而且零件在成形淬火后可以得到更高的强度。然而具有均匀高强度的安全部件通常并不能满足吸能性要求,强度高的零部件不一定能够最大限度地提升结构的碰撞吸能效果,合理的结构强度分布才可以改善零件的变形趋势和吸能特性。如:车身B柱加强板,其上端设计的强度应该很高,伸长率较低,下端设计的强度应该很低,伸长率较高。这样,当车身B柱受到侧面碰撞时,由于加强板下端较软,先产生变形,引导碰撞力向下方的门槛梁方向传递,从而减小B柱上端(乘员胸部高度位置处)乘员保护区的侵入量。汽车前防撞梁,其中部设计的强度应该很高,伸长率较低,两端设计的强度应该较低,伸长率较高。这样,当汽车正碰时应力较大的中部能保证强度要求,同时又能达到最佳的吸能效果。现有汽车吸能机构成形工艺发展出了选择性冷却、选择性加热、局部回火等工艺。本发明针对选择性冷却工艺进行了创新和优化,现有选择性冷却工艺存在三个问题:
[0003] 1.传统冷却通道布置方式只能实现两种或三种不同的冷却速率,使得成形后的板材强度分布比较粗糙,无法达到最优的强度分布;
[0004] 2.传统模具制造完成后长度就已经确定,鉴于模具制造的复杂性和高成本,当需要制造不同长度的同型零件时就要重新制造模具,造成成本提高;
[0005] 3.零件形状较复杂时会出现冷却不良,造成零件局部强度不足或者过大。
[0006]因此,有必要设计一种组合式冲压装置,以保证汽车吸能结构的最佳强度分布,同时避免冷却不良的问题。
发明内容
[0007]本发明设计开发了一种汽车吸能结构热成形冲压装置及冲压方法,解决了现有汽车吸能结构热成形后强度分布不够合理的缺陷,使组合模具的设计方便成形不同长度的零件,同时克服了现有技术存在的复杂形状零件局部冷却速率不均的问题。
[0008]本发明提供的技术方案为:
[0009] —种汽车吸能结构热成形冲压装置,包括
[0010]组合凹模,其包括多片并列紧密固定连接的凹模片;
[0011]组合凸模,其设置与所述组合凹模的上方,所述组合凸模包括多片并列紧密固定连接的凸模片;
[0012]压边圈,其设置于所述组合凹模上方,用于压紧待冲压钢板;
[0013] 驱动机构,其分别与所述组合凸模和压边圈连接,驱动所述组合凸模和压边圈向下移动进行冲压操作;
[0014]其中,所述凹模片和/或凸模片内设置有冷却通道,所述凹模片和/或所述凸膜片形成多个不同的冷却区域,每个区域具有不同的冷却速率。
[0015]优选的是,所述驱动机构包括第一液压缸和第二液压缸,所述第一液压缸与组合凸模连接,所述第二液压缸与压边圈连接。
[0016]优选的是,所述凹模片的一侧设置有凹模凹槽,另一侧设置有凹模突起,所述凹模凹槽与凹模突起相配合,使相邻两片凹模片并列精确定位;
[0017]所述凸模片的一侧设置有凸模凹槽,另一侧设置有凸模突起,所述凸模凹槽与凸模突起相配合,使相邻两片凸模片并列精确定位。
[0018]优选的是,相邻连个凹模片之间设置有隔热片;相邻连个凸模片之间设置有隔热片。
[0019]优选的是,所述凹模凹槽的深度大于所述凹模突起的高度,所述隔热片设置在所述凹模凹槽内;所述凸模凹槽的深度大于所述凸模突起的高度,所述隔热片设置在所述凸模凹槽内。
[0020]优选的是,所述凹模上表面下方和凸模下表面上方设置有温度传感器。
[0021]优选的是,所述组合凹模还包括凹模座,所述凹模座上设置有凹模安装导轨,所述凹模片下方设置有凹模安装槽,所述凹模安装槽与所述凹模安装导轨配合;所述组合凸模还包括凸模座,所述凸模座上设置有凸模安装导轨,所述凸模片上方设置有凸模安装槽,所述凸模安装槽与所述凸模安装导轨配合。
[0022]优选的是,所述组合凹模还包括凹模座挡板,其固定于所述凹模座的一侧,所述凹模片通过螺栓与所述凹模座挡板固定;所述组合凸模还包括凸模座挡板,其固定于所述凸模座的一侧,所述凸模片通过螺栓与所述凸模座挡板固定。
[0023] —种汽车吸能结构热成形冲压方法,包括如下步骤:
[0024]步骤一、将钢板进行加热,使其内部组织完全转化为均匀的奥氏体;
[0025]步骤二、将钢板放置于组合凹模上,并使第一液压缸和第二液压缸向下运动,进行热冲压操作;
