CN111183026A - 热成型复合材料,其生产,部件及其用途 - Google Patents
热成型复合材料,其生产,部件及其用途 Download PDFInfo
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- CN111183026A CN111183026A CN201780095678.4A CN201780095678A CN111183026A CN 111183026 A CN111183026 A CN 111183026A CN 201780095678 A CN201780095678 A CN 201780095678A CN 111183026 A CN111183026 A CN 111183026A
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Abstract
本发明涉及一种热成型复合材料(1),其由至少三层的材料复合物组成,该材料复合物包括由可淬火钢制成的芯层(1.1)和两个由铁素体的、无转化的FeAlCr钢制成的、与该芯层(1.1)材料配合连接的盖层(1.2)。
Description
技术领域
本发明涉及由至少三层的材料复合物组成的热成型复合材料。
背景技术
汽车工业正在寻找新的解决方案以减轻车辆的重量,从而减少油耗。在此,为了能够减轻车辆的重量,轻量化构造是重要的因素。实现此目的的一种方法是使用具有增强强度的材料。其弯曲能力通常随着强度的增加而降低。为了在提高强度以实现轻量化构造的情况下还在与碰撞相关的部件中确保必要的乘员保护,必须确保所使用的材料能够通过变形来转换碰撞中引入的能量。这需要高度的变形能力,尤其是在车辆结构的与碰撞相关的部件中。减轻重量的一种方法是,例如,借助于与传统使用的材料相比有创新的材料以更轻的方式配置或建造陆地车辆的车身和/或底盘。例如,可以用具有性能相当壁厚较低的材料在特定组件上代替常规材料。例如,汽车工业越来越多地使用由两种或更多种不同材料组成的混合材料或材料复合物,其中每种单独材料都具有特定的、部分相反的性能,其被统一在材料复合物中,以在材料复合物中实现与单独的整体材料比较改进的性能。材料复合物,尤其是由不同钢组成的材料复合物在现有技术中是已知的,例如从德国的公开文献DE 102008 022 709 A1和欧洲公开文献EP 2886 332 A1中。
申请人以商标1200和1400出售用于热成型的钢材料复合物。为了达到高强度和延展性的目的,使用超高强度可淬火钢作为芯层,而延展性钢作为不同材料厚度的盖层。为了在这种材料配对的情况下在模压淬火状态下获得可接受的残余变形能力,设置了可延展的复合物配对件的高材料厚度。这从两个方面降低了材料复合物的强度:首先,是延展性成分本身导致了这种情况;其次,由于在制造(热辊轧包层)和加工(热成型)过程中发生了合金元素在复合物配对件之间的扩散流动,因此降低了芯的强度。例如,碳从芯层扩散到盖层,使其硬化,同时降低了芯区域的强度。当使用薄的盖层时,虽然获得了高的整体强度,但是扩散过程导致可延展的复合物配对件的相对显著的硬化,使得最终无法实现延展性的目标。
在热成型过程中,首先将开头提及的钢材料复合物裁切成板坯并加热到奥氏体化温度,以随后在冷却的模具中同时将其热成型和冷却(直接热成型)。可替代地,可以首先将板坯冷成型为预成型件,将该预成型件加热,然后可以在冷却的模具中将其热成型为最终的形状,尤其是经过校准和冷却(间接热成型)。通过强烈冷却,其中当使用22MnB5作为芯层时需要至少27K/s的冷却速度,奥氏体的组织结构完全转变为马氏体,并且加工成部件的材料在模压淬火状态下获得芯层中所需的高强度。该过程在专业领域中也被称为模压淬火。为了防止在将钢板坯加热到奥氏体化温度的过程中不希望的氧化皮形成,用于该目的的钢材料复合物已经设置有铝基涂层,例如AlSi涂层。
