EP0760727A1 - Alliages aluminium-scandium et leurs utilisations - Google Patents

Alliages aluminium-scandium et leurs utilisations

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Publication number
EP0760727A1
EP0760727A1 EP95921434A EP95921434A EP0760727A1 EP 0760727 A1 EP0760727 A1 EP 0760727A1 EP 95921434 A EP95921434 A EP 95921434A EP 95921434 A EP95921434 A EP 95921434A EP 0760727 A1 EP0760727 A1 EP 0760727A1
Authority
EP
European Patent Office
Prior art keywords
weight percent
alloy
aluminum
scandium
structures
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP95921434A
Other languages
German (de)
English (en)
Inventor
William Troy Tack
Inge L.H. Hansson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ashurst Corp
Original Assignee
Ashurst Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US08/410,801 external-priority patent/US5620652A/en
Application filed by Ashurst Corp filed Critical Ashurst Corp
Publication of EP0760727A1 publication Critical patent/EP0760727A1/fr
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K35/00—Rods, electrodes, materials, or media, for use in soldering, welding, or cutting
    • B23K35/22—Rods, electrodes, materials, or media, for use in soldering, welding, or cutting characterised by the composition or nature of the material
    • B23K35/24—Selection of soldering or welding materials proper
    • B23K35/28—Selection of soldering or welding materials proper with the principal constituent melting at less than 950 degrees C
    • B23K35/286—Al as the principal constituent
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C21/00—Alloys based on aluminium
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C21/00—Alloys based on aluminium
    • C22C21/02—Alloys based on aluminium with silicon as the next major constituent
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C21/00—Alloys based on aluminium
    • C22C21/10—Alloys based on aluminium with zinc as the next major constituent
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C21/00—Alloys based on aluminium
    • C22C21/12—Alloys based on aluminium with copper as the next major constituent
    • C22C21/16—Alloys based on aluminium with copper as the next major constituent with magnesium

Definitions

  • the present invention relates generally to aluminum- based alloys and, more particularly, to aluminum-based alloys comprising scandium in combination with other alloying elements to enhance various characteristics of the alloy, especially when utilized as a base or filler alloy in a welding application.
  • the weldability of aluminum alloys can be defined as the alloy's resistance to hot tearing during weld solidification.
  • the primary factors that render aluminum alloys more susceptible to developing hot tears during welding relative to other metallic alloy systems are the relatively high thermal expansion coefficient and solidification shrinkage of aluminum. These factors are further compounded when one or more alloying elements are added to aluminum to achieve technologically useful engineering alloys with improved properties (e.g., strength and elongation) .
  • two-component or multi-component aluminum alloys solidify over a wide temperature interval between the liguidus and solidus temperatures.
  • a large solidification range allows more time foi the deleterious thermal expansion and volumetric changes to generate sufficient stresses that ultimately cause tearing of the liquid films that partition into interdendritic sites.
  • Many high strength aluminum alloys have been developed and are generally categorized according to the primary alloying addition (e.g., Al-Cu:2XXX; Al-Mg:5XXX; Al- Si:6XXX; and Al-Zn:7XXX) . Since there is a single primary alloying element, these alloys are commonly referred to as binary systems. However, certain ancillary alloying additions are often included to produce a wide range of alloys that are targeted for several end use applications.
  • grain refining elements such as Ti, Zr, Cr, Mn, V, Yt, Nb, B, TiB 2 and Hf, to further improve the processing characteristics and properties of these alloy systems. Due to the enhanced properties of these types of alloys, it would be desirable to use these types of alloys in structures which are preferably assembled via welding.
  • the weldability of high strength aluminum alloys is dependent at least in part on the amount of the alloying elements in the base material.
  • the general behavior of binary alloy systems in welding applications can be divided into three categories: very low alloying levels, high alloying levels approaching the solid solubility limit in aluminum, and intermediate alloying levels. At very low alloying levels approaching pure aluminum, cracking during solidification is very low since dendrites tend to interlock with virtually no formation of an interdendritic liquid film. At high alloying levels, relatively low cracking is also observed. Even though there is a relatively large solidification range with the formation of interdendritic liquid films, any hot tearing that occurs during solidification is healed by the backfilling of the last-to-solidify eutectic liquid.
  • alloy 2024 Al-4.3 Cu-1.5 Mg-0.60 Mn
  • alloy 2024 is widely used in aircraft construction. Since the Mg additions greatly increase the melting range, however, weldability is severely compromised. Consequently, alloy 2024 is typically not used in welded structures.
  • the highest strength alloys are the Al-Zn-Mg (i.e., 7XXX system), particularly those with Cu additions.
  • the additions of Cu can increase the solidification range by as much as 100°C, generally resulting in poor weldability. Thus, despite the promising properties of these alloys, they are rarely used in situations which require adequate weldability.
  • Another important component in welding aluminum alloys is the filler wire.
  • an initial penetration pass with the welding torch causes displacement of the molten metal into the opposite side of the plate. It is necessary to compensate for this displacement by continuous feeding of a filler alloy into the weldment either during the initial penetration pass or in a number of subsequent multiple passes.
  • the resulting weldment is then a mixture of the original base alloy and the filler alloy with the ratio of the filler alloy and base alloy mixture being dependent upon the joint geometry.
  • a "V-joint" geometry is typically employed when welding relatively thick aluminum plate and contains a proportionally high amount of filler alloy (e.g., 70%- 90%) .
  • the butt joint geometry that is used for relatively thin gauge weldments, resulting in a relatively low filler alloy content (e.g., 10%-30%) .
  • filler alloy selection can greatly influence hot tearing resistance, particularly at high dilution levels (i.e., high filler alloy content) .
  • high filler alloy content e.g., high filler alloy content
  • most filler alloys contain a high level of one solute (e.g., Cu, Si, or Mg) and grain refining elements (e.g., Mn, Cr, Ti, Zr, V, Yt, Nb, B, TiB 2 and Hf) . Since these alloys are designed only for welding purposes, it is typically a filler alloy design constraint that only one major alloying addition can be made to minimize the solidification range.
  • filler alloys rarely obtain the properties of complex wrought aluminum alloys such as 2024, 7075 and 6061. Further, when a filler alloy is deposited, the weld microstructure is similar to the lowest strength, as-cast condition, further resulting in low strength properties.
  • the combination of limiting filler alloy compositions to one primary alloying addition and the fact that strength properties are in accordance with the as-cast condition results in weldment yield strength properties that are as low as one-third that of the base alloy. Accordingly, a design that involves a welded plate is often three times thicker than the non- welded portions of the structure, resulting in a severe weight penalty.
  • this design constraint is overcome by using a thick plate in the areas to be welded and chemically milling the remaining areas. This approach can somewhat alleviate the weight penalty, but can create other problems such as additional material cost, added processing cost, and adverse effects on the environment by converting the majority of the aluminum plate to toxic chemical waste.
  • Aluminum alloys possess an excellent combination of mechanical and physical properties. By combining these properties of aluminum alloys with the relatively low density of such alloys, designers are able to produce reliable, lightweight structures. Moreover, a wide range of alloy systems and tempers offer structural designers several options to utilize the appropriate alloys that are specifically designed for particular operating loads or environments.
  • grain refining elements such ' as Zr, Ti, Cr, Mn and V.
  • Grain refining elements help nucleate grains during casting by forming intermetallic phases with Al.
  • Ti will form the TiAl 3 phase which nucleates an ⁇ . - aluminum particle as solidification of the molten metal occurs.
  • the large number of TiAl 3 particles help to nucleate a - aluminum in several areas. Accordingly, the solidified grain structure is much finer than would be observed in an aluminum alloy without grain refining additions, thereby improving the fabricability during subsequent hot working operations.
  • a grain refining element Another function of a grain refining element is to form coherent (e.g., Al 3 Zr) and non-coherent (e.g., Al 12 Mg 2 Cr and Al 20 Mn 3 Cu 2 ) insoluble phases during casting and ingot preheat.
  • coherent e.g., Al 3 Zr
  • non-coherent e.g., Al 12 Mg 2 Cr and Al 20 Mn 3 Cu 2
  • thermally stable dispersoids prevent or delay static recrystallization during processing.
  • the dispersoid phase pins the elongated grain boundaries that develop during processing and inhibits recrystallization that would otherwise occur during the solution heat treatment steps.
  • the total crack length measurements ranged from 31.8 mm to 43.4 mm, corroborating published data that show 6061 as the most crack sensitive alloy among all aluminum alloys.
  • the Cr was removed and replaced by Sc and Zr, cracking during the patch test was reduced to 0 mm.
