CN111661156A - High-strength aluminum alloy light truck crossbeam and manufacturing method thereof - Google Patents
High-strength aluminum alloy light truck crossbeam and manufacturing method thereof Download PDFInfo
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- CN111661156A CN111661156A CN202010506216.0A CN202010506216A CN111661156A CN 111661156 A CN111661156 A CN 111661156A CN 202010506216 A CN202010506216 A CN 202010506216A CN 111661156 A CN111661156 A CN 111661156A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
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- C—CHEMISTRY; METALLURGY
- C21—METALLURGY OF IRON
- C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
- C21D9/00—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor
- C21D9/0068—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor for particular articles not mentioned below
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- C—CHEMISTRY; METALLURGY
- C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
- C22F—CHANGING THE PHYSICAL STRUCTURE OF NON-FERROUS METALS AND NON-FERROUS ALLOYS
- C22F1/00—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working
- C22F1/04—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working of aluminium or alloys based thereon
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
- Y02P10/00—Technologies related to metal processing
- Y02P10/20—Recycling
Abstract
The invention belongs to the technical field of automobile alloy production, provides a high-strength aluminum alloy light truck crossbeam, and raw material components and a heat treatment process thereof, and belongs to the technical field of automobile alloy production; the frame comprises a left longitudinal beam, a right longitudinal beam, a first cross beam assembly, a second cross beam assembly, a third cross beam assembly, a fourth cross beam assembly, a fifth cross beam assembly, a sixth cross beam assembly and a seventh cross beam assembly; the aluminum alloy frame comprises the following components in percentage by mass: 0.001-0.05% of silicon, 0.04-0.35% of zirconium, 4.0-9.0% of zinc, 0.001-0.6% of iron, 0.001-0.45% of manganese, 1.0-4.0% of magnesium, 1.0-3.0% of copper and 0.001-0.20% of impurity elements, and the balance of metallic aluminum; the frame provided by the invention has the advantages of simple structure, convenience in disassembly and assembly, light weight and low pollution, and can effectively improve the economic benefits of transportation.
Description
Technical Field
The invention belongs to the technical field of alloy production for automobiles, and particularly relates to a high-strength aluminum alloy light truck crossbeam and a manufacturing method thereof.
Background
The automobile beam is also called as an automobile chassis and is a part for bearing the carrying weight of the whole automobile. The existing automobile beam adopts high-strength steel as a preparation material, the high-strength steel mainly comprises iron element, and the other main additive elements are carbon element, manganese element, silicon element and the like, and the disposable shaping material is produced by means of solid solution, precipitation strengthening and the like. The high-strength steel material has low corrosion resistance, so a layer of zinc metal needs to be plated on the surface of the high-strength steel to improve the corrosion resistance of the material, but a large amount of electroplating waste liquid is generated in the process of metal galvanizing, and the environment is damaged. In addition, the structure of the middle cross beam of the existing automobile beam is complex. Therefore, the prior automobile beam has the following technical problems in the using process. Firstly, the high-strength steel has high density, and the weight of the cross beam occupies a large proportion of the effective carrying weight of the automobile; secondly, the middle cross beam has a complex structure and is inconvenient to mount and dismount; thirdly, the original girder needs to pass through an electro-galvanizing layer in the production process, which causes environmental pollution. Therefore, the invention provides a high-strength aluminum alloy light truck crossbeam, raw material components thereof and a heat treatment process thereof, so as to solve the technical problems.
Disclosure of Invention
Aiming at the problems, the invention provides a high-strength aluminum alloy light truck crossbeam, raw material components thereof and a heat treatment process thereof, so as to solve the technical problems. The invention has obvious strength enhancing effect, the yield strength of the obtained high-strength aluminum alloy can reach more than 510MPa, the tensile strength can reach more than 615MPa, and the breaking strength can reach more than 585 MPa.
