CN115109907B - 一种减小铝合金板材各向异性的制备方法 - Google Patents
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Abstract
本发明公开了一种减小汽车车身用6XXX系铝合金板材各向异性的制备方法,其包括熔铸、均匀化热处理、热轧、一次冷轧、中间退火、二次冷轧交叉轧制、固溶、预时效处理的步骤。按本发明方法进行制备,可以减小现有汽车车身用6XXX铝合金板材在实际冲压成形过程中存在的各向异性。
Description
技术领域
本发明属于铝合金板材制备技术领域,具体涉及一种减小汽车车身用6XXX系铝合金板材各向异性的制备方法。
背景技术
随着汽车工业的发展,能源、环保和安全三大问题越来越受到人们的关注,汽车轻量化成为解决当前问题的重要手段。铝合金以其密度小、比强度高、抗冲击性能良好、加工成形性优异以及极高的再回收率等特性,成为汽车轻量化最理想的材料。
6XXX系铝合金属于可热处理强化合金,由于其强度适中、成形性能好、耐腐蚀性好、容易涂装着色等性能已被广泛应用于汽车车身及其他部位零部件。6XXX系铝合金板材出厂时处于T4P状态,屈服强度低,非常适用于冲压成形,经冲压成形涂装烘烤后达到T8X状态,强度、刚度大幅提升,特别适合汽车外覆盖件等车身部位使用。然而,在实际冲压成形过程中,6XXX系铝合金板材沿轧制、垂直轧制方向以及二者之间任意角度性能存在各向差异,这使得材料的使用受到性能最差方向的限制。
发明内容
本发明的目的是提供一种减小汽车车身用6XXX系铝合金板材各向异性的制备方法,其可以有效减小现有的汽车车身用6XXX铝合金板材在实际冲压成形过程中存在的各向异性。
为实现上述目的,本发明采用如下技术方案:
一种减小汽车车身用6XXX系铝合金板材各向异性的制备方法,其包括熔铸、均匀化热处理、热轧、一次冷轧、中间退火、二次冷轧交叉轧制、固溶、预时效处理的步骤;各步骤操作如下:
1)熔铸:按成分配比将原料混合后进行熔化精炼,再采用半连续铸造机铸造成铸锭;
2)均匀化热处理:将所得铸锭进行均匀化热处理,其处理温度为525-570℃,处理时间为4-20h;
3)热轧:将均匀化热处理后的铸锭不经冷却,直接出炉热轧,热轧终轧温度为250-300℃,所得热轧板材厚度为5-8mm;
4)一次冷轧处理:将热轧后的热板材冷却至室温,之后经一次冷轧处理制备成厚度为2.5-4mm的冷轧板;
5)中间退火:采用盐浴炉退火,退火温度为400-500℃,时间为10-90s,然后以>10℃/s的冷却速度冷却至室温;
6)二次冷轧交叉轧制:将经中间退火后的冷轧板进行二次冷轧处理,冷轧时每一道次轧制方向与上一道次轧制方向绕轧面法向旋转70-90°,所得冷轧板的厚度为0.8-1.5mm;
7)固溶处理:将所得冷轧板升温至520-570℃,保温5s-1min,然后以>10℃/s的速度冷却至室温;
8)预时效处理:将固溶后的板材在保温炉中60-90℃保温处理2-10h,之后出炉冷却至室温,制得成品板材。
进一步地,按重量百分数之和为100%计,步骤1)所述铝合金板材中各成分的重量百分数为:Si 0.6-1.0%、Fe≤0.4%、Cu≤0.4%、Mn≤0.4%、Mg 0.4-0.8%、Cr≤0.1%、Zn≤0.15%、V≤0.1%,余量为Al和不可避免的杂质,每种杂质≤0.05%且总量≤0.15%;
进一步地,步骤5)和7)中所采用的冷却方式为水冷、水雾冷或风冷。
所得成品板材的屈服强度Δ值≤1MPa,抗拉强度Δ值≤1MPa,延伸率Δ值≤1.5%,r值Δ值≤0.1,其沿原始热轧板轧制方向的纵截面晶粒细小均匀分布,织构组分中Cube≤4%、CubeND≤5%、Goss≤1.5%、{-102}<201>织构≤5%、{012}<100>织构≤5%,该板材各向异性显著降低,因而可用作制备各种汽车车身零部件的原料。
相比于现有技术,本发明的创新性主要体现在:
(1)热轧后的冷轧变形量过大,会导致板材中产生大量剪切带,经固溶预时效后,成品板中出现大量Goss取向晶粒,导致板材各向异性增大。本发明通过合理的中间退火工艺及将冷轧分成两段进行,改变了一次冷轧后铝合金板材的组织形貌,显著减少了剪切带,从而显著降低了成品板中Goss织构的占比,进而降低了板材各向异性。
(2)本发明在中间退火后采用交叉轧制的方式替代常规单一方向轧制,使微观变形带不平行于轧制方向,而是沿着与轧制方向呈不同角度分布,这种变形组织与单向轧制的组织特征明显不同,导致变形过渡带不能显著形成,后续经过固溶、预时效热处理后,铝合金板材晶粒细小均匀分布,显著降低了Cube织构的占比,使各晶粒取向分布均匀。
附图说明
图1为实施例1沿原始热轧板轧制方向的纵截面特征织构分布ODF图。
图2为对比例3沿原始热轧板轧制方向的纵截面特征织构分布ODF图。
具体实施方式
术语解释:
重量百分比:某合金成分质量(重量)占总质量的百分比。
屈服强度:铝合金发生屈服现象时的屈服极限,规定以产生0.2%残余变形的应力值为其屈服极限。通过单向拉伸实验获得应力-应变曲线,并通过曲线获得屈服强度数据。
抗拉强度:指材料在拉断前承受最大应力值。通过单向拉伸实验获得应力-应变曲线,并通过曲线获得抗拉强度数据。
延伸率:试样拉伸断裂后标距段的总变形ΔL与原标距长度L之比的百分数:δ=ΔL/L×100%。A50是非比例试样,原始标距为50mm。
r值:将板条试样在拉伸实验机上,使之产生10%的拉伸变形,这时的板宽方向应变与板厚方向应变的比值,就称之为塑性应变比,又称r值。
织构:晶体在形成过程中,例如金属材料冷热加工和塑性成型过程中,多晶体中的各晶粒就会沿着某些方向有序排列,呈现出或多或少的统计不均匀分布,即出现在某些方向上聚集排列,因而出现在这些方向上取向几率显著增大的现象,这种现象称为择优取向,或称之为织构。
各向异性评价方法:Δ(X)值=∣X0+X90-2·X45∣/2,其中,X0、X45、X90分别代表与原始热轧板轧制方向相差0°、45°和90°方向的测试值,具体的X可以是屈服强度、抗拉强度、延伸率、r值等。
ODF图:三维取向分布函数(Orientation distribution function),定量表示出织构材料中晶粒取向的空间分布。
以下结合具体实施例对本申请作进一步详细描述,这些实施例不能理解为限制本申请所要求保护的范围。
一种减小汽车车身用6XXX系铝合金板材各向异性的制备方法,其包括如下步骤:
1)将纯铝、各种中间合金按表1所示成分混合后进行熔化,然后经精炼处理后利用半连续铸造机铸造出铸锭;
2)将铸锭进行切头和铣面后放入热处理炉中进行均匀化热处理,其处理温度为525-570℃,处理时间为4-20h;
3)均匀化热处理后的铸锭直接出炉热轧,热轧终轧温度为250-300℃,所得热轧板材厚度为5-8mm;
4)热轧完成后,对所得热轧板材进行一次冷轧,制备成厚度为2.5-4mm的冷轧板;
5)对所得一次冷轧板采用盐浴炉进行中间退火,其退火温度为400-500℃,保温时间为10-90s,然后以>10℃/s的冷却速度冷却至室温;
6)完成中间退火后的冷轧板进行二次冷轧交叉轧制,冷轧时每一道次轧制方向与上一道次轧制方向绕轧面法向旋转70-90°,所得冷轧板的厚度为0.8-1.5mm;
7)得到的冷轧板材升温至520-570℃,固溶保温5s-1min,然后以>10℃/s的速度冷却至室温;
8)将固溶后的板材在保温炉中60-90℃保温处理2-10h,之后出炉冷却至室温,制得成品板材。
实施例及对比例按照表1合金成分及表2工艺制备成品板材,成品板材在室温停放7天后评价其组织形貌、织构及力学性能,结果见表3、4所示。
表1 6xxx系铝合金板材中各成分的重量百分数(wt. %)
表2 6xxx系铝合金板材的制备工艺(1)
表3 6xxx系铝合金板材的制备工艺(2)
表3 6xxx系铝合金板材的性能对比