  • the approach to replace conventional grain refining elements with Sc + Zr can convert the worst known alloy with regard to hot cracking resistance to one that displays no hot cracking.
  • Aerospace structures are constructed primarily from aluminum alloys. Since designers are continually seeking alloys with enhanced properties to decrease the weight of aircraft, aluminum companies devote a significant amount of research and development resources to introduce new aluminum alloys with enhanced properties. Because the aerospace structure production infrastructure is already established for aluminum alloys, the typical design approach is to introduce a new alloy with improved properties that can be integrated into the structure using conventional manufacturing methods. In simplistic terms, an alloy with improved strength can be introduced with a thickness reduction that is proportional to the strength advantage. By using a space launch vehicle as an example, it is evident that a new alloy with a 10% strength advantage can be used to decrease the thickness of the propellant tank wall by 10% while maintaining an equivalent load carrying capacity of the original alloy.
  • vehicular weight reduction applies not only to consumer passenger vehicles, but other types as well.
  • major transport organizations such as an urban-based bus systems could greatly benefit from reduced vehicular weights and realize a significant reduction of fuel consumption and air pollution in a specific geographical area.
  • a truck fleet which transports liquid or cryogenic liquid products can not only benefit from weight reduction for the above-noted reasons, but also by reducing trucking fees that are based on the total weight of the truck. Accordingly, the fee amount can be saved for every trip that a truck makes throughout the life of the vehicle.
  • a fourth product area where reduced weight would be advantageous is marine structures.
  • marine structures can be improved by introducing high strength, corrosion resistant alloys.
  • the present invention generally relates to aluminum alloys which contain scandium. More specifically, the present invention includes a number of methods relating to the assembly of structures using scandium-containing aluminum alloys, as well as a number of novel compositions of scandium-containing aluminum alloys.
  • the present invention is a method for assembling a structure using a filler alloy which includes aluminum and scandium. More specifically, the method includes selecting parts for the structure which are formed from aluminum and/or an aluminum alloy and welding the same together with the aluminum-scandium filler alloy.
  • the aluminum-scandium filler alloy is substantially free of lithium and/or the aluminum-scandium filler alloy also includes zirconium.
  • the parts of the structure welded together with the noted aluminum-scandium filler alloy also include scandium, and preferably have a similar scandium content as the aluminum-scandium filler alloy.
  • these aluminum-scandium filler alloys may also be used for weld repair, wherein an existing weld is subjected to a grinding operation and then rewelded with one of the noted aluminum-scandium filler alloys.
  • the present invention relates to a bike frame structure which utilizes a scandium-containing, preferably aluminum, alloy.
  • the bike frame may be assembled by a method which includes forming at least the adjacent ends of two tubes, and preferably all of two tubes, from a scandium-containing alloy. These ends may be placed in abutting engagement and joined, such as by welding the tubes together with the above-noted types of aluminum-scandium filler alloys.
  • the compositions of the welded parts and/or the filler alloys comprise from about 0.02 to about 10.0, and preferably from about 0.1 to about 0.5, weight percent scandium.
  • the compositions of the welded parts and/or the filler alloy may further comprise zirconium, for example, in an amount ranging from about 0.01 to about 1.0, and preferably from about 0.05 to about 0.22, weight percent.
  • zirconium is present, the weight ratio of the scandium to the zirconium in the compositions of the welded parts and/or the filler alloy may range from about 1000:1 to about 0.02:1 and is preferably about 3:1.
  • scandium and zirconium may be the only grain refiners for the aluminum- scandium filler alloy.
  • the present invention is directed to a number of aluminum-based alloys which possess enhanced properties (e.g., weldability, strength and/or elongation) .
  • the alloys each comprise a specific amount (i.e., a range) of scandium in combination with specific amounts (i.e., ranges) of other alloying elements.
  • alloys having enhanced weldability characteristics have been developed by adding scandium in combination with zirconium and other grain refiners.
  • Other alloying elements may include scandium in combination with designated amounts of copper, magnesium or silicon.
  • the present invention also generally relates to aluminum alloys which contain scandium.
  • the present invention includes a number of applications for which aluminum alloys containing scandium with or without zirconium additions are especially suited.
  • the present invention relates to recreational and athletic structures and components comprising aluminum alloys which include scandium and/or zirconium.
  • modified type 2XXX, 4XXX, 5XXX, 6XXX, 7XXX, Al-Cu-Li-Mg, and Al-Mg-Li aluminum alloys are particularly useful for a variety of athletic or recreational equipment, such as bats, arrows, ski poles, hockey sticks, bicycle components, golf shafts, golf club heads, racquets, athletic wheel chairs, tent poles, snow shoes, backpack frames, wind surfing frames, lacrosse sticks, sailboat masts and booms, javelins, motorbikes, motorbike components, jetskis, seadoos, and snowmobiles.
  • the present invention relates to aerospace structures and components comprising aluminum alloys which include scandium and/or zirconium.
  • modified aluminum alloys such as modified 2XXX, 5XXX, 7XXX, Al-Cu-Li-Mg, and Al-Mg-Li type alloys are especially useful for aerospace structures and components, such as aircraft structures and/or launch vehicle structures.
  • the present invention relates to ground transportation structures and components comprising aluminum alloys which include scandium and/or zirconium. More specifically, modified aluminum alloys, such as modified 2XXX, 4XXX, 5XXX, 6XXX, 7XXX and Al-Cu-Li- Mg type alloys are particularly useful for ground transportation structures and components, such as automobile parts and components and/or people movers.
  • the present invention relates to marine structures and components comprising aluminum alloys which include scandium and/or zirconium.
  • modified aluminum alloys such as 4XXX, 5XXX, 7XXX, Al-Cu- Li-Mg and Al-Mg-Li type alloys are especially suited for use for certain marine structures, such as canoes, torpedo casings, scuba diving tanks, sea launched missiles, naval fighter aircraft, ferries, yachts and/or recreational boats.
  • Fig. 1 illustrates the percentage of weld cracking in the Houldcroft crack susceptibility test for two Al-Mg-Sc- (Ti) filler alloys and a conventional 5356 type filler alloy in combination with an Al-Zn-Mg-Cu-Zr base alloy with various levels of Sc additions.
  • Fig. 2 illustrates the percentage of weld cracking in the Houldcroft crack susceptibility test for two Al-Cu-Sc- Zr- (Ti) filler alloys and a conventional 2319 type filler alloy in combination with alloy 2618 and two modified Al- Cu-Mg-Ni-Fe base alloys with various levels of Sc + Zr additions.
  • One method generally comprises the steps of selecting compositions for the first and second parts, the compositions comprising at least about 60 weight percent aluminum, selecting a filler alloy comprising scandium and at least about 60 weight percent aluminum, and welding the first and second parts utilizing the filler alloy.
  • the above-noted welding step may be performed utilizing any appropriate welding operation.
  • welding of aluminum alloys may be performed utilizing tungsten-inert gas welding, metal inert gas welding, plasma arc welding, laser-beam welding, electron beam welding, diffusion welding, friction welding, ultrasonic welding, explosion welding, or any other appropriate welding operation.
  • the above-noted method is particularly useful for welding an abutting joint between the first and second parts.
  • the welding step may comprise positioning the first and second parts in an abutting joint geometry, such as a butt joint, a V-shaped joint or a double V-shaped joint. The first part may subsequently be welded to the second part to form a welded abutting joint.
  • the filler alloy composition identified for use in the above- noted methodologies includes from about 0.02 to about 10.0, and preferably from about 0.1 to about 0.5, weight percent scandium. In a preferred embodiment, the filler alloy composition includes about 0.40 weight percent scandium. Zirconium may also be present in the filler alloy composition, preferably in the amount of from about 0.01 to about 1.0, and more preferably 0.05 to about 0.22, weight percent. In one embodiment, the filler alloy composition comprises about 0.15 weight percent zirconium. Enhanced performance of the filler alloy may be realized by utilizing specific ratios of scandium and zirconium.
  • the weight ratio of the amount of scandium to the amount of zirconium in the filler alloy composition preferably ranges from about 1000:1 to about 0.02:1, more preferably, about 3:1.
  • the filler alloy may utilize only scandium and zirconium as the grain refiners.
  • filler alloy composition it is generally desirable for the noted filler alloy composition to be free of lithium and the presence of Li would only be observed as an unavoidable impurity.
  • Specific filler alloy compositions which conform to the foregoing include: Al - 6.0 Cu - 0.5 Sc - 0.2 Zr; Al - 5.0 Mg - 0.5 Sc - 0.15 Zr; and Al - 5.3 Si - 0.5 Sc.