A high-strength aluminum alloy light truck crossbeam comprises a left longitudinal beam, a right longitudinal beam, a first crossbeam assembly, a second crossbeam assembly, a third crossbeam assembly, a fourth crossbeam assembly, a fifth crossbeam assembly, a sixth crossbeam assembly and a seventh crossbeam assembly;
the left longitudinal beam comprises an upper wing surface I, a lower wing surface I and a side wing surface I, and the left longitudinal beam and the right longitudinal beam are symmetrical in structure;
the first cross beam assembly comprises a first cross beam and first connecting plates positioned at two ends of the first cross beam, and the first connecting plates comprise second upper wing surfaces, second lower wing surfaces and second side wing surfaces; the two sides of the upper end face of the first cross beam are respectively riveted with a second upper wing face positioned on the same side of the first cross beam, the two sides of the lower end face of the first cross beam are respectively riveted with a second lower wing face positioned on the same side of the first cross beam, the second upper wing face is riveted with the first upper wing face, and the second lower wing face is riveted with the first lower wing face; the first side wing surface is riveted with the second side wing surface;
the second beam assembly comprises a second beam and second connecting plates positioned at two ends of the second beam, and the structures of the third beam assembly, the fourth beam assembly, the fifth beam assembly, the sixth beam assembly and the seventh beam assembly are the same as those of the second beam assembly; the connecting plate II comprises an upper airfoil surface III, a lower airfoil surface III and a side airfoil surface III; two sides of the upper end surface of the second cross beam are respectively riveted with an upper wing surface III positioned on the same side of the second cross beam, two sides of the lower end surface of the second cross beam are respectively riveted with a lower wing surface III positioned on the same side of the second cross beam, the upper wing surface III is riveted with an upper wing surface I, and the lower wing surface III is riveted with a lower wing surface I; the first side wing surface is riveted with the third side wing surface;
the first beam assembly, the second beam assembly, the third beam assembly, the fourth beam assembly, the fifth beam assembly, the sixth beam assembly and the seventh beam assembly are all perpendicular to a central symmetry plane of the frame.
In a preferred embodiment of the present invention, a difference between diagonal lines of the entire frame formed by the left side member and the right side member is not greater than 2mm, a vertical tolerance of the first upper wing surface of the left side member is less than 0.001mm, and a vertical tolerance of the first lower wing surface of the left side member is less than 0.001 mm.
As a preferred technical scheme of the present invention, a verticality tolerance of a first cross beam in the first cross beam assembly and a central symmetry plane of the frame is less than 2 mm; and the verticality tolerance of a beam II in the second beam assembly, the third beam assembly, the fourth beam assembly, the fifth beam assembly, the sixth beam assembly and the seventh beam assembly and the central symmetry plane of the frame is less than 2 mm.
As a preferred technical solution of the present invention, the first flank face is provided with a first riveting hole, the second flank face and the third flank face are provided with a second riveting hole matched with the first riveting hole, the first flank face and the second flank face are riveted by passing through the first riveting hole and the second riveting hole in sequence through self-locking nuts, and the first flank face and the third flank face are riveted by passing through the first riveting hole and the second riveting hole in sequence through self-locking nuts.
The raw material components of the high-strength aluminum alloy light truck crossbeam are as follows: 0.001-0.05% of silicon, 0.04-0.35% of zirconium, 4.0-9.0% of zinc, 0.001-0.6% of iron, 0.001-0.45% of manganese, 1.0-4.0% of magnesium, 1.0-3.0% of copper and 0.001-0.20% of impurity elements, and the balance of metallic aluminum.
A heat treatment process for a high-strength aluminum alloy light truck crossbeam comprises the following steps:
step one, quenching at the temperature of 460-;
step two, natural aging for 1.0-3.0 h;
and step three, heating the workpiece after the standing at the room temperature to 135 ℃ of 125-.
As a preferred technical scheme of the invention, in the first step, the quenching temperature is 465-475 ℃, and water is adopted as a quenching agent for quenching.
As a preferable technical scheme of the invention, the natural aging time in the second step is 1.5-2.5 h.
As a preferred technical scheme of the invention, the workpiece in the step three is heated to 128-132 ℃, and is kept stand for 6-24 h.