表4 6xxx系铝合金板材截面特征织构比例(%)的对比
结果显示,实施例1-5所得成品板材各向异性较小,性能合格,交叉轧制成品板材晶粒呈等轴状分布,各种织构比例含量都相对较低,晶粒取向呈散漫均匀分布。而对比例1-7所得成品板材各向异性较大,性能不合格。其中,对比例1二次冷轧的轧制方式为单向轧制,这使成品板材晶粒沿轧向明显拉长,晶粒尺寸分布不均,上下波动较大,晶粒尺寸相对较大,织构为典型的Cube立方织构特征,强度较高。对比例2无中间退火工艺,缺少中间退火过程中发生的再结晶过程,因此组织的遗传成品板材Goss、{-102}<201>织构、{012}<100>织构体积分数较高。对比例3无中间退火工艺,且二次冷轧为单向轧制,因此成品板材组织及织构分布均匀性不如实施例1-5,成品板材各向异性较大。对比例4热轧终轧温度较高,热终轧后Mg2Si析出较多,且固溶保温温度较低,Mg2Si回溶较少,造成成品板中Mg2Si含量较多,对PSN形核的阻碍作用增加,造成Cube织构增加,CubeND织构减少。对比例5均匀化保温温度较低,Mg2Si回溶到基体量减少,且预时效温度较高,Mg2Si析出及长大增多,造成成品板中Mg2Si含量较多,对PSN形核的阻碍作用增加,造成Cube织构增加,CubeND织构减少。对比例6、对比例7交叉轧制角度较小,这使成品板材晶粒沿轧向明显拉长,晶粒尺寸分布不均,上下波动较大,晶粒尺寸相对较大,织构为典型的Cube立方织构特征,强度较高。
以上所述仅为本发明的较佳实施例,凡依本发明申请专利范围所做的均等变化与修饰,皆应属本发明的涵盖范围。
Claims (3)
1.一种减小汽车车身用6XXX系铝合金板材各向异性的制备方法,其特征在于,包括熔铸、均匀化热处理、热轧、一次冷轧、中间退火、二次冷轧交叉轧制、固溶、预时效处理的步骤;
所述熔铸是按成分配比将原料混合后进行熔化精炼,再采用半连续铸造机铸造成铸锭;按重量百分数之和为100%计,所述铝合金板材中各成分的重量百分数为:Si 0.6-1.0%、Fe≤0.4%、Cu≤0.4%、Mn≤0.4%、Mg 0.4-0.8%、Cr≤0.1%、Zn≤0.15%、V≤0.1%,余量为Al和不可避免的杂质,每种杂质≤0.05%且总量≤0.15%;
所述均匀化热处理的温度为525-570℃,时间为4-20h;
所述热轧是将均匀化热处理后的铸锭不经冷却,直接出炉热轧,热轧终轧温度为250-300℃,所得热轧板材厚度为5-8mm;
所述一次冷轧处理是将热轧后的热板材冷却至室温,之后经冷轧制备成厚度为2.5-4mm的冷轧板;
所述中间退火采用盐浴炉退火,退火温度为400-500℃,时间为10-90s,然后以>10℃/s的冷却速度冷却至室温;所采用的冷却方式为水冷、水雾冷或风冷;
所述二次冷轧交叉轧制是将经中间退火后的冷轧板进行二次冷轧处理,冷轧时每一道次轧制方向与上一道次轧制方向绕轧面法向旋转70~90°,所得冷轧板的厚度为0.8-1.5mm;
所得成品板材的屈服强度Δ值≤1MPa,抗拉强度Δ值≤1MPa,延伸率Δ值≤1.5%,r值Δ值≤0.1,其沿原始热轧板轧制方向的纵截面晶粒细小均匀分布,织构组分中Cube≤4%、CubeND≤5%、Goss≤1.5%、{-102}<201>织构≤5%、{012}<100>织构≤5%。
2.根据权利要求1所述的一种减小汽车车身用6XXX系铝合金板材各向异性的制备方法,其特征在于,所述固溶处理是将冷轧板升温至520-570℃,保温5s-1min,然后以>10℃/s的速度冷却至室温;所采用的冷却方式为水冷、水雾冷或风冷。
3.根据权利要求1所述的一种减小汽车车身用6XXX系铝合金板材各向异性的制备方法,其特征在于,所述预时效处理是将固溶后的板材在保温炉中60-90℃保温处理2-10h,之后出炉冷却至室温,制得成品板材。
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