  • the specific amounts of scandium in the compositions of such parts are generally in accordance with the amounts noted above with respect to the filler alloy. In general, however, the amount of scandium in a filler alloy will tend to be slightly higher than the amount of scandium in a corresponding base alloy to account for the generally poorer properties associated with welded filler alloys, as noted above.
  • the compositions of the parts may further include zirconium in amounts commensurate with those noted above for the filler alloys.
  • the weight ratios of scandium to zirconium in the compositions are also commensurate with the noted weight ratios for the filler alloys.
  • a scandium-containing, preferably aluminum, alloy may be utilized in a bicycle frame structure.
  • the methodology may be adapted for assembling the bicycle frame.
  • This method generally includes the steps of forming a first tube comprising scandium, forming a second tube comprising scandium, and joining the first and second tubes together.
  • the scandium may be concentrated in the end portions of the tubes or, alternatively, may be evenly distributed throughout the tubes.
  • This methodology may be utilized to join any of the tubes of a bicycle, including the top tube, the down tube, the head tube, the seat tube, the chain stays, and the seat stays.
  • compositions of the first and second tubes may comprise scandium in amounts commensurate with those noted above for the filler alloys in the above-noted method.
  • the first and second tubes may comprise zirconium in amounts set forth above with respect to the filler alloys.
  • the weight ratio of the scandium to the zirconium can also be in accordance with the ranges noted above for the filler alloys.
  • the joining of the bicycle tubes of the noted method preferably comprises the step of welding, such that the above-identified types of filler alloy compositions may be used.
  • the method further includes the step of selecting a filler alloy comprising scandium.
  • the filler alloy composition is as generally set forth above in the description of the filler alloys for the method for assembling a structure.
  • the wall thicknesses of bicycle tubes produced according to the above-described method can be significantly reduced, at least in the welded portions.
  • the steps of forming first and second tubes preferably comprise forming a wall thickness in a welded portion that is 10 to 30 percent thinner than tubing used on conventional bicycles.
  • the wall thickness may be less than about 3.0 mm, preferably less than about 2.0 mm, and more preferably less than about 1.5 mm.
  • methodologies are also disclosed for repairing a damaged or defective weld. Defective welds are typically caused by crack formation within the weld, especially in the heat-affected-zone.
  • One technique for repairing the weld generally comprises grinding away at least a portion of the welded joint to form a ground portion and rewelding the ground portion utilizing a fil alloy comprising scandium, such as those described above.
  • the grinding operation is typically performed utilizing an abrasive media, such as an abrasive disk, and typically grinds down to about 50% of the thickness of the structure being welded.
  • the rewelding step may comprise any appropriate welding operation and preferably can be performed between five and ten times in the same area without the creation of additional cracks when utilizing one of the above-noted aluminum-scandium filler alloys, thereby maintaining the integrity of the welded joint and allowing multiple repairs to the same joint.
  • Aluminum-based alloys which are particularly useful in the above-described methods, as well as product methodologies described below, are also disclosed herein.
  • One such alloy is a modification of Aluminum Association alloy 2618 which has a composition of (0.1-0.25) Si - (0.9-1.3) Fe - (1.9-2.7) Cu - (1.3-1.8) Mg - (0.9-1.2) Ni - 0.1 Zn - (0.04-0.1) Ti.
  • the modified alloy adds scandium and zirconium to alloy 2618 to obtain enhanced properties.
  • This new alloy generally comprises about (0.1-0.25) Si - (0.5-1.7) Fe - (1.5-3.1) Cu - (1.0-
  • the scandium content more preferably ranges from about 0.1 to about 0.5, and even more preferably from about 0.2 to about 0.4, weight percent.
  • the zirconium content more preferably ranges from about 0.05 to about 0.22, weight percent.
  • the weight ratio of the scandium to the zirconium preferably ranges from about 1000:1 to about 0.02:1, and more preferably is about 3:1.
  • the alloy includes about 0.1-1.5 combined weight percent of one or more grain refiners (e.g., Ti, Zr, Cr, Mn, V, Yt, Nb, B, TiB 2 , and Hf) .
  • the alloy consists essentially of about 0.18 Si - 1.1 Fe - 2.3 Cu - 1.6 Mg - 1.0 Ni - 0.40 Sc - (0.2-0.5) grain refiners, and the remainder consisting essentially of aluminum and incidental impurities.
  • Another alloy suitable for use in products/methodologies disclosed herein is a modification of Aluminum Association alloy 6061 which has a composition of (0.4-0.8) Si - 0.7 Fe - (0.15-0.4) Cu - 0.15 Mn - (0.8- 1.2) Mg - (0.04-0.35) Cr - 0.25 Zn - 0.15 Ti.
  • the modified alloy essentially removes chromium from the 6061 alloy and adds scandium in its place to obtain enhanced properties.
  • This alloy generally comprises about (0.2-1.8) Si - (0.2- 0.8) Mn - (0.4-1.4) Mg - (0.02-10.0) Sc, and is substantially free of chromium.
  • the scandium content more preferably ranges from about 0.1 to about 0.5, and even more preferably from about 0.2 to about 0.4, weight percent.
  • the alloy further comprises zirconium, preferably in the range of about 0.01 to about 1.0, and more preferably about 0.05 to about 0.22, weight percent.
  • the weight ratio of the scandium to the zirconium preferably ranges from about 1000:1 to about 0.02:1, and more preferably is about 3:1.
  • the alloy includes about 0.1-1.5 combined weight percent of one or more grain refiners, not including chromium.
  • the alloy consists essentially of about 0.6 Si - 1.0 Mg - 0.4 Sc - (0.2-0.5) grain refiners, and the remainder consisting essentially of aluminum and incidental impurities. Copper may also be provided in an amount of about 0.1 to 0.4 weight percent, preferably about 0.3 weight percent.
  • Another alloy suitable for use in products/methodologies disclosed herein is a modification of Aluminum Association alloy 7075 which has a composition of 0.4 Si - 0.5 Fe (Si + Fe are impurities) - (1.2-2.0) Cu
  • the modified alloy essentially removes chromium from the 7075 alloy and adds scandium in its place to obtain enhanced properties.
  • This new alloy generally comprises about (4.0-9.0) Zn - (0.6-3.8) Mg - (0.1-3.0) Cu
  • the scandium content more preferably ranges from about 0.1 to about 0.5, and even more preferably from about 0.2 to about 0.4, weight percent.
  • the alloy further comprises zirconium, preferably in the range of about 0.01 to about 1.0 and more preferably about 0.05 to about 0.22, weight percent.
  • the weight ratio of the scandium to the zirconium preferably ranges from about 1000:1 to about 0.02:1, and more preferably is about 3:1.
  • the alloy includes about 0.1-1.5 combined weight percent of one or more grain refiners, not including chromium.
  • the alloy consists essentially of about 5.6 Zn - 2.5 Mg - 1.6 Cu - 0.40 Sc - (0.2-0.5) grain refiners, and the remainder consisting essentially of aluminum and incidental impurities.
  • Another alloy suitable for use in products/methodologies disclosed herein is a modification of Aluminum Association alloy 2195 which has a composition of 4.0 Cu - 0.4 Mg - 1.0 Li - 0.4 Ag - 0.14 Zr.
  • the modified alloy takes advantage of the presence of zirconium in the 2195 alloy and adds scandium to obtain enhanced properties.
  • This new alloy generally comprises about (3.5-
  • the scandium content more preferably ranges from about 0.1 to about 0.5, and even more preferably from about 0.2 to about 0.4, weight percent.
  • the zirconium content more preferably ranges from about 0.05 to about 0.22, weight percent.
  • the weight ratio of the scandium to the zirconium preferably ranges from about 1000:1 to about 0.02:1, and more preferably is about 3:1.
  • the alloy includes about 0.1 - 1.5 combined weight percent of one or more grain refiners.
  • the alloy consists essentially of about 4.0 Cu - 0.4 Mg - 1.0 Li - 0.4 Ag - 0.4 Sc - (0.2-0.5) grain refiners, and the remainder consisting essentially of aluminum and incidental impurities.
  • Another alloy suitable for use in products/methodologies disclosed herein is a modification of Aluminum Association alloy 2020 which has a composition of 4.5 Cu - 1.1 Li - 0.5 Mn - 0.2 Cd.
  • the modified alloy of the present invention essentially removes cadmium from the 2020 alloy and adds scandium in its place to obtain enhanced properties.
  • This new alloy generally comprises about (3.0-6.0) Cu - (0.4-1.8) Li - (0.1-0.7) Mn - (0.02- 10.0) Sc - (0.01-1.0) Zr.