As a preferred technical scheme of the invention, before the crucible is smelted in the heat treatment process, slag and oxidation residues must be thoroughly cleaned, and the used auxiliary melting tools must be thoroughly cleaned of aluminum alloy residues, hysteresis coating and oxidation residues.
Compared with the prior art, the invention has the advantages that:
1. according to the invention, through alloy component optimization, an off-line quenching process is used, 7050-T6 aluminum alloy is adopted to replace high-strength steel, the weight of a girder with the same volume is reduced by half, the cargo bearing weight of a truck can be effectively improved, and the economic effect of transportation is effectively improved. The invention has obvious strength enhancing effect, the yield strength of the obtained high-strength aluminum alloy can reach more than 510MPa, the tensile strength can reach more than 615MPa, and the breaking strength can reach more than 585 MPa.
2. According to the invention, through structural optimization, the frame which only comprises the left longitudinal beam, the right longitudinal beam, the first cross beam assembly, the second cross beam assembly, the third cross beam assembly, the fourth cross beam assembly, the fifth cross beam assembly, the sixth cross beam assembly and the seventh cross beam assembly is obtained, and the structure is simplified. The first cross beam assembly, the second cross beam assembly, the third cross beam assembly, the fourth cross beam assembly, the fifth cross beam assembly, the sixth cross beam assembly and the seventh cross beam assembly are detachably connected with the left longitudinal beam respectively, the first cross beam assembly, the second cross beam assembly, the third cross beam assembly, the fourth cross beam assembly, the fifth cross beam assembly, the sixth cross beam assembly and the seventh cross beam assembly are detachably connected with the right longitudinal beam respectively, the connection mode is simple, and part replacement is convenient And the connection firmness degree of the fifth beam assembly, the sixth beam assembly and the seventh beam assembly with the left longitudinal beam and the right longitudinal beam.
3. According to the aluminum alloy material prepared from the components, the content of silicon is slightly reduced, and the content of iron is slightly increased, so that the generation amount of alloy phase Al-Cu-Mg can be increased, alloy grains can be effectively refined, and the hardness and strength of the aluminum alloy are improved; through the heat treatment process, the occurrence of dendrite segregation can be effectively reduced, the microstructure of the produced alloy is compact and regular, and the hardness and strength of the alloy are further improved; in addition, the surface of the aluminum alloy material is provided with the passivated compact aluminum oxide material, so that the aluminum alloy material has strong corrosion resistance, and is not required to be subjected to surface hot galvanizing treatment, so that the aluminum alloy material is more environment-friendly.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is an enlarged schematic view of the first, second, and third cross-beam assemblies and their vicinity of FIG. 1;
FIG. 3 is an enlarged schematic view of the first web, the second upper airfoil surface, the second lower airfoil surface, the second flank surface and the vicinity thereof in FIG. 2;
FIG. 4 is an enlarged schematic view of the first web, the third upper airfoil surface, the third lower airfoil surface, the third flanking surface and the vicinity thereof in FIG. 2.
The structure comprises 1-left longitudinal beam, 101-upper wing surface I, 102-lower wing surface I, 103-side wing surface I, 2-right longitudinal beam, 3-first cross beam assembly, 301-cross beam I, 302-connecting plate I, 302A-upper wing surface II, 302B-lower wing surface II, 302C-side wing surface II, 4-second cross beam assembly, 401-cross beam II, 402-connecting plate II, 402A-upper wing surface III, 402B-lower wing surface III, 402C-side wing surface III, 5-third cross beam assembly, 6-fourth cross beam assembly, 7-fifth cross beam assembly, 8-sixth cross beam assembly, 9-seventh cross beam assembly, 10-riveting hole I and 11-riveting hole II.
Detailed Description
In order to make the technical solutions better understood by those skilled in the art, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only partial embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present application will be described in detail with reference to the accompanying drawings 1 to 4, in conjunction with the embodiments.