此外,现有技术公开了一种钢材料复合物,其具有由钢组成的可淬火芯层和由不锈钢,尤其是铬钢制成的盖层,参见例如DE 102014 116 695 A1和WO 2012/146384 A1。这些材料复合物对氢引起的开裂(延迟断裂,delayed fracture)不敏感,尤其是在使用具有高强度的芯层的情况下。通过使用化学稳定的钢(铬钢)作为盖层可以达到对由材料复合物制成的部件的防腐蚀保护目的,尤其是无需在模压淬火之前施加额外的铝基或锌基涂层。在例如在车辆结构中集成这样的部件的情况下,通过与由化学不稳定的钢,例如碳钢制成的相邻部件的接触形成电镀元件,其导致在由碳钢制成的部件上的增强的腐蚀侵蚀。因此,在车辆结构中这种部件组合的情况下,有必要采取复杂的附加防腐蚀措施,以防止形成电镀元件或以其他方式保护由碳钢组成的部件。此外,如果不锈钢盖层例如通过石块被局部损坏,则这可能对由具有化学稳定的不锈钢盖层的材料复合物制成的部件产生不利影响。这也将产生形成电镀元件的可能性。但是,由于阳极(小的受损区域)相对于阴极(大的完整表面区域)的尺寸,通过腐蚀侵蚀对由材料复合物形成的部件的危害将显著大于上述组件组合的情况。除了在材料复合物,或处于模压淬火状态的部件的总材料厚度上平均得到的大于1400MPa的高强度,根据3点弯曲试验(VDA 238-100)实现的弯曲角度呈现的充分残余延展性,感应快速加热的可能性,对氢致裂纹的不敏感性以及足够的腐蚀防护外,材料复合物或处于模压淬火状态的部件也应具有良好的表面可涂性。
与可淬火钢相比,化学稳定的钢(铬钢)取决于其合金元素并取决于温度具有较低的扩展行为,从而仅在高成本的情况下,例如通过热轧包层才可过程可靠地生产热成型复合材料。
发明内容
与现有技术相比,本发明的目的是提供一种改进的且易于生产的热成型复合材料。
通过具有权利要求1特征的热成型复合材料来解决该目的。在从属权利要求中描述了本发明的其他有利实施形式。
发明人已经确定,由至少三层的材料复合物生产热成型复合材料,该三层的材料复合物包括可淬火钢制成的芯层,尤其是碳含量C至少为0.06重量%,尤其是至少0.12重量%,优选至少0.2重量%,和两个由铁素体的、无转化的FeAlCr钢制成的、与该芯层材料配合连接的盖层,尤其是铝含量Al为2至9重量%且铬含量Cr为0.1重量%至12重量%之间,其一方面具有上述优点,尤其是可以通过感应快速加热将其模压淬火,另一方面基本上弥补了上述缺点,尤其是不具有或仅轻微地具有在作为车辆结构中的在模压淬火状态下的部件的使用条件下所述的有关腐蚀的问题。通过将FeAlCr钢作为具有铁素体、无转化的晶格结构的盖层,合金元素,尤其是从电化学的观点来看,与车辆结构中的常规使用的碳钢基本没有区别或只有轻微不同。
热成型复合材料或材料复合物已经通过包层,尤其是辊轧包层,优选热辊轧包层或通过铸造来生产。根据本发明的热成型复合材料优选地借助于如例如在德国专利文件DE10 2005 006 606 B3中所公开的热辊轧包层来生产。参考该专利文件,该专利文件的内容据此并入本申请中。替代性地,本发明的热成型复合材料可以通过铸造生产,其生产方法之一在日本公开文件JP-A 03 133 630中公开。金属材料复合材料的生产一般是现有技术中已知的。
尤其是在热成型复合材料通过优选热辊轧包层的生产方面,与化学稳定钢(铬钢)相比,所用的FeAlCr钢制成的盖层有利于工艺温度,例如辊轧终点温度和卷取温度,这有助于满足关键温度要求,尤其是在定义的过程窗口内。
在优选的热辊轧包层工艺中的热轧操作中,使用的FeAlCr钢制成的盖层在热膨胀特性方面优于化学稳定的钢(铬钢)。首先,(完全)铁素体且因此无转化的FeAlCr钢非常适合用作盖层材料,因为其理想地平均了可淬火钢制成的芯层在铁素体-奥氏体转化中的波动的膨胀系数。因此,与由铬钢组成的(完全)铁素体,化学稳定钢相比,通过使用FeAlCr钢制成的盖层,例如在焊接各层以形成层叠(板坯层叠)时在焊缝中产生较低的热应力。由此增加了生产热成型材料的过程可靠性。另一方面,在相同的效果下,通常在直至700℃的膨胀行为的差异较小。