  • the scandium content more preferably ranges from about 0.1 to about 0.5, and even more preferably from about 0.2 to about 0.4, weight percent.
  • the alloy further comprises zirconium, preferably in the range of about 0.01 to about 1.0, and more preferably about 0.05 to about 0.22, weight percent.
  • the weight ratio of the scandium to the zirconium preferably ranges from about 1000:1 to about 0.02:1, and more preferably is about 3:1.
  • the alloy includes about 0.1-1.5 combined weight percent of one or more grain refiners. In its most- preferred embodiment, the alloy consists essentially of about 4.0 Cu - 1.0 Li - 0.4 Sc - (0.2-0.5) grain refiners, and the remainder consisting essentially of aluminum.
  • Another alloy which is particularly useful as a filler alloy is a modification of Aluminum Association alloy 2319 which has a composition of 0.2 Si - 0.3 Fe - (5.8-6.8) Cu - (0.2-0.4) Mn -0.02 Mg - 0.1 Zn - (0.05-0.15) V - (0.1- 0.25) Zr - (0.1-0.2) Ti.
  • the modified alloy essentially adds scandium to the 2319 alloy to obtain enhanced properties.
  • This new alloy generally comprises about (2.0- 10.0) Cu - (0.02-10.0) Sc.
  • the scandium content more preferably ranges from about 0.1 to about 0.5, and even more preferably from about 0.2 to about 0.4, weight percent.
  • this new alloy further comprises zirconium, preferably in the range of from about 0.01 to about 1.0, and more preferably from about 0.05 to about 0.22, weight percent.
  • the new alloy includes about 0.1-1.5 combined weight percent of one or more grain refiners. In its most preferred embodiment, the alloy consists essentially of about 6.0 Cu - 0.5 Sc - (0.2-0.8) grain refiners, and the remainder consisting essentially of aluminum and incidental impurities.
  • Another alloy is also particularly useful as a filler alloy and is a modification of Aluminum Association alloy 5356 which has a composition of 0.25 Si - 0.4 Fe - 0.1 Cu - (0.05-0.2) Mn - (4.5-5.5) Mg - (0.05-0.2) Cr - 0.1 Zn - (0.06-0.2) Ti.
  • the modified alloy essentially adds scandium to the 5356 alloy while removing Cr to obtain enhanced properties.
  • This new alloy generally comprises about (2.7-6.0) Mg - (0.02-10.0) Sc.
  • the scandium content more preferably ranges from about 0.1 to about 0.5, and even more preferably from about 0.2 to about 0.4, weight percent.
  • Another alloy is directed to a novel alloy which is particularly useful as a filler alloy and is a modification of Aluminum Association alloy 4043 which has a composition of (4.5-6.0) Si - 0.8 Fe - 0.3 Cu - 0.05 Mn - 0.05 Mg - 0.1 Zn - 0.2 Ti.
  • the new alloy essentially adds scandium to the 4043 alloy to obtain enhanced properties.
  • the new alloy generally comprises about (3.0-15.0) Si - (0.02-10.0) Sc.
  • the scandium content ranges from about 0.1 to about 0.5, and preferably from about 0.2 to about 0.4, weight percent.
  • the alloy further comprises titanium, preferably in the range of from about 0.01 to about 2.0, weight percent.
  • the new alloy includes about 0.1-1.5 combined weight percent of one or more grain refiners.
  • the alloy may comprise 0.01-0.8 weight percent beryllium.
  • the alloy consists essentially of about 5.3 Mg - 0.5 Sc - (0.2-0.8) grain refiners, and the remainder consisting essentially of aluminum and incidental impurities.
  • TCL Total Crack Length
  • the six specimens included three specimens of 6061 alloy and three specimens of a modification of the 6061 alloy ("M6061") .
  • the compositions of the alloys are set forth in Table 1.
  • the weld electrode ran a current of 80 amps and a voltage of 12 volts.
  • the travel speed of the electrode was 10 inches/minute and the diameter of the weld was 2.0 inches.
  • the specimens were each 0.156 inches thick.
  • EXAMPLE 2 Eight filler alloy specimens were tested for weld properties and compared to published data for 2319 filler alloy. The filler alloys were used to weld a 2014 base alloy metal, and the resulting welds were tested for Ultimate Tensile Strength ("UTS"), Yield Strength (“YS”) and Elongation. The specimens included modifications of the 2319 filler alloy in accordance with the above. The compositions of each alloy and the test results are set forth in Table 3.
  • the welding operation was performed by hand at a current of 90-120 amps. and a voltage of 12 volts.
  • Specimens 4-7 showed improvements in UTS and YS, but showed a decrease in elongation compared to 2310 filler alloy.
  • Specimen 8 showed increases in UTS and YS, but showed no change in elongation.
  • the six alloys included: 7075, 6061, 2618, and modifications of each of these alloys in accordance with the above (M7075, M6061 and M2618) .
  • the weight percent compositions of the specimens tested are set forth in Table 4.
  • the averages of the UTS, YS and Elongation for the three specimens of each alloy are set forth in Table 5.
  • alloys 7075 and M7075 it can be seen that the modification of alloy 7075 by removing chromium and adding scandium and zirconium resulted in a minor loss in a strength and approximately a 10% increase in elongation. It is believed that, upon optimization of heat treatment, the UTS and YS of the M7075 alloy will outperform the 7075 alloy.
  • the M2618 alloy showed a slight increase in UTS and YS and a loss in elongation compared to the 2618 alloy.
  • Scandium containing intermetallic phases Al 3 Sc and Al 3 (Sc x Zr 1 . x ) that form in an aluminum alloy can be exposed to elevated temperatures for long durations without hardness decreasing for up to 278 hours at a temperature of 350°C (ref. Elagin, V.I. et al., Soviet Author Certificate UDK 669.715793). It is well known that most aluminum alloys will display a significant drop in strength after exposure to elevated temperatures greater than about 100°C which is primarily due to coarsening of the strengthening precipitates. Accordingly, new compositions are disclosed herein that superimpose the thermal stability of Sc containing dispersoid particles with major alloying elements that provide solid solution strengthening and precipitation hardening.
  • the 7XXX type alloys are usually overaged to improve stress corrosion and exfoliation corrosion resistance with a concomitant strength reduction.
  • elements that form incoherent particles such as Cr and Mn and substituting Sc and Zr
  • an elongated grain structure can be obtained after a hot working operation followed by solution heat treatment and quenching. Because an elongated grain structure is more resistant to intergranular stress corrosion cracking relative to a recrystallized or partially recrystallized microstructure, the modified 7XXX type alloys can be aged to higher strength levels without sacrificing favorable corrosion characteristics.
  • alloys such as 7075 or Al-Cu-Li alloys are more susceptible to cracking during large rolling reductions than alloys that are designed using the principle of replacing the existing grain refiners with Sc or Sc + Zr.
  • the alloys that are designed using this principle thereby offer improved hot working characteristics that are applicable to rolling, forging and extrusion. This enhanced hot forming capability can be exploited by producing larger extrusions or forgings that would otherwise require press forces that exceed the capacity of the extrusion or forging press.
  • Aluminum alloys that are cold rolled to thin gages have sufficient stored energy to overcome the grain boundary pinning effect of dispersoid particles so that recrystallization occurs during subsequent solution heat treatment.
  • alloys with Sc + Zr are more resistant to recrystallization and grain growth that often occurs after warm working and then repeating the full heat treatment sequence. Consequently, the new alloy system will display improved forming characteristics and properties of the final product over that previously attained.
  • the specific alloy design approach to improve the properties and processing characteristics of alloys involves removal of conventional grain refining elements such as Ti, Mn, Cr, TiB 2 and V, and replacing these elements with Sc or Sc + Zr in combination with at least one of the major aluminum alloying elements such as Zn, Cu, Mg, Li and Si.
  • a broad range for Sc can be claimed from 0.02 to 10 weight percent, with the amount of Sc additions being proportional to the solidification rate, for example the solubility of Sc can be increased by using techniques such as rapid solidification.
  • the equilibrium solid solubility of Sc in aluminum has been reported at about 0.50 weight percent.
  • Most aluminum alloys with high solute levels will contain Sc additions of 0.05 to 0.30 weight percent, and most commonly, 0.20 weight percent. Alloying with Sc additions to this lower level will enable good mechanical properties and processing characteristics without the formation of coarse, Sc containing primary particles.