Example 1
Embodiment 1 introduces a high-strength aluminum alloy light truck girder, and this aluminum alloy frame simple structure, light in weight simple to operate can improve the effective carrying weight of car, improves transportation economic benefits, specifically as follows:
referring to fig. 1, a high-strength aluminum alloy light truck crossbeam and raw material components and a heat treatment process thereof, the frame comprises a left longitudinal beam 1, a right longitudinal beam 2, a first beam assembly 3, a second beam assembly 4, a third beam assembly 5, a fourth beam assembly 6, a fifth beam assembly 7, a sixth beam assembly 8 and a seventh beam assembly 9; the left longitudinal beam 1 comprises an upper wing surface I101, a lower wing surface I102 and a side wing surface I103, and the left longitudinal beam 1 and the right longitudinal beam 2 are symmetrical in structure; the difference of the diagonals of the whole frame formed by the left longitudinal beam 1 and the right longitudinal beam 2 is less than or equal to 2mm, the perpendicularity tolerance of the first upper wing surface 101 of the left longitudinal beam 1 is less than 0.001mm, and the perpendicularity tolerance of the first lower wing surface 102 of the left longitudinal beam 1 is less than 0.001 mm;
the first beam assembly 3 comprises a first beam 301 and first connecting plates 302 positioned at two ends of the first beam 301, wherein the first connecting plates 302 comprise second upper wing surfaces 302A, second lower wing surfaces 302B and second side wing surfaces 302C; two sides of the upper end face of the first cross beam 301 are respectively riveted with a second upper wing face 302A positioned on the same side of the first cross beam, two sides of the lower end face of the first cross beam 301 are respectively riveted with a second lower wing face 302B positioned on the same side of the first cross beam, the second upper wing face 302A is riveted with a first upper wing face 101, and the second lower wing face 302B is riveted with a first lower wing face 102; the second beam assembly 4 comprises a second beam 401 and second connecting plates 402 positioned at two ends of the second beam 401, and the structures of the third beam assembly 5, the fourth beam assembly 6, the fifth beam assembly 7, the sixth beam assembly 8 and the seventh beam assembly 9 are the same as those of the second beam assembly 4; the second connecting plate 402 comprises an upper airfoil surface III 402A, a lower airfoil surface III 402B and a side airfoil surface III 402C; two sides of the upper end surface of the beam II 401 are respectively riveted with an upper airfoil surface III 402A positioned on the same side of the beam II, two sides of the lower end surface of the beam II 401 are respectively riveted with a lower airfoil surface III 402B positioned on the same side of the beam II, the upper airfoil surface III 402A is riveted with an upper airfoil surface I101, and the lower airfoil surface III 402B is riveted with a lower airfoil surface I102; the first beam assembly 3, the second beam assembly 4, the third beam assembly 5, the fourth beam assembly 6, the fifth beam assembly 7, the sixth beam assembly 8 and the seventh beam assembly 9 are all perpendicular to the central symmetrical plane of the frame. The perpendicularity tolerance between a first cross beam 301 in the first cross beam assembly 3 and a central symmetry plane of the frame is less than 2 mm; and the verticality tolerance of the second beam 401 in the second beam assembly 4, the third beam assembly 5, the fourth beam assembly 6, the fifth beam assembly 7, the sixth beam assembly 8 and the seventh beam assembly 9 and the central symmetry plane of the frame is less than 2 mm. The left longitudinal beam 1, the right longitudinal beam 2, the first cross beam assembly 3, the second cross beam assembly 4, the third cross beam assembly 5, the fourth cross beam assembly 6, the fifth cross beam assembly 7, the sixth cross beam assembly 8 and the seventh cross beam assembly 9 form a frame, the structure is simple, the size is small, and the weight of the frame can be reduced. The first beam assembly 3, the second beam assembly 4, the third beam assembly 5, the fourth beam assembly 6, the fifth beam assembly 7, the sixth beam assembly 8 and the seventh beam assembly 9 are detachably connected with the left longitudinal beam 1 respectively, the first beam assembly 3, the second beam assembly 4, the third beam assembly 5, the fourth beam assembly 6, the fifth beam assembly 7, the sixth beam assembly 8 and the seventh beam assembly 9 are detachably connected with the right longitudinal beam 2 respectively, the connection mode is simple, and part replacement is facilitated.