可以将热成型材料制成带状,板状或片状或提供给其他工艺步骤。由此,可以将热成型材料集成到现有的标准热成型过程中,而不必在过程链中进行更改。
在热成型复合材料的第一优选构造中,盖层的铁素体,无转化的FeAlCr钢除了Fe和由于生产不可避免的杂质外,以重量%为单位的组成为:
C:最高0.15%,
Al:2%至9%,
Cr:0.1%至12%,
Si:最高2%,
Mn:最高1%
Mo:最高2%
Co:最高2%
P:最高0.1%,
S:最高0.03%,
Ti:最高1%
Nb:最高1%,
Zr:最高1%,
V:最高1%
W:最高1%。
合金元素的数据尤其地涉及材料复合物制造之前的状态(供货状态)。
C以最大0.1重量%存在,尤其是最大0.01重量%。C有助于增强盖层的强度。C的量越小,盖层将越具有延展性,并且热成型复合材料或处于模压淬火状态的部件的弯曲角可以越大。最小含量为0.001重量%。
Al以至少2重量%存在,最大9重量%,尤其最大7重量%,优选为最大6重量%,特别优选为最大5.5重量%,以便尤其促进可焊性和防腐蚀保护。2重量%,特别是至少3重量%,优选至少4重量%的最小含量与Cr结合导致在盖层中稳定的铁素体晶格结构。低于2重量%,不再能够确保无转化,尤其在热成型复合材料的热轧过程中以及在模压淬火过程中的加热中。此外,Al在热成型复合材料尤其通过模压淬火的加工中尤其具有有利的作用,因为在表面上形成了提供腐蚀防护的薄而稳定的氧化铝层。该氧化铝层主要由Al2O3组成并且可以包含伴随的元素,例如SiO2,TiO2和/或Cr2O3,其还可以具有进一步的积极作用,即可以免除在模压淬火后以及在喷涂之前对部件的喷砂,因为其与热成型复合材料的表面形成了非常牢固的附着力。
Mn是奥氏体形成剂,因此限制为最大1重量%。Mn以至少0.01重量%,尤其至少0.02重量%的含量可以对强度的调节产生积极的作用。Mn也可以仅作为杂质和/或常规伴随元素存在。
Cr是铁素体形成剂,并且用于结合从芯层扩散进来的C,并且以至少0.1重量%,尤其至少2重量%,优选至少3重量%的量存在,并且限于最大12重量%,尤其最大为9重量%,优选最大为7重量%。Cr与Al相结合具有铁素体稳定作用,并促进了无转化性。与化学稳定的钢相比较低的铬含量的另一个效果是,与使用条件下的常规碳钢以及与芯层的电化学差较小。因此,显着降低了发生腐蚀过程的驱动力。
除了耐腐蚀性外,Cr还影响材料的可焊性。这不仅涉及由本发明的热成型复合材料制成的模压淬火部件的加工,而且例如涉及其在用于热辊轧包层的所需层叠的构造中的优选生产。如化学稳定钢(铬钢)中已知的,含量超过限值会导致有害的钝化。
因为Mo是昂贵的合金元素,Mo被限制为最大2重量%,并且还可以进一步尤其限制为最大1重量%,优选最大0.5重量%。Mo也可以仅作为杂质和/或常规伴随元素存在。
因为Co是昂贵的合金元素,Co被限制为最大2重量%,并且还可以进一步尤其限制为最大1重量%,优选最大0.5重量%。Co也可以仅作为杂质和/或常规伴随元素存在。
P或S是合金元素,如果不是目的性添加来调整特殊的特性,P或S单独地或组合地算做杂质。含量限制为最大0.1重量%的P和最大0.03%重量的S。
此外,当存在的Ti,Nb,Zr,V和/或W的比例总和大于由于生产导致不可避免的杂质的比例时,可以是有利的,其中合金元素分别限制在最大1重量%,并且尤其可以为0.1重量%至2重量%,优选0.25重量%至1.5重量%,并且更优选0.3重量%至1.2重量%,基于Ti,Nb,Zr,V和W的总量。在这种情况下,FeAlCr钢不必包含上述所有五种合金元素,相反,该含量也可能仅由所述合金元素中的一种,两种,三种或四种产生。元素Ti,Nb,Zr,V和W由于与Cr相比具有更好的与N的结合力,可确保形成铁素体的自由Cr含量不会由于形成氮化物而减少。此外,这些合金元素可以结合C,从而可以避免形成脆性的kappa碳化物(Fe-Al碳化物)。Ti,Nb,Zr,V和/或W也可以仅作为杂质和/或常规伴随元素存在。FeAlCr钢优选是无Nb的。