  • Zirconium can enhance the effect of Sc by forming a complex dispersoid phase that provides the beneficial property and processing characteristics previously discussed. Up to 2.0 weight percent Zr can be added using rapid solidification. Most alloys will contain 0.10 to 0.20 Zr, and most typically, 0.12 weight percent Zr. Filler alloys can contain up to 1.0 weight percent Zr, with a more practical range of 0.10 to 0.40 weight percent, and typically, 0.20 weight percent.
  • the new wrought aluminum alloy systems are produced using conventional processing methods which include homogenization of the as-cast billet, warm working that can be followed by cold working, solution heat treatment, quenching, cold work to reduce the residual stress of the quench or to stimulate nucleation of strengthening precipitates and a final step that includes ambient or elevated temperature aging for high strength.
  • processing methods which include homogenization of the as-cast billet, warm working that can be followed by cold working, solution heat treatment, quenching, cold work to reduce the residual stress of the quench or to stimulate nucleation of strengthening precipitates and a final step that includes ambient or elevated temperature aging for high strength.
  • combinations of two and three step aging or combinations of aging with an intermediate warm or cold working step followed by additional aging can be employed.
  • adding scandium and/or zirconium to binary 2XXX, ternary 2XXX, elevated temperature 2XXX, 4XXX, 5XXX, 6XXX, high strength 7XXX, weldable 7XXX, Al-Cu-Li-Mg and Al-Mg-Li aluminum-based alloys improves one or more properties of the alloy, including tensile strength, compressive strength, elevated temperature strength and creep resistance, stress corrosion resistance with equivalent strength, strength with equivalent stress corrosion resistance, weld strength, especially when using scandium containing filler alloy, fatigue strength, fracture toughness, weldability, especially when using scandium containing filler alloy, cold formability, superplastic forming characteristics, extrudability, retention of an unrecrystallized microstructure after cold rolling and solution heat, and hot formability.
  • the M2618 alloy is suitable for use in motorbike components and in snowmobiles. Due to the improved tensile strength, compressive strength, elevated temperature strength and creep resistance, fatigue strength, retention of an unrecrystallized microstructure after cold rolling and solution heat and hot formability of such modified 2XXX type alloys, using such modified 2XXX in components for recreational products allows for reduced thickness of the various above-noted bicycle components, which reduces the weight of the bicycle. Such weight reductions can increase the rider's speed. With regard to motorbikes and/or snowmobiles, using modified 2XXX alloys can reduce the gages of tanks, components and other portions of the frame, which results in a lighter weight motorbike and/or snowmobile.
  • 2XXX type alloys modified in accordance with the above may be used in a variety of aerospace structures.
  • reduced gages of sheets of such modified 2XX type alloys may be used for the lower wing skins, fuselage frames, fuselage skins, leading edges, propellers, engine structure and inlet ducts, supersonic transport skins, avionic equipment mountings and cases, and/or integrally stiffened extruded barrel panels on aircraft to reduce the weight of the aircraft while maintaining the load carrying capability of
  • Launch vehicle structures such as propellant tanks, including domes, skirt structures, inner tank structures, and isogrid structures, and integrally stiffened extruded barrel panels, containing such modified 2XXX may reduce the gages of sheets, extrusions and/or plates, which can result in significant weight reductions while maintaining the load carrying capability of the specific structures.
  • 2XXX type alloys modified in accordance with the above may also be used in ground transportation structures such as components for automobiles, trucks, trailers, trains, construction equipment and/or people movers, such as shuttle buses and monorails.
  • components comprising such modified 2XXX may include bumpers, sheet products (body panels, hoods, doors, inner panels) , seat frames, connecting rods, armor plates, suspension parts and mounting brackets and details.
  • Such modified 2XXX type alloys may be used in order to reduce the gages and/or thickness and/or cross-sectional area of extrusion walls, stiffeners, sheets and/or components while maintaining performance in crash scenarios, for a number of cycles, and, for armor plates, performance in ballistic testing.
  • additive of (0.02-10) Sc and/or (0.01-1) Zr to 6XXX type alloys may achieve one or more of the recited improvements in properties and processing.
  • modified 6XXX type alloys such as the above-described M6061 alloy, are especially useful in certain recreational and athletic structures and products and in ground transportation structures.
  • modified 6XXX type alloys are especially suited for use in recreational products, such as bicycle components (handle bars, pedals, seat posts, handle bar stems, wheel rims, cranks, crank arms, handle bar extensions, brake mechanisms, spokes, bottle cages, racks, derailleurs, saddles, suspension forks) and racquets (e.g., tennis, squash, badminton, racquetball, etc) .
  • bicycle components handle bars, pedals, seat posts, handle bar stems, wheel rims, cranks, crank arms, handle bar extensions, brake mechanisms, spokes, bottle cages, racks, deraille, saddles, suspension forks
  • racquets e.g., tennis, squash, badminton, racquetball, etc
  • racquets e.g., tennis, squash, badminton, racquetball, etc.
  • thinner walled racquets may be fabricated with such modified 6XXX alloys, resulting in a lighter
  • modified 6XXX type alloys may be used. More specifically, due to improved tensile strength, compressive strength, stress corrosion resistance with equivalent strength, strength with equivalent stress corrosion resistance, weld strength (especially when using a Sc containing filler alloy) , fatigue strength, weldability, especially when using a Sc containing filler alloy, cold formability, extrudability, retention of an unrecrystallized microstructure after cold rolling and solution heat treatment, and hot formability, automotive space frames, sheet products (body panels, hoods, doors, inner panels) , seat frames and mounting brackets and details composed of such modified 6XXX type alloys, such as the above-described M6061 alloy, allow for reduced gages and/or thickness of the extrusion structures and components while maintaining performance in crash scenarios and load carrying capability and may also provide for reduced cross-sectional areas of brackets.
  • modified 7XXX alloys in components for recreational products allows for reduced wall thicknesses and cross-sections, thinner-walled tubes, and/or reduced gages of sheet, extrusions and/or plates of the various above-noted products and components thereof, which reduces the weight of such recreational and athletic products while maintaining or improving performance characteristics, such as velocity, accuracy, stiffness, balance, durability, strength, stored energy, resistance to buckling, fatigue, corrosion and/or bending and/or decreasing the occurrence of weld joint failures.
  • fabricating sail masts from such high strength modified 7XXX type alloys may improve the balance of the sailboat and improve racing speed while maintaining corrosive resistance in the marine environment.
  • thinner walled racquets may be fabricated with such modified 7XXX alloys, resulting in a lighter weight racquet, which can increase the velocity of a person's swing.
  • thinner walled tubes may be fabricated from such modified 7XXX alloys for use in wheelchairs and bicycles while reducing weight of the structure and achieving sufficient durability in the tubes and joints.
  • modified 7XXX type alloys such as the above- described M7075 alloy
  • M7075 alloy may be used in certain components for aerospace structures due to the improved tensile strength, compressive strength, elevated temperature strength and creep resistance, stress corrosion resistance with equivalent strength, strength with equivalent stress corrosion resistance, weld strength, especially when using scandium containing filler alloy, fatigue strength, fracture toughness, weldability, especially when using scandium containing filler alloy, cold formability, superplastic forming characteristics, extrudability, retention of an unrecrystallized microstructure after cold rolling and solution heat, and/or hot formability.
  • modified 7XXX type alloys are particularly useful in aircraft components and structures, such as upper and lower wing skins, seat tracks, fuselage skins and frames, stringers, floor beams, cargo tracks, propellers, avionic equipment mountings and cases, and/or leading edges, and in launch vehicle components, such as propellant tanks, including domes, skirt structures, inner tank structures and/or isogrid structures.
  • modified 7XXX type alloys according to the present invention may be used to fabricate integrally stiffened extruded barrel panels for both aircraft and launch vehicles.
  • Advantages to using such modified 7XXX include reducing the gages of sheets, extrusions and/or plates to save weight while maintaining load carrying capability, using thinner extrusion walls to reduce the weight of the seat tracks, changing the geometry of the stringer to take advantage of the improved properties, decrease the cross- sectional area to reduce weight of the structure and/or reducing the wall thickness to save weight while maintaining load carrying capability.
  • modified 7XXX type alloys may be used in certain components for ground transportation structures due to improved tensile strength, compressive strength, elevated temperature strength and creep resistance, stress corrosion resistance with equivalent strength, strength with equivalent stress corrosion resistance, weld strength, especially when using scandium containing filler alloy, fatigue strength, fracture toughness, weldability, especially when using scandium containing filler alloy, cold formability, superplastic forming characteristics, extrudability, retention of an unrecrystallized microstructure after cold rolling and solution heat, and hot formability.