Example 2
referring to fig. 1, a high-strength aluminum alloy light truck crossbeam and raw material components and a heat treatment process thereof, the frame comprises a left longitudinal beam 1, a right longitudinal beam 2, a first beam assembly 3, a second beam assembly 4, a third beam assembly 5, a fourth beam assembly 6, a fifth beam assembly 7, a sixth beam assembly 8 and a seventh beam assembly 9; the left longitudinal beam 1 comprises an upper wing surface I101, a lower wing surface I102 and a side wing surface I103, a riveting hole I10 is formed in the side wing surface I103, and the left longitudinal beam 1 and the right longitudinal beam 2 are symmetrical in structure; the difference of the diagonals of the whole frame formed by the left longitudinal beam 1 and the right longitudinal beam 2 is less than or equal to 2mm, the perpendicularity tolerance of the first upper wing surface 101 of the left longitudinal beam 1 is less than 0.001mm, and the perpendicularity tolerance of the first lower wing surface 102 of the left longitudinal beam 1 is less than 0.001 mm;
the first beam assembly 3 comprises a first beam 301 and first connecting plates 302 positioned at two ends of the first beam 301, wherein the first connecting plates 302 comprise second upper wing surfaces 302A, second lower wing surfaces 302B and second side wing surfaces 302C; two sides of the upper end face of the first cross beam 301 are respectively riveted with a second upper wing face 302A positioned on the same side of the first cross beam, two sides of the lower end face of the first cross beam 301 are respectively riveted with a second lower wing face 302B positioned on the same side of the first cross beam, the second upper wing face 302A is riveted with a first upper wing face 101, and the second lower wing face 302B is riveted with a first lower wing face 102; the second side wing surface 302C is provided with a second riveting hole 11 matched with the first riveting hole 10, the first side wing surface 103 and the second side wing surface 302C are riveted through the first riveting hole 10 and the second riveting hole 11 in sequence by adopting a self-locking nut, the second beam assembly 4 comprises a second beam 401 and a second connecting plate 402 positioned at two ends of the second beam 401, and the structures of the third beam assembly 5, the fourth beam assembly 6, the fifth beam assembly 7, the sixth beam assembly 8 and the seventh beam assembly 9 are the same as the structure of the second beam assembly 4; the second connecting plate 402 comprises an upper airfoil surface III 402A, a lower airfoil surface III 402B and a side airfoil surface III 402C; two sides of the upper end face of the beam II 401 are respectively riveted with an upper airfoil surface III 402A positioned on the same side of the beam II, two sides of the lower end face of the beam II 401 are respectively riveted with a lower airfoil surface III 402B positioned on the same side of the beam II, the upper airfoil surface III 402A is riveted with an upper airfoil surface I101, and the lower airfoil surface III 402B is riveted with a lower airfoil surface I102; the side wing surface III 402C is provided with a riveting hole II 11 matched with the riveting hole I10, and the side wing surface I103 and the side wing surface III 402C are riveted through the riveting hole I10 and the riveting hole II 11 in sequence by adopting a self-locking nut; the first beam assembly 3, the second beam assembly 4, the third beam assembly 5, the fourth beam assembly 6, the fifth beam assembly 7, the sixth beam assembly 8 and the seventh beam assembly 9 are all perpendicular to the central symmetrical plane of the frame. The perpendicularity tolerance between a first cross beam 301 in the first cross beam assembly 3 and a central symmetry plane of the frame is less than 2 mm; and the verticality tolerance of the second beam 401 in the second beam assembly 4, the third beam assembly 5, the fourth beam assembly 6, the fifth beam assembly 7, the sixth beam assembly 8 and the seventh beam assembly 9 and the central symmetry plane of the frame is less than 2 mm.