具有铁素体,无转化的组织结构的FeAlCr钢的示例性代表例如从申请人的公开文献WO 2013/178629 A1中已知。
在热成型复合材料的另一种设计方案中,芯层的可淬火钢除Fe和生产所限不可避免的杂质外,以重量百分比为单位的组成为:
C:0.06-0.8%,
Si:最高0.5%,
Mn:0.5-3%,
P:最高0.06%,
S:最高0.03%,
Al:最高0.2%
Cr+Mo:最高1%,
Cu:最高0.2%
N:最高0.01%,
Nb+Ti:最高0.2%,
Ni:最高0.4%,
V:最高0.2%
B:最高0.01%,
As:最高0.02%,
Ca:最高0.01%,
Co:最高0.02%,
Sn:最高0.05%。
合金元素的数据尤其基于材料复合物制造之前的状态(供货状态)。
C是增强强度的合金元素,并且随着含量的增加而有助于强度的增加,由此存在的含量为至少0.06重量%,尤其至少0.12重量%,优选至少0.2重量%,进一步优选至少0.28重量%,进一步优选至少0.33重量%,进一步优选至少0.37重量%,特别优选至少0.42重量%,以达到或调整出所需的强度。随着强度的提高,脆性也增加,因此含量限制为最大0.8重量%,尤其最大0.75重量%,优选最大0.68重量%,进一步优选最大0.65%,特别优选最大0.62重量%,以不对材料性能产生不利影响并确保足够的可焊接性。
Si是有助于混晶硬化的合金元素,并且根据其含量,Si具有增加强度的积极作用,由此存在至少0.05重量%的含量。为了确保足够的可轧制性,该合金元素限制为最大0.5重量%,尤其最大0.45重量%,优选最大0.4重量%。
Mn是这样一种合金元素,其通过延迟转化而有助于热成型过程中的淬透性和增加加工时间,并且对抗拉强度具有积极的影响,尤其是对于结合S以形成MnS,因此存在至少为0.5重量%的含量。为了确保足够的可焊接性,该合金元素被限制为最大3重量%,尤其最大2.5重量%,优选最大2.2重量%。结合小于0.2重量%,尤其是小于0.12重量%的C含量,Mn以至少1.5重量%,尤其是至少1.7重量%添加到合金中,以确保淬透性。如果C以至少为0.2重量%存在,则Mn可以减少至最大2重量%,尤其是最大1.5重量%。
Al作为合金元素可以促进脱氧,其中可以存在至少0.01重量%,尤其是0.015重量%的含量。为了基本上减少和/或避免材料中尤其以非金属氧化物夹杂物的形式存在的会对材料性能产生不利影响的沉淀,该合金元素被限制为最大0.2重量%,尤其是最大0.15重量%,优选最大为0.1重量%。例如,该含量可以设定在0.02重量%至0.06重量%之间。
Cr作为合金元素,根据其含量,例如以至少为0.05重量%的含量,也可以有助于强度的调节,尤其是有利地有助于淬透性。为了确保足够的可焊接性,该合金元素限制为最大1重量%,尤其是最大0.8重量%,优选最大0.7重量%。
作为合金元素的B可有助于淬透性和提高强度,尤其是当结合N时,并且其含量可为至少0.0008重量%,尤其是至少0.001重量%。合金元素可被限制为最大0.01重量%,尤其是最大0.008重量%,因为更高的含量对材料性能具有不利影响并且将导致材料中硬度和/或强度降低。
Ti和Nb作为合金元素可以单独地或组合地添加到合金中,以细化晶粒和/或结合N,尤其是当Ti以至少0.005重量%的含量存在时。为了完全结合N,必须提供至少3.42*N的Ti含量。该合金元素的组合限制为最大0.2重量%,尤其是最大0.15重量%,优选最大0.1重量%,因为更高的含量对材料性能,尤其是对材料韧性有不利影响。
Mo,V,Cu,Ni,Sn,Ca,Co,As,N,P或S是这样的合金元素,如果不是为了调节特定性能而专门添加在合金中,则其可以单独或组合地归于杂质。含量限制为最大0.2重量%的Mo,最大0.2重量%的V,最大0.2重量%的Cu,最大0.4重量%的Ni,最高0.05重量%的Sn,最高0.01重量%的Ca,最高0.02重量%的Co,最高0.02重量%的As,最高0.01重量%的N,最大0.06重量%的P,最大0.03重量%的S。