  • modified 7XXX type alloys such as the above-described M7075 alloy
  • modified 7XXX type alloys due to the improved tensile strength, compressive strength, stress corrosion resistance with equivalent strength, strength with equivalent stress corrosion resistance, weld strength, especially when using scandium containing filler alloy, fatigue strength, fracture toughness, weldability, especially when using scandium containing filler alloy, cold formability, superplastic forming characteristics and/or hot formability.
  • modified 7XXX type alloys such as the above-described M7075 alloy, may be used in torpedo casings, sea launched missiles and naval fighter aircraft to reduce the thickness of walls while maintaining performance.
  • bicycles components of reduced thickness may be fabricated from such modified 5XXX type alloys to reduce bicycle weight and increase the rider's speed.
  • thinner or reduced gages for walls and/or tubes may be fabricated from such modified 5XXX type alloys while improving performance characteristics of the product, such as weight, velocity, durability, strength, balance and/or resistance to buckling and/or corrosion.
  • modified 5XXX type alloys such as the above-described M5356 alloy
  • M5356 alloy are particularly suited to use in certain aerospace structures, namely, lower wing skins and integrally stiffened extruded barrel panels for both aircraft and launch vehicles, and in other launch vehicle components (e.g., skirt structures, isogrid structures) .
  • modified 5XXX type alloys such as the above-described M5356 alloy
  • modified 5XXX type alloys may be used in automotive space frames, bumpers, sheet products (e.g., body panels, hoods, doors, inner panels) , seat frames, liquid and cryogenic liquid transportation tanks, people movers (shuttle buses, monorails, etc.), suspension parts and/or mounting brackets and details due to the improved tensile strength, compressive strength, stress corrosion resistance with equivalent strength, strength with equivalent stress corrosion resistance, weld strength (especially when using a Sc containing filler alloy) , fatigue strength, weldability (especially when using scandium containing filler alloy) , cold formability, superplastic forming characteristics, extrudability, retention of an unrecrystallized microstructure after cold rolling and solution heat and/or hot formability of such modified 5XXX type alloys.
  • modified 5XXX type alloys such as the above-described M5356 alloy
  • M5356 alloy have been found to be especially useful in canoes and kayaks, torpedo casings, scuba diving tanks, sea launched missiles, naval fighter aircraft, ferries, yachts and recreational boats as such modified 5XXX type alloys exhibit improved tensile strength, compressive strength, stress corrosion resistance with equivalent strength, strength with equivalent stress corrosion resistance, weld strength, especially when using scandium containing filler alloy, fatigue strength, fracture toughness, weldability, especially when using scandium containing filler alloy, cold formability, superplastic forming characteristics, retention of an unrecrystallized microstructure after cold rolling and solution heat, and/or hot formability.
  • modified 5XXX type alloys By utilizing such modified 5XXX type alloys in these marine structures, wall thickness of such structures and components may be reduced while maintaining performance.
  • plate and sheet gages may be reduced and components in the structure and engine may be decreased in size while maintaining performance characteristics. It has also been found that addition of (0.02-10) Sc and/or (0.01-1) Zr to 4XXX type alloys achieves one or more of the recited improvements in properties and processing and such modified 4XXX type alloys are especially suited for use in athletic and recreational products, ground transportation structures and marine structures.
  • modified 4XXX type alloys such as the above-described M4043 alloy
  • M4043 alloy are especially useful in motorbike components and snowmobiles due to improved tensile strength, compressive strength, elevated temperature strength and creep resistance, fatigue strength, weldability (especially when using a Sc containing filler alloy) .
  • These enhanced properties may be exploited by reducing gages of motorcycle components.
  • certain ground transportation structures have been identified in which modified 4XXX type alloys are well suited due to its improved tensile strength, compressive strength, elevated temperature strength and creep resistance, fatigue strength, weldability, especially when using scandium containing filler alloy, extrudability and/or hot formability.
  • modified 4XXX type alloys such as the above-described M4043 alloy
  • people movers e.g., shuttle buses, monorails, etc.
  • transmission housings e.g., gearbox, gearbox, etc.
  • pistons e.g., pistons, pistons and cylinder heads.
  • modified 4XXX type alloys one or more of the above-listed improved properties and processing may be exploited by reducing the gages of components and major portions of the vehicle body or by reducing the wall thickness of transmission housings.
  • the size of the cylinder heads and the pistons may also be reduced due to the improved properties and processing.
  • Al-Cu-Li-Mg alloys are especially suited for use in recreational products, aerospace structures, ground transportation structures and marine structures.
  • modified Al-Cu-Li-Mg alloys such as the above-described M2195 alloy, are especially useful in recreational structures such as archery arrows, hockey sticks, bicycle frames, bicycle components (e.g., handle bars, pedals, seat posts, handle bar stems, wheel rims, cranks, crank arms, handle bar extensions, brake mechanisms, spokes, bottle cages, racks, derailleurs, saddles, suspension forks) , golf shafts, golf club heads, racquets (
  • thin gages may be used to obtain high strength products, such as archery arrows, and wall thicknesses may be reduced while reducing weight of the component or product and while increasing stiffness, durability in the tubes and joints, resistance to buckling, and/or bending resistance.
  • modified Al-Cu-Li-Mg alloys such as M2195 are also useful in aerospace structures due to the improved tensile strength, compressive strength, elevated temperature strength and creep resistance, stress corrosion resistance with equivalent strength, strength with equivalent stress corrosion resistance, weld strength, especially when using scandium containing filler alloy, fatigue strength, fracture toughness, weldability, especially when using scandium containing filler alloy, cold formability, superplastic forming characteristics, extrudability, retention of an unrecrystallized microstructure after cold rolling and solution heat and/or hot formability.
  • modified Al-Cu-Li-Mg alloys have been found to be useful in aircraft components such as upper wing skins, seat tracks, fuselage frames and skins, stringers, floor beams, cargo tracks, leading edges, propellers, engine structures and inlet ducts, supersonic transport skins, avionic equipment mountings and cases and integrally stiffened extruded barrel panels, and in launch vehicle components, such as propellant tanks, including domes, skirt structures, inner tank structures, isogrid structures and integrally stiffened extruded barrel panels. Due to the enhanced properties and processing of such modified Al-Cu-Li-Mg alloys, weight of the structures may be reduced by reducing gages of sheets, cross-sectional areas, plates and extrusions and thicknesses of walls while maintaining load carrying capability.
  • modified Al-Cu-Li-Mg alloys such as M2195 are particularly useful in ground transportation structures due to the improved tensile strength, compressive strength, elevated temperature strength and creep resistance, stress weld strength, especially when using scandium containing filler alloy, fatigue strength, fracture toughness, weldability, especially when using scandium containing filler alloy, extrudability and/or hot formability.
  • modified Al-Cu-Li-Mg alloys have been identified as especially useful in connecting rods and armor plating as the thickness of the structure may be reduced while maintaining performance characteristics for a number of cycles and in ballistic testing, respectively.
  • modified Al-Cu- Li-Mg alloys are also suited for use in certain marine structures due to the improved tensile strength, compressive strength, stress corrosion resistance with equivalent strength, strength with equivalent stress corrosion resistance, weld strength, especially when using scandium containing filler alloy, fatigue strength, fracture toughness, weldability, especially when using scandium containing filler alloy, cold formability, superplastic forming characteristics and/or hot formability.
  • modified Al-Cu-Li-Mg alloys may be used in naval fighter aircraft to reduce the thickness of structural components while maintaining performance.
  • modified Al-Li-Mg alloys are composed of (2.0-8.0) Mg - (0.20-2.5) Li - (0.05-0.60) Sc - (0.05-0.30) Zr with the remainder including aluminum.
  • modified Al-Li-Mg alloys are especially suited for use in recreational products, aerospace structures and marine structures.
  • modified Al-Li-Mg alloys are especially useful in recreational structures such as ski poles, hockey sticks, bicycle frames, bicycle components
  • gages of sheet and wall thicknesses may be reduced while reducing weight of the component or product and while increasing stiffness, durability in the tubes and joints, resistance to buckling, and/or bending resistance.
  • modified Al-Li-Mg alloys are also useful in aerospace structures due to the improved tensile strength, compressive strength, stress corrosion resistance with equivalent strength, strength with equivalent stress corrosion resistance, weld strength, especially when using scandium containing filler alloy, fatigue strength, weldability, especially when using scandium containing filler alloy, cold formability, superplastic forming characteristics, retention of an unrecrystallized microstructure after cold rolling and solution heat and/or hot formability.