Example 3
Example 3 is a further description of the frame preparation material and the heat treatment process based on example 2, and the details are as follows:
the frame is prepared from the following components in percentage by mass: 0.001% of silicon, 0.04% of zirconium, 4.0% of zinc, 0.001% of iron, 0.001% of manganese, 1.0% of magnesium, 1.0% of copper and 0.001% of impurity elements, and the balance of metallic aluminum;
before the crucible is smelted in the heat treatment process, slag and oxidation residues must be thoroughly cleaned, and aluminum alloy residues, hysteresis paint and oxidation residues must be thoroughly removed by using an auxiliary melting tool; the heat treatment process of the aluminum alloy frame comprises the following steps:
step one, the quenching temperature is 460 ℃, and water is used as a quenching agent;
step two, naturally aging the quenched workpiece for 1.0 h;
and step three, heating the workpiece after the standing at the room temperature is finished to 125 ℃, and then keeping the workpiece standing at 125 ℃ for 6 hours.
Example 4
Example 4 is a further description of the frame preparation material and the heat treatment process based on example 2, and the details are as follows:
the aluminum alloy frame comprises the following components in percentage by mass: 0.05% of silicon, 0.35% of zirconium, 9.0% of zinc, 0.6% of iron, 0.45% of manganese, 4.0% of magnesium, 3.0% of copper and 0.20% of impurity elements, and the balance of metallic aluminum;
before the crucible is smelted in the heat treatment process, slag and oxidation residues must be thoroughly cleaned, and aluminum alloy residues, hysteresis paint and oxidation residues must be thoroughly removed by using an auxiliary melting tool; the heat treatment process of the aluminum alloy frame comprises the following steps:
step one, the quenching temperature is 480 ℃, and water is used as a quenching agent;
step two, naturally aging the quenched workpiece for 3.0 hours;
and step three, heating the workpiece after the standing at the room temperature is finished to 135 ℃, and then keeping the workpiece standing at 135 ℃ for 24 hours.
Example 5
Example 5 is a further description of the frame preparation material and the heat treatment process based on example 2, and the details are as follows:
the aluminum alloy frame comprises the following components in percentage by mass: 0.03% of silicon, 0.25% of zirconium, 6.5% of zinc, 0.35% of iron, 0.25% of manganese, 3.0% of magnesium, 2.0% of copper and 0.10% of impurity elements, and the balance of metallic aluminum;
before the crucible is smelted in the heat treatment process, slag and oxidation residues must be thoroughly cleaned, and aluminum alloy residues, hysteresis paint and oxidation residues must be thoroughly removed by using an auxiliary melting tool; the heat treatment process of the aluminum alloy frame comprises the following steps:
step one, the quenching temperature is 465 ℃, and water is adopted as a quenching agent;
step two, naturally aging the quenched workpiece for 2.0 hours;
and step three, heating the workpiece after standing at room temperature to 130 ℃, and then keeping the workpiece standing at 130 ℃ for 15 h.
Example 6
Example 6 is a further description of the frame preparation material and the heat treatment process based on example 2, as follows:
the aluminum alloy frame comprises the following components in percentage by mass: 0.1% of silicon, 0.05% of zirconium, 5.0% of zinc, 0.1% of iron, 0.1% of manganese, 1.2% of magnesium, 1.2% of copper and 0.1% of impurity elements, and the balance of metallic aluminum;
before the crucible is smelted in the heat treatment process, slag and oxidation residues must be thoroughly cleaned, and aluminum alloy residues, hysteresis paint and oxidation residues must be thoroughly removed by using an auxiliary melting tool; the heat treatment process of the aluminum alloy frame comprises the following steps:
step one, the quenching temperature is 465 ℃, and water is adopted as a quenching agent;
step two, naturally aging the quenched workpiece for 1.5 h;
and step three, heating the workpiece after standing at room temperature to 128 ℃, and then keeping the workpiece standing at 128 ℃ for 8 hours.