热成型复合材料的芯层的可淬火钢在模压淬火状态下具有>500MPa的抗拉强度和/或>170HV10的硬度,尤其是抗拉强度>1300MPa和/或硬度>450HV10,优选抗拉强度>1700MPa和/或硬度>500HV10,进一步优选抗拉强度>1900MPa和/或硬度>575HV10,特别优选抗拉强度>2100MPa和/或硬度>630HV10。HV对应于维氏硬度,并根据DIN EN ISO6507-1:2005至-4:2005确定。如果抗拉强度例如高于1000MPa,尤其是高于1300MPa,则处于模压淬火状态的组织结构可以例如至少90%,优选至少95%,进一步优选至少98%由马氏体和/或马氏体-贝氏体混合组织结构组成,并且可以在到芯层的过渡区域中也含有铁素体。在抗拉强度低于1000MPa的情况下,马氏体和/或马氏体-贝氏体混合组织结构的比例相应降低。
可淬火钢的示例性代表是DIN标准DIN EN 10883-2组中的商用钢,例如C22,C35,C45,C55,C60种类的含锰钢(DIN EN 10883-3),尤其是根据DIN EN 10263-4的20MnB5、30MnB5或37MnB5、42CrMo4种类以及其他种类,例如20MnB8、22MnB5、40MnB4,以及表面硬化钢或空气硬化钢。
在热成型复合材料的另一种设计方案中,盖层的材料厚度基于热成型材料的总厚度分别为<22%,尤其是<17%,优选地<12%,更优选地<9%。基于热成型复合材料的总材料厚度,每个盖层每侧的材料厚度为至少1%,尤其是至少2%,优选至少4%,尤其优选至少5%。热成型复合材料或三层的材料复合物的总材料厚度为0.5至8.0mm,尤其是0.8至5.0mm,优选为1.2至4.0mm。
根据第二方面,本发明涉及一种由至少三层的材料复合物生产热辊轧包层的热成型复合材料的方法,该材料复合物包括可淬火钢制成的芯层和两个与该芯层材料配合连接的、由铁素体,无转化的FeAlCr钢制成的盖层,该方法包括以下步骤:
-提供由可淬火钢制成的层和至少两个由铁素体,无转化的FeAlCr钢制成的层,
-堆叠所提供的层,使由可淬火钢制成的层形成芯层,两个由铁素体,无转化的钢制成的层作为盖层,在其间容纳芯层,
-在各个层之间将边缘至少区域性地材料配合地连接以制造预制复合物,尤其是通过焊接的方式,
-在炉中将预制复合物加热到至少1200℃,
-在一个或多个步骤中将加热的预制复合物热轧为可卷绕的热轧带材,
-选择性地在一个或多个步骤将热轧带材冷轧成冷轧带材。
生产热成型复合材料的过程可以类似于DE 10 2005 006 606 B3的教导而进行。在堆叠各个层之前,可以对层的表面分别进行清洁以去除表面上的异物和/或进行切削加工,尤其是为了调整出预定的平整度。这些层例如以片,板,预制板坯或板坯的形式组装在一起。可淬火钢层和FeAlCr钢层优选包括如上定义的化学合金元素。所有上述优点也可与根据本发明的用于生产热成型复合材料的方法结合成立。
根据第三方面,本发明涉及由本发明的热成型复合材料通过模压淬火或多阶段热成型方法生产的部件,尤其是用于汽车制造,火车制造,造船或航空航天的部件的生产。模压淬火可以通过直接或间接的热成型来实现。多级热成型方法应理解为是指在至少两个模具中和/或在至少两个操作阶段中的热成型,其可选地包括修整和随后的模压淬火。作为示例参考EP 3 067 128 A1。尤其地,在模压淬火或多阶段热成型过程之后的部件具有氧化铝层,其尤其具有至多1000nm,尤其至多300nm,优选至多200nm,特别优选至多150nm的厚度。