[0026]步骤三、在每片凹模片和凸模片的冷却通道中分别单独通入冷却剂,在冲压工作区形成五个连续的冷却速率不同的区域,使在第一个区域中钢板形成马氏体组织,第二个区域中钢板形成贝氏体和马氏体组织,第三个区域中钢板形成铁素体贝氏体和马氏体混合组织,第四个区域中钢板形成素体珠光体和贝氏体混合组织,第五个区域中钢板形成铁素体和珠光体组织。
[0027]优选的是:
[0028] 步骤一中,钢板升温至900 °C,并保温5min;
[0029] 步骤二中,冲压速度为75〜80mm/s;
[0030]步骤三中,所述凹模片和凸模片均设置有15片,第1-4片凹模片和凸模片上冷却速率大于25°C/s,第5、6片凹模片和凸模片上冷却速率为17°C/s,第7-9片凹模片和凸模片上冷却速率为10°C/s,第10、11片凹模片和凸模片上冷却速率为5°C/s,第12-15片凹模片和凸模片上冷却速率为3 °C/S。
[0031]与现有技术相比本发明的有益效果是:
[0032] 1、本发明所述的最优强度分布汽车条形吸能结构热成形方法及装置可以实现长条形汽车吸能结构的最优的强度分布。
[0033]传统的汽车条形吸能结构所用模具都是两块或三块,冷却通道布置方式为纵向,因此只能实现两种或三种冷却速率。本发明通过多薄片式设计和冷却通道横向贴合模具表面布置方式,通过调节每片冷却通道的冷却液流速,让条形零件不同部位以不同的冷却速率降温,从而实现不同的强度。由于每片模具都有单独的冷却通道,使得冷却速率有了很大的调节空间,从而可以根据需要实现多种强度以及强度的最优分布。
[0034] 2、本发明可以用一套模具实现同一系列但不同长度的零件制造。
[0035]传统模具制造完成后长度就已经确定,鉴于模具制造的复杂性和高成本,当需要制造不同长度的同型零件时就要重新制造模具,造成成本提高。本发明的多片式模具结构可以根据需要增加或减少片数,从而实现了不同长度条形吸能结构的热成形。
[0036] 3、本发明可以改善复杂零件热成形时局部冷却速率不均匀的问题。
[0037]传统模具冷却通道的纵向布置方式当零件形状较复杂时会出现冷却速率不均匀,造成零件局部强度不足或者过大。本发明的冷却通道横向贴合模具表面布置方式可以保证条形吸能结构同一横截面冷却速率保持一致,改善冷却不良问题。
附图说明
[0038]图1为本发明所述的汽车吸能结构热成形冲压装置总体结构示意图。
[0039]图2为本发明所述的汽车吸能结构热成形冲压装置正视图。
[0040]图3为本发明所述的汽车吸能结构热成形冲压装置后视图。
[0041]图4为本发明所述的凹模片的正向轴测图。
[0042]图5为本发明所述的凹模片的后向轴测图。
[0043]图6为本发明所述的凹模片凹模片在A-A处剖视图。
[0044]图7为本发明所述的凸模座与凸模座挡板结构示意图。
[0045]图8为本发明所述的凸模片的正向轴测图。
[0046]图9为本发明所述的凸模片的后向轴测图。
[0047]图10为本发明所述的凸模片在B-B处的剖视图。
[0048]图11为本发明所述的凸模座与凸模座挡板结构示意图。
[0049]图12为本发明所述的汽车吸能结构热成形冲压装置冲压后的轴测图。
[0050]图13为本发明所述的汽车吸能结构热成形冲压装置冲压后的正视图。
[0051]图14为本发明所述的汽车吸能结构热成形冲压装置冲压后的后视图。
[0052]图15为本发明所述的材料22MnB5热成形的连续冷却CCT曲线。
具体实施方式
[0053]下面结合附图对本发明做进一步的详细说明,以令本领域技术人员参照说明书文字能够据以实施。
[0054]如图1所示,本发明提供了一种汽车汽车吸能结构热成形冲压装置,包括下部机构、上部机构、组合式凹模、组合式凸模和压边圈。其中下部机构、上部机构组成了本装置的支架,组合式凹模固定于下部机构,组合式凸模和压边圈安装于上部机构上。
[0055] —并参阅图2、图3,所述下部机构包括底座110和四个相同的支撑柱120,四个相同的支撑柱21位O于底座110四个边角处,并且支撑柱120的底面焊接在底座110上。所述下部机构通过底板螺栓160与地基相连。