  • modified Al-Li-Mg alloys have been found to be useful in aircraft components such as upper wing skins, floor beams and integrally stiffened extruded barrel panels, and in launch vehicle components, such as propellant tanks, including domes, skirt structures, inner tank structures, isogrid structures and integrally stiffened extruded barrel panels. Due to the enhanced properties and processing of such modified Al-Li-Mg alloys, weight of the structures may be reduced by reducing gages of sheets, cross-sectional areas, plates and extrusions and thicknesses of walls while maintaining load carrying capability.
  • modified Al-Li- Mg alloys are also suited for use in certain marine structures due to the improved tensile strength, compressive strength, stress corrosion resistance with equivalent strength, strength with equivalent stress corrosion resistance, weld strength, especially when using scandium containing filler alloy, fatigue strength, fracture toughness, weldability, especially when using scandium containing filler alloy, cold formability, superplastic forming characteristics, retention of an unrecrystallized microstructure after cold rolling and solution heat and/or hot formability.
  • such modified Al-Li-Mg alloys may be used in canoes and kayaks, torpedo casings, scuba diving tanks, sea launched missiles, naval fighter aircraft, ferries, yachts and recreational boats to reduce the thickness of walls, to decrease plate and sheet gages and to reduce the size of components in the structure and engine while maintaining performance.
  • a new alloy system may be characterized as a high strength 7XXX alloy system using the Aluminum Association classification system.
  • the alloy system comprises about (4.5 - 10) Zn,
  • the grain refining system comprises (0.05 - 0.60) Sc and (0.05 - 0.30) Zr. It may be desirable to include elements that are miscible with
  • Sc such as Y, Hf, Ti or Lanthanide elements in the range of 0.05 to 1.0 weight percent. Elements typically used for grain refinement in this alloy system such as Cr, V and Mn are effectively removed. Specific embodiments which utilize the alloy design principles include: Al - 7.4 Zn - 3.0 Mg - 2.1 Cu - 0.20 Sc - 0.12 Zr
  • the new alloy system in accordance with the principles of the present invention is a weldable 7XXX alloy system using the Aluminum Association classification system.
  • the alloy system comprises about (4.5 - 10) Zn and (1.0 - 3.5) Mg.
  • the grain refining system comprises (0.05 - 0.60) Sc and (0.05 - 0.30) Zr. It may be desirable to include elements that are miscible with Sc such as Y, Hf, Ti or Lanthanide elements in the range of 0.05 to 1.0 weight percent. Elements typically used for grain refinement in this alloy system such as Cr, V and Mn are effectively removed. Specific embodiments which utilize the alloy design principles include:
  • the new alloy system in accordance with the principles of the present invention is a binary Al-Cu 2XXX alloy system using the Aluminum Association classification system.
  • the alloy system comprises about (2.0 - 7.0) Cu.
  • the grain refining system comprises (0.05 - 0.60) Sc and (0.05 - 0.30) Zr. It may be desirable to include elements that are miscible with Sc such as Y, Hf, Ti or Lanthanide elements in the range of 0.05 to 1.0 weight percent. Elements typically used for grain refinement in this alloy system such as V and Mn are effectively removed. Specific embodiments which utilize the alloy design principles include: Al - 6.0 Cu - 0.20 Sc - 0.18 Zr
  • the new alloy system in accordance with the principles of the present invention is a ternary Al-Cu-Mg 2XXX alloy system using the Aluminum Association classification system.
  • the alloy system comprises about (2.0 - 7.0) Cu and (0.20 - 2.0) Mg.
  • the grain refining system comprises (0.05 - 0.60) Sc and (0.05 - 0.30) Zr. It may be desirable to include elements that are miscible with Sc such as Y, Hg, Ti or Lanthanide elements in the range of 0.05 to 1.0 weight percent. Elements typically used for grain refinement in this alloy system such as V and Mn are effectively removed. Specific embodiments which utilize the alloy design principles include:
  • Mg - 0.20 Sc - 0.18 Zr Elements such as Ag, Mg, Zn, Ge, Sn, Cd, In and Ca may be introduced singly or in combination with one another to serve as nucleation aids for strengthening precipitates and to modify the size and distribution of G.P. zones.
  • the elements that assist nucleation of precipitates can be added in the range of 0.02 to 0.50 weight percent.
  • the total Fe + Si content should be below about 0.50 weight percent. Alloys in this category are advantageous in athletic equipment, aerospace structures and some ground transportation systems.
  • the new alloy system in accordance with the principles of the present invention is an elevated temperature 2XXX alloy system using the Aluminum Association classification system.
  • the alloy system comprises about (2.0 - 7.0) Cu and (0.20 - 2.0) Mg.
  • Additions of Fe and Ni can be made in ranges of 0.50 to 1.5 weight percent each when it is desirable to provide intermetallic phases with high melting point.
  • the grain refining system comprises (0.05 - 0.60) Sc and (0.05 - 0.30) Zr. It may be desirable to include elements that are miscible with Sc such as Y, Hf, Ti or Lanthanide elements in the range of 0.05 to 1.0 weight percent. Elements typically used for grain refinement in this alloy system such as V and Mn are effectively removed. Specific embodiments which utilize the alloy design principles include:
  • Elements such as Ag, Zn, Ge, Sn, Cd, In and Ca may be introduced singly or in combination with one another to serve as nucleation aids for strengthening precipitates and to modify the size and distribution of G.P. zones.
  • the elements that assist nucleation of precipitates can be added in the range of 0.02 to 0.50 weight percent.
  • the total Fe + Si content should be below about 0.50 weight percent for alloys in which Fe additions are not made. Alloys in this category are advantageous in aerospace structures that are subjected to elevated temperatures and engine components in ground transportation systems, including recreational ground transportation systems such as motorcycles.
  • the new alloy system in accordance with the principles of the present invention is an Al-Cu-Li-Mg alloy system that can be classified as a 2XXX or 8XXX alloy using the Aluminum Association classification system.
  • the alloy system comprises about (2.0 - 7.0) Cu, (0.20 - 2.5) Li and (0.05 - 2.0) Mg.
  • the grain refining system comprises (0.05 - 0.60) Sc and (0.05 - 0.30) Zr. It may be desirable to include elements that are miscible with Sc such as Y, Hf, Ti or Lanthanide elements in the range of 0.05 to 1.0 weight percent.
  • Specific embodiments which utilize the alloy design principles include: Al - 4.0 Cu - 0.80 Li - 0.40 Mg - 0.20 Sc - 0.14 Zr
  • Elements such as Zn, Ge, Sn, Cd, In and Ca may be introduced singly or in combination with one another to serve as nucleation aids for strengthening precipitates and to modify the size and distribution of G.P. zones.
  • the elements that assist nucleation of precipitates can be added in the range of 0.02 to 0.50 weight percent.
  • the total Fe + Si content should be below about 0.50 weight percent. Alloys in this category are advantageous in high end athletic equipment and aerospace structures.
  • the new alloy system in accordance with the principles of the present invention is an Al-Mg-Li alloy system that can be classified as a 5XXX alloy using the Aluminum Association classification system.
  • the alloy system comprises about (2.0 - 8.0) Mg and (0.50 - 2.5) Li.
  • the grain refining system comprises (0.05 - 0.60) Sc and (0.05 - 0.30) Zr. It may be desirable to include elements that are miscible with Sc such as Y, Hg, Ti or Lanthanide elements in the range of 0.05 to 1.0 weight percent.
  • Specific embodiments which utilize the alloy design principles include: Al - 5.5 Mg - 2.0 Li - 0.20 Sc - 0.12 Zr
  • Elements such as Ag, Zn, Ge, Sn, Cd, In and Ca may be introduced singly or in combination with one another to serve as a nucleation aids for strengthening precipitates and modify the size and distribution of G.P. zones.
  • the elements that assist nucleation of precipitates can be added in the range of 0.02 to 0.50 weight percent.
  • the total Fe + Si content should be below about 0.50 weight percent. Alloys in this category are advantageous in high end athletic equipment, aerospace structures and marine structures.
  • the new alloy system in accordance with the principles of the present invention is an Al-Mg alloy system that can be classified as a 5XXX alloy using the Aluminum Association classification system.
  • the alloy system comprises about (1.0 - 10.0) Mg.
  • the grain refining system comprises (0.05 - 0.60) Sc and (0.05 - 0.30) Zr. It may be desirable to include elements that are miscible with Sc such as Y, Hf, Ti or Lanthanide elements in the range of 0.05 to 1.0 weight percent. Elements typically used for grain refinement in this alloy system such as Cr and Mn are effectively removed.
  • Specific embodiments which utilize the alloy design principles include: Al - 4.0 Mg - 0.20 Sc - 0.12 Zr
  • Alloys in this category are advantageous in high end athletic equipment, aerospace structures, automotive components and marine structures.