根据第四方面,本发明涉及由本发明的热成型复合材料制成的部件在陆地车辆的车身或底盘中的用途。这里,车辆优选是轿车,商用车辆或公共汽车,无论是具有内燃发动机还是纯电动或混合动力车辆。这些部件可以作为纵梁,横梁或立柱用在陆地车辆中,例如,其形成为型材,尤其是在保险杠,门槛,侧面碰撞部件中或者在发生碰撞时要求没有变形到低变形/侵入的区域中作为碰撞型材,或者可以在底盘区域中形成为横向导臂,稳定器或复合导向后桥。
附图说明
接下来,参照附图详细说明本发明。图中:
图1)示出了根据本发明的热成型复合材料的示意性截面图。
具体实施方式
唯一的附图中示出了穿过本发明的热成型复合材料(1)的示意性截面图。根据本发明的热成型复合材料(1)包括由碳含量C为至少0.06重量%的可淬火钢制成的芯层(1.1),其在模压淬火状态下的抗拉强度>500MPa和/或硬度>170HV10,尤其是抗拉强度>1300MPa和/或硬度>450HV10,优选抗拉强度>1700MPa和/或硬度>520HV10,进一步优选抗拉强度>1900MPa和/或硬度>575HV10,以及包括两个与该芯层(1.1)材料配合连接的盖层(1.2),其由铝含量Al为3重量%至7重量%,以及铬含量Cr为0.1重量%和12重量%的铁素体无转化FeAlCr钢制成。基于热成型复合材料(1)的总材料厚度,盖层(1.3)的材料厚度为每侧至少1%且至多22%,优选至少4%且至多12%,其中热成型复合材料(1)的总材料厚度可以例如在0.5到8mm之间。
由商业扁钢产品通过热轧包层生产具有三层材料复合物的热成型复合材料。使用标号为Fe-5.4Al-6Cr-0.04Ti的钢作为盖层,而使用标号为37MnB5的可淬火钢作为芯层。
片材裁切件(板坯)分别彼此叠置以形成具有两个盖层的芯层,其至少区域性地沿着其边缘材料配合地,优选借助于焊接彼此连接为预制复合物。通过与化学稳定的钢(铬钢)相比更低的Cr含量,可以以不太复杂的方式生产堆叠结构。在炉中将预制复合物加热到>1200℃的温度,并在多个步骤中热轧为总材料厚度为3mm的材料复合物,然后进一步加工为1.5mm的冷轧带材。
从所生产的热成型复合材料中分割出板坯。通过感应将板坯加热或完全加热至奥氏体化温度,尤其是高于Ac3(基于芯层),然后在冷却的工具中热成型为部件并进行冷却。冷却速率>30K/s。
通过扫描电子显微镜的EDX分析,详细检查了所生产的部件,并且基本上没有发现硬化,即,没有发现盖层中碳浓度的增加。在芯层的横截面上,形成了这样的碳分布,其边缘区域(靠近界面)的碳浓度比芯层中部的碳浓度明显更高。在两层之间的过渡处,富碳相富集。通过使盖层由具有相应碳溶解度的铁素体、无转化晶格结构组成,可以通过盖层中的游离铬以铬碳化物的形式在近界面处抑制碳从芯层中的扩散。在沿芯层的中心或中间方向远离界面的区域中,与原始状态或供货状态相比,化学合金元素基本上没有变化。
芯层在厚度上基本上完全由马氏体组成,并且在至盖层的过渡处,组织结构还包含一定比例的贝氏体和/或铁素体。盖层基本上保留了其在制造材料复合物以及在进一步加工以形成部件之前所具有的原始组织结构,因此没有任何转化。所使用的由FeAlCr钢制成的盖层对材料复合物或热成型复合材料的弯曲特性具有积极影响,因为除了固有的低强度和高延展性之外,其还提供了影响正在进行的扩散过程的可能性,从而使在先前整体上具有高强度的材料复合物的芯层中局部产生具有较低强度的区域。基于热成型复合材料的总材料厚度,盖层的材料厚度为每侧6%,使得芯层具有的材料厚度为总材料厚度的88%。在模压淬火过程中在其表面上形成的氧化铝层的厚度小于150nm。
本发明不限于附图中所示的实施例。相反,本发明的热成型复合材料也可以是拼接产品的一部分,例如拼焊板和/或拼接轧制板的一部分,并且还可以具有多于三个的层。另外,也可以通过多阶段热成型工艺来生产部件。
Claims (11)
1.热成型复合材料(1),其由至少三层的材料复合物组成,该材料复合物包括由可淬火钢制成的芯层(1.1)和两个由铁素体的、无转化的FeAlCr钢制成的、与所述芯层(1.1)材料配合连接的盖层(1.2)。