[0056]所述上部机构包括顶板130、两个相同规格的第一液压缸140以及四个相同规格的第二液压缸150。第一液压缸140和第二液压缸150均焊接在顶板130上,顶板130焊接在支撑住120上,从而实现上部机构和下部机构的连接。
[0057]组合式凹模通过螺栓连接在底座110上。组合式凸模通过螺纹连接到第一液压缸140上。压边圈400通过螺纹连接在第二液压缸150上。
[0058]所述的组合式凹模由凹模座210、凹模座挡板220、凹模片230以及两个凹模连接螺栓240组成。凹模座210通过底板螺栓160固定在底板110上。凹模座挡板220焊接在凹模座210的一侧,多片凹模片230依次排列在凹模座210上并用凹模连接螺栓240将多片凹模片230固定在凹模座挡板16上。
[0059] 所述的组合式凸模由凸模座310、凸模座挡板320、凸模片330以及一个凸模连接螺栓340组成。凸模座310通过螺纹与第一液压缸140固定连接,凸模座挡板320焊接在凸模座310的一侧,多片凸模片330依次排列在凸模座310上并用凸模连接螺栓340将多片凸模片330固定在凸模挡板320上。
[0060]如图4、图5所示,所述的凹模片230厚度为25mm,在其正面加工有3mm厚的凹模凹槽231,背面加工有2mm厚的凹模突起232,所述凹模凹槽231和凹模突起232相配合,实现相邻两个凹模片230之间的精确定位。凹模片230所加工的凹模凹槽231比凹模突起232深,用来在两片凹模片230中间布置隔热片,使相邻两片凹模片230之间没有热量传递。
[0061 ]如图6、图7所示,凹模片230的底面上设置有两个安装槽233,在凹模座210上表面设置有两个平行的凹模安装导轨211,所述安装槽233与凹模安装导轨211相配合,使凹模片230精确定位并安装到凹模座210上。
[0062]凹模片230的左右两侧设置有两个安装孔234,在凹模座挡板220上同样设置有两个安装孔221,将凹模连接螺栓240从凹模片230上的安装孔234以及凹模座挡板220上的安装孔221穿过,并将多个凹模片230紧固在凹模座挡板220上,形成组合式凹模。
[0063]凹模片230的上部靠近上表面处设置有凹坑235,深度为15mm,用来布置温度传感器。温度传感器优选型号为WRNG-430或WRN2G-430的热电偶,用来测量高温板料下表面的实时温度。凹模片230内根据零件形状贴合凹模表面布置有从左至右贯通的凹模冷却通道236,所述凹模管道冷却通道236的直径为15mm,中心距离凹模片230上表面为10mm。
[0064]如图8、图9所示,凸模片330与凹模片230的结构类似,凸模片厚度为25mm,正面加工有3mm厚的凸模凹槽331,背面加工有2mm厚的凸模突起332,所述凸模凹槽331和凸模突起332相配合,实现了两个凸模片330之间的精确定位。凸模片330所加工的凸模凹槽331比凸模突起332深,用来在两片凸模片330中间布置隔热片,使相邻两片凸模片330之间没有热量传递。
[0065]如图10、图11所示,凸模片330的上部设置有两个安装槽333,在凸模座310上有凸模安装导轨311,所述安装槽333与凸模安装导轨311相配合,使凸模片330精确定位并安装到凸模座310上。
[0066]凸模片330的中部设置一个安装孔334,在凸模座挡板320上同样设置有一个安装孔321,将凸模连接螺栓340从凸模片330上的安装孔334以及凸模座挡板320上的安装孔321穿过,并将多个凸模片330紧固在凸模座挡板320上,形成组合式凸模。
[0067]凸模片330的下部靠近下表面处设置有凹坑335,深度为15mm,用来布置温度传感器,来测量高温板料上表面的实时温度。凸模片330内根据零件形状贴合凸模表面布置有从左至右贯通的凸模冷却通道336,所述凸模管道冷却通道336的直径为15mm,中心距离凸模片330下表面为10mm。