  • the new alloy system in accordance with the principles of the present invention is an Al-Si-Mg alloy system that can be classified as a 6XXX alloy using the Aluminum Association classification system.
  • the alloy system comprises about (0.10 - 2.0) Si and (0.60 - 1.5) Mg.
  • the grain refining system comprises (0.05 - 0.60) Sc and (0.05 - 0.30) Zr. It may be desirable to include elements that are miscible with Sc such as Y, Hf, Ti or Lanthanide elements in the range of 0.05 to 1.0 weight percent. Elements typically used for grain refinement in this alloy system such as Cr and Mn are effectively removed. Specific embodiments which utilize the alloy design principles include: Al - 0.60 Si - 1.0 Mg - 0.20 Sc - 0.12 Zr Al - 0.60 Si - 1.0 Mg - 0.20 Sc - 0.12 Zr - 0.80 Cu
  • the total Fe content should be below about 0.50 weight percent. Alloys in this category are advantageous in athletic equipment, aerospace structures, automotive components and marine structures.
  • the new alloy system in accordance with the principles of the present invention is an Al-Si alloy system that can be classified as a 4XXX alloy using the Aluminum Association classification system.
  • the alloy system comprises about (3.5 - 15.0) Si, (0.05 - 3.0) Mg and (0.05 - 1.5) Ni .
  • the grain refining system comprises (0.05 - 0.60) Sc and (0.05 - 0.30) Zr. It may be desirable to include elements that are miscible with Sc such as Y, Hf, Ti or Lanthanide elements in the range of 0.05 to 1.0 weight percent. Elements typically used for grain refinement in this alloy system such as Cr and Mn are effectively removed. Specific embodiments which utilize the alloy design principles include: Al - 12.0 Si - 1.0 Mg - 0.90 Ni - 0.20 Sc - 0.12 Zr
  • the total Fe content should be below about 0.50 weight percent. Alloys in this category are advantageous in bearing applications in aerospace, automotive and marine engine components.
  • Specific athletic or recreational equipment that would benefit from many of the alloys disclosed include baseball or softball bats, archery arrows, ski poles, hockey sticks, bicycle frames, bicycle components (handle bars, pedals, seat posts, handle bar stems, wheel rims, cranks, crank arms, handlebar extensions, brake mechanisms, spokes, bottle cages, racks deraille, saddles, suspension forks) , golf shafts, golf club heads, racquets (tennis, squash, badminton, racquetball, etc.), athletic wheel chairs, tent poles, snow shoes, backpack frames, wind surfing frames, lacrosse sticks, sailboat masts and booms, javelins, motorbikes, motorbike components, jetskis and snowmobiles.
  • Specific aerospace structures and components that would benefit from many of the alloys disclosed include aircraft upper wing skins, aircraft lower wing skins, aircraft seat tracks, aircraft fuselage skin, aircraft fuselage frames, aircraft stringers, aircraft floor beams, aircraft cargo tracks, aircraft leading edges, aircraft engine structure and inlet ducts, aircraft supersonic transport skins, launch vehicle propellant tanks domes, launch vehicle skirt structures, launch vehicle inner tank structures, launch vehicle isogrid structures and integrally stiffened extruded barrel panels for both aircraft and launch vehicles.
  • Specific ground transportation structures and components that would benefit from many of the alloys disclosed include automotive space frames, bumpers, sheet products, (body panels, hoods, doors, inner panels) , seat frames, connecting rods, armor plate, liquid and cryogenic liquid transportation tanks, people movers (shuttle buses, monorails, etc.), suspension parts, mounting brackets and details, transmission housings, pistons and cylinder heads.
  • Specific marine structures and components that would benefit from many of the alloys disclosed include canoes and kayaks, torpedo casings, scuba diving tanks, sea launched missiles, naval fighter aircraft, ferries, yachts and recreational boats.
  • there are aluminum alloys available with much higher yield strength values such as 7001 (90 ksi) or 7075 (75 ksi).
  • Alloys 7001 and 7075 are highly susceptible to hot cracking during welding and are not used in welded structures. This cracking tendency can be attributed to the high solute levels of Zn and Mg combined with the effect of Cu in increasing the solidification range.
  • the alloys are most similar to 7001 with less Zn content.
  • Three 5XXX type filler alloys were also fabricated for use in welding trials with the two newly configured 7XXX alloys.
  • two new filler alloys were produced using Ti + Sc for one variant and Sc alone for the other variant.
  • equations can be set up to determine the tube thickness that can be used with a new alloy to take advantage of the high strength levels.
  • the stress state of any tube in a bike frame is primarily bending. Accordingly, a designer would consider basic engineering equations for the yielding moment of inertia M y , which should be avoided to prevent permanent yielding of the tube.
  • the value d is the inside diameter of the tube and D is the outside diameter of the tube.
  • mainstay bicycle alloy 7005 can be set equal to one another to determine the ultimate weight reduction of a frame implementing the new alloy, in other words:
  • yield strength values of 7X01 (90 ksi) and 7005 (40 ksi) can then be entered into the equation along with a value for the outside diameter of the existing 7005 tube design, 1.5 inches, and the inside diameter of the existing
  • 7005 tube 1.44 inches. This gives a wall thickness of 0.060 inches for the 7005 tube.
  • the calculated inside diameter of the new 7001 tube for a bike frame is 1.475 inches or a wall thickness of 0.025 inches.
  • a new frame design using the new weldable, high strength alloy can weigh less than half that of the existing bike frame.
  • a four pound frame can be substituted for a frame that is less than two pounds. A weight reduction of this magnitude would give a rider a significant increase in climbing ability.
  • Aluminum alloys are competitive with most high strength steel and titanium alloys at ambient temperature when density is taken into consideration. When service temperatures exceed about 100°C, aluminum alloys begin experiencing a loss in strength and strength values drop to less that half of the ambient temperature strength value when temperatures exceed 200°C. Out of all aluminum alloys, alloy 2618 (Al - 2.4 Cu - 1.0 Ni - 1.0 Fe - 0.20 Si) is the leading alloy for use where elevated temperatures are encountered. Current demanding applications that are now utilizing this alloy include the
  • each of the alloys was then solution heat treated at 490°C for one hour, water quenched, stretched 5% and then aged at different time intervals at 180°C. A three point bend test was then used to evaluate the 0.2% offset strength at each time interval. As Table 2 indicates, the Sc and Zr additions provide up to a 73% strength advantage over the mainstay elevated temperature alloy 2618. It is observed that the 0.15 Sc level affords higher strength than the 0.45 Sc level for these aging parameters.

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Abstract

Procédé d'assemblage d'une structure à l'aide d'un alliage d'apport comportant de l'aluminium et du scandium, qui consiste généralement à sélectionner des parties de structure constituées d'aluminium et/ou d'un alliage d'aluminium et à souder lesdites parties ensemble avec un alliage d'apport aluminium-scandium. A l'instar de l'alliage d'apport, les parties peuvent également contenir du scandium. Dans un mode de réalisation, l'alliage d'apport et/ou les parties contiennent aussi du zirconium. Un procédé d'assemblage d'un cadre de bicyclette est également décrit. Ledit procédé consiste à former un premier tube, dont au moins une partie contient du scandium, à former un second tube, dont au moins une partie contient du scandium, et à assembler les premier et second tubes ensemble. Un certain nombre d'alliages à base d'aluminium qui possèdent des propriétés améliorées sont également décrits. Les alliages comportent du scandium en combinaison avec d'autres métaux d'alliage tels que, par exemple, du zirconium, du cuivre, du magnésium et du silicium. De plus, des applications pour des alliages d'aluminium contenant du scandium avec ou sans ajout de zirconium sont décrites. Ces aluminiums modifiés possèdent des propriétés et des caractéristiques de traitement améliorées et, en tant que tels, conviennent particulièrement pour les structures et éléments de loisirs et de gymnastique, ainsi que dans certains éléments et structures aérospatiaux, de transport au sol et marins.
EP95921434A 1994-05-25 1995-05-24 Alliages aluminium-scandium et leurs utilisations Ceased EP0760727A1 (fr)

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US08/410,801 US5620652A (en) 1994-05-25 1995-03-27 Aluminum alloys containing scandium with zirconium additions
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RU2754792C1 (ru) * 2016-03-28 2021-09-07 Российская Федерация Деформируемый сплав на основе алюминия
US11471984B2 (en) 2018-06-28 2022-10-18 Scandium International Mining Corporation Control of recrystallization in cold-rolled AlMn(Mg)ScZr sheets for brazing applications

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