Example 7
Example 7 is a further illustration of the frame preparation material and heat treatment process based on example 2, as follows:
the aluminum alloy frame comprises the following components in percentage by mass: 0.045% of silicon, 0.30% of zirconium, 8.0% of zinc, 0.55% of iron, 0.40% of manganese, 3.5% of magnesium, 2.5% of copper and 0.15% of impurity elements, and the balance being metallic aluminum;
before the crucible is smelted in the heat treatment process, slag and oxidation residues must be thoroughly cleaned, and aluminum alloy residues, hysteresis paint and oxidation residues must be thoroughly removed by using an auxiliary melting tool; the heat treatment process of the aluminum alloy frame comprises the following steps:
step one, quenching temperature is 475 ℃, and water is adopted as a quenching agent;
step two, naturally aging the quenched workpiece for 2.5 h;
and step three, heating the workpiece after standing at room temperature to 130 ℃, and then keeping the workpiece standing at 130 ℃ for 20 hours.
The yield strength, tensile strength, breaking strength and breaking time of the aluminum alloy materials prepared in example 3, example 4, example 5, example 6 and example 7 were measured, and the yield strength, tensile strength, breaking strength and breaking time of two 7050 aluminum alloy materials commercially available were measured as a comparison. Wherein the components of comparative example one are: 0.075% of silicon, 0.32% of zirconium, 7.6% of zinc, 0.002% of iron, 0.43% of manganese, 2.5% of magnesium, 2.5% of copper and 0.16% of impurity elements, the remainder being metallic aluminum; the components of comparative example two were: 0.09% of silicon, 0.26% of zirconium, 5.5% of zinc, 0.003% of iron, 0.43% of manganese, 2.4% of magnesium, 1.8% of copper and 0.16% of impurity elements, and the balance being metallic aluminum.
The specific measurement technical scheme and standard are as follows: the tensile strength, yield strength and breaking strength of the aluminum alloy material were measured by using an electronic tensile machine, an extensometer, a micrometer and a vernier caliper according to the measurement standards specified in GB/T228-.
As can be seen from the table, the yield strength, tensile strength, and breaking strength of examples 3, 4, 5, 6, and 7 provided by the present invention are significantly higher than those of comparative examples 1 and 2, and the breaking time is significantly longer than those of comparative examples 1 and 2.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. The high-strength aluminum alloy light truck crossbeam is made of an aluminum alloy material and is characterized in that the aluminum alloy consists of the following components in percentage by mass: 0.001-0.05% of silicon, 0.04-0.35% of zirconium, 4.0-9.0% of zinc, 0.001-0.6% of iron, 0.001-0.45% of manganese, 1.0-4.0% of magnesium, 1.0-3.0% of copper and 0.001-0.20% of impurity elements, and the balance of metallic aluminum.
2. The heat treatment process of the high-strength aluminum alloy light truck girder of claim 1, characterized in that the heat treatment process comprises the steps of:
step one, quenching, wherein the quenching temperature is 460-;
step two, standing at room temperature after natural aging for 1.0-3.0 h;
and step three, heating the workpiece after the standing at the room temperature to 135 ℃ of 125-.
3. The heat treatment process for the girder of the light truck of the high-strength aluminum alloy as claimed in claim 2, wherein the quenching temperature in the first step is 465-475 ℃.
4. The heat treatment process of the high-strength aluminum alloy light truck girder according to claim 3, characterized in that in the second step, natural aging is performed for 1.5-2.5 hours.
5. The heat treatment process for the girder according to claim 4, wherein the workpiece is heated to 128-132 ℃ in the third step.
6. A heat treatment process for a high-strength aluminum alloy light truck girder according to claim 5, characterized in that slag and oxidation residues are thoroughly cleaned before crucible melting in the heat treatment process, and aluminum alloy residues, hysteresis paint and oxidation residues are thoroughly removed by using an auxiliary melting tool.