[0068]在组合式凹模和组合式凸模组装完成后即可进行钢板的冲压处理。将带冲压的钢板500置于组合式凹的上方,首先对第二液压缸150进行充油,使压边圈400在第二液压缸150的带动下,向下运动,将钢板500的边缘压住,然后对第一液压缸140进行充油,使第一液压缸140带动模组合式凸模向下运动,使组合式凹和模组合式凸模进行合模,从而将钢板500冲压出模具的形状,如图12-14所示。
[0069]如图15所示,以22MnB5为例阐述本发明的工作过程。将1.5mm厚的板料在加热炉中加热到90(TC,保温3〜5分钟使之充分奥氏体化,然后迅速转移到本热成形装置上进行冲压成形。当板料冷却速率大于25°C/s时形成抗拉强度为1500〜1600MPa,断后伸长率为5〜6%的马氏体组织;冷却速率为3 °C/s每秒左右时形成抗拉强度为600〜700MPa,断后伸长率为15〜20%的铁素体和珠光体组织;中间其余冷却速率依次形成贝氏体和马氏体组织、铁素体贝氏体和马氏体混合组织、铁素体珠光体和贝氏体混合组织,其抗拉强度依次降低,断后伸长率依次升高。将冷却通道通以不同温度的冷却气体,使模具各部分保持不同温度,从而实现吸能结构的不同部位不同冷却速率,最终实现汽车吸能结构最优强度分布。
[0070]具体工作过程包括以下步骤:
[0071]步骤一、将汽车吸能结构热成形冲压装置组装完成,其中组合式凹模和组合式凸模上分别安装15片凹模片和15片凸模片。利用切割机切割好I块375mmX300mmX1.5mm的22MnB5毛坯板料,并利用工具将其转移到加热炉中,升温至900°C,并保温5min确保毛坯板料内部组织完全转化为均匀的奥氏体。
[0072]步骤二、通过机械装置将完全奥氏体化的高温的高强钢板料迅速转移到本冲压装置上,使第一液压缸和第二液压缸向下运动,进行热冲压操作,冲压速度为75〜80mm/s。
[0073]步骤三、冲压的同时在凸模冷却通道和凹模冷却通道中通以不同温度的冷却氮气,对板料进行选择性冷却。将凹模片和凸模片均编号为I〜15。给I〜4号模片通以低温氮气,实时监测板料温度使之冷却速率大于25°C/s,形成抗拉强度为1500〜1600MPa,断后伸长率为5〜6%的马氏体组织;给5、6号模片通以稍低温度的冷却氮气使板料冷却速率为17°C/s左右,形成贝氏体和马氏体组织,抗拉强度介于1500和1000之间;给7〜9号模片通以中等温度冷却氮气,实时监测板料温度使之冷却速率10°C/s左右,形成抗拉强度为lOOOMPa,断后伸长率为10%的铁素体贝氏体和马氏体混合组织(贝氏体占75%);给10、11号模片通以较高温度冷却氮气,使板料冷却速率为5°C/s左右,形成铁素体珠光体和贝氏体混合组织,抗拉强度介于1000和600之间;给12〜15号模片通以高温氮气,使板料冷却速率为3°C/s,形成抗拉强度为600〜700MPa,断后伸长率为15〜20%的铁素体和珠光体组织。至此形成了长度为375mm,中间抗拉强度高塑性低,两侧抗拉强度低塑性高,且强度和塑性均匀渐变的汽车吸能零件。
[0074]在另一实施例中,当需要冲压不同强度分布的吸能零件时,只需通过调整各模片冷却氮气的温度分布使零件各部位的冷却速率改变,从而实现一套模具制造不同强度分布的吸能零件。
[0075]在另一实施例中,当需要冲压不同长度的吸能零件时,只需通过调整模片的片数即可,如增加5片到达20片,冲压出长度为500mm的吸能零件。
[0076]尽管本发明的实施方案已公开如上,但其并不仅仅限于说明书和实施方式中所列运用,它完全可以被适用于各种适合本发明的领域,对于熟悉本领域的人员而言,可容易地实现另外的修改,因此在不背离权利要求及等同范围所限定的一般概念下,本发明并不限于特定的细节和这里示出与描述的图例。
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CN106391882A (zh) * | 2016-10-27 | 2017-02-15 | 哈尔滨工业大学(威海) | 一种基于自阻加热性能梯度热冲压件的加工方法 |
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