2.根据权利要求1所述的热成型复合材料,其特征在于,所述盖层(1.2)的铁素体,无转化的FeAlCr钢除了Fe和由于生产限制不可避免的杂质外,以重量%为单位的组成为:
C:最高0.15%,
Al:2%至9%,
Cr:0.1%至12%,
Si:最高2%,
Mn:最高1%
Mo:最高2%
Co:最高2%
P:最高0.1%,
S:最高0.03%,
Ti:最高1%
Nb:最高1%,
Zr:最高1%,
V:最高1%
W:最高1%。
3.根据前述权利要求中任意一项所述的热成型复合材料,其特征在于,所述芯层(1.1)的可淬火钢除Fe和生产所限不可避免的杂质外,以重量百分比为单位的组成为:
C:0.06-0.8%,
Si:最高0.5%,
Mn:0.4-3%,
P:最高0.06%,
S:最高0.03%,
Al:最高0.2%
Cr+Mo:最高1%,
Cu:最高0.2%
N:最高0.01%,
Nb+Ti:最高0.2%,
Ni:最高0.4%,
V:最高0.2%
B:最高0.01%,
As:最高0.02%,
Ca:最高0.01%,
Co:最高0.02%,
Sn:最高0.05%。
4.根据前述权利要求中任意一项所述的热成型复合材料,其特征在于,所述芯层(1.1)的钢的C含量为0.28-0.75重量%之间,尤其在0.33-0.68重量%之间。
5.根据前述权利要求中任意一项所述的热成型复合材料,其特征在于,基于热成型复合材料(1)的总材料厚度,盖层(1.2)分别具有1和22%之间,尤其2和17%之间,优选4和12%之间的材料厚度。
6.根据前述权利要求中任意一项所述的热成型复合材料,其特征在于,材料复合物借助于包层或者借助于浇铸生产。
7.根据前述权利要求中任意一项所述的热成型复合材料,其特征在于,热成型复合材料(1)是拼接产品的一部分,尤其是拼焊板和/或拼接轧制板的一部分。
8.由至少三层的材料复合物生产热辊轧包层的热成型复合材料(1)的方法,所述材料复合物包括可淬火钢制成的芯层(1.1)和两个与所述芯层材料配合连接的、由铁素体,无转化的FeAlCr钢制成的盖层(1.2),所述方法包括以下步骤:
-提供由可淬火钢制成的层和至少两个由铁素体,无转化的FeAlCr钢制成的层,
-堆叠所提供的层,使由可淬火钢制成的层形成芯层,两个由铁素体,无转化的钢制成的层作为盖层,在所述盖层之间容纳芯层,
-在各个层之间将边缘至少区域性地材料配合地连接以制造预制复合物,尤其是通过焊接的方式,
-在炉中将预制复合物加热到至少1200℃,
-在一个或多个步骤中将加热的预制复合物热轧为可卷绕的热轧带材,
-选择性地在一个或多个步骤将热轧带材冷轧成冷轧带材。
9.一种部件,所述部件由根据前述权利要求任意一项所述的热成型复合材料通过模压淬火或多阶段热成型方法生产。
10.根据权利要求9所述的部件,其特征在于,所述部件在模压淬火或多阶段热成型过程之后具有氧化铝层。
11.根据权利要求9或10所述的部件在陆地车辆的车身或底盘中的用途。
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WO2013178629A1 (de) * | 2012-05-29 | 2013-12-05 | Thyssenkrupp Steel Europe Ag | Warmfester fe-al-cr-stahl |
CN103582706A (zh) * | 2011-04-27 | 2014-02-12 | 塔塔钢铁荷兰科技有限责任公司 | 钢带材复合物及其制备方法 |
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CN103582706A (zh) * | 2011-04-27 | 2014-02-12 | 塔塔钢铁荷兰科技有限责任公司 | 钢带材复合物及其制备方法 |
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Application publication date: 20200519 |