7. The high-strength aluminum alloy light truck girder manufactured by the heat treatment process of the high-strength aluminum alloy light truck girder according to any one of claims 1 to 6, characterized in that the frame comprises a left longitudinal beam (1), a right longitudinal beam (2), a first cross beam assembly (3), a second cross beam assembly (4), a third cross beam assembly (5), a fourth cross beam assembly (6), a fifth cross beam assembly (7), a sixth cross beam assembly (8) and a seventh cross beam assembly (9);
the left longitudinal beam (1) comprises a first upper wing surface (101), a first lower wing surface (102) and a first side wing surface (103), and the left longitudinal beam (1) and the right longitudinal beam (2) are symmetrical in structure;
the first beam assembly (3) comprises a first beam (301) and first connecting plates (302) positioned at two ends of the first beam (301), and the first connecting plates (302) comprise second upper wing surfaces (302A), second lower wing surfaces (302B) and second side wing surfaces (302C); two sides of the upper end face of the first cross beam (301) are respectively riveted with a second upper wing face (302A) located on the same side of the first cross beam, two sides of the lower end face of the first cross beam (301) are respectively riveted with a second lower wing face (302B) located on the same side of the first cross beam, the second upper wing face (302A) is riveted with the first upper wing face (101), and the second lower wing face (302B) is riveted with the first lower wing face (102); the first side wing surface (103) is riveted with the second side wing surface (302C);
the second beam assembly (4) comprises a second beam (401) and second connecting plates (402) positioned at two ends of the second beam (401), and the structures of the third beam assembly (5), the fourth beam assembly (6), the fifth beam assembly (7), the sixth beam assembly (8) and the seventh beam assembly (9) are the same as the structure of the second beam assembly (4); the second connecting plate (402) comprises an upper airfoil surface III (402A), a lower airfoil surface III (402B) and a side airfoil surface III (402C); two sides of the upper end face of the second cross beam (401) are respectively riveted with an upper airfoil surface III (402A) positioned on the same side of the second cross beam, two sides of the lower end face of the second cross beam (401) are respectively riveted with a lower airfoil surface III (402B) positioned on the same side of the second cross beam, the upper airfoil surface III (402A) is riveted with an upper airfoil surface I (101), and the lower airfoil surface III (402B) is riveted with a lower airfoil surface I (102); the first flank face (103) is riveted with the third flank face (402C);
the first beam assembly (3), the second beam assembly (4), the third beam assembly (5), the fourth beam assembly (6), the fifth beam assembly (7), the sixth beam assembly (8) and the seventh beam assembly (9) are all perpendicular to a central symmetry plane of the frame.
8. A high-strength aluminum alloy light truck girder according to claim 7, characterized in that the difference between diagonals of the whole frame formed by the left longitudinal beam (1) and the right longitudinal beam (2) is less than or equal to 2mm, the perpendicularity tolerance of the upper wing surface I (101) of the left longitudinal beam (1) is less than 0.001mm, and the perpendicularity tolerance of the lower wing surface I (102) of the left longitudinal beam (1) is less than 0.001 mm.
9. A high-strength aluminum alloy light truck girder according to claim 8, characterized in that the perpendicularity tolerance of the first cross beam (301) in the first cross beam assembly (3) to the central symmetry plane of the frame is less than 2 mm; and the verticality tolerance of a beam II (401) in the second beam assembly (4), the third beam assembly (5), the fourth beam assembly (6), the fifth beam assembly (7), the sixth beam assembly (8) and the seventh beam assembly (9) and a central symmetry plane of the frame is less than 2 mm.
10. The high-strength aluminum alloy light truck girder according to claim 9, characterized in that a riveting hole I (10) is formed in the first flank surface (103), a riveting hole II (11) matched with the riveting hole I (10) is formed in the second flank surface (302C) and the third flank surface (402C), the first flank surface (103) and the second flank surface (302C) are riveted by passing through the riveting hole I (10) and the riveting hole II (11) in sequence through self-locking nuts, and the first flank surface (103) and the third flank surface (402C) are riveted by passing through the riveting hole I (10) and the riveting hole II (11) in sequence through self-locking nuts.
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