EP2789707B1 - Method for producing a motor vehicle chassis component - Google Patents

Method for producing a motor vehicle chassis component Download PDF

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Publication number
EP2789707B1
EP2789707B1 EP14154800.8A EP14154800A EP2789707B1 EP 2789707 B1 EP2789707 B1 EP 2789707B1 EP 14154800 A EP14154800 A EP 14154800A EP 2789707 B1 EP2789707 B1 EP 2789707B1
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EP
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Prior art keywords
heat treatment
chassis component
temperature
minutes
treatment stage
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EP14154800.8A
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German (de)
French (fr)
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EP2789707A1 (en
Inventor
Anders Artelius
Yngve Langsrud
Lars Lodgaard
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Benteler Automobiltechnik GmbH
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Benteler Automobiltechnik GmbH
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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
    • 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
    • C22C21/06—Alloys based on aluminium with magnesium as the next major constituent
    • C22C21/08—Alloys based on aluminium with magnesium as the next major constituent with silicon
    • 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
    • C22F1/05—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 of alloys of the Al-Si-Mg type, i.e. containing silicon and magnesium in approximately equal proportions

Definitions

  • the invention relates to a method for producing a motor vehicle chassis component, in particular a spring link or a guide link, in which a semifinished product made of light metal or a light metal alloy, in particular of a AIMgSi wrought alloy is formed in one or more shaping processing steps to the chassis component.
  • Chassis components made of light metal or a light metal alloy are used both for production-related aspects and because of the energy absorption capacity and for reasons of weight reduction to reduce fuel consumption and reduce emissions.
  • Intergranular corrosion is a specific manifestation of selective corrosion that can occur in most alloys under appropriate conditions and along the grain boundaries.
  • intergranular corrosion The tendency of a material to intergranular corrosion is primarily a consequence of the alloy composition and manufacturing conditions. It is known that the intercrystalline corrosion sensitivity is promoted by insufficient quenching rates after solution annealing, e.g. B. when cooling on the extruder or in thick material cross-sections.
  • the occurrence of intergranular corrosion can be alleviated by permanent surface protection measures, such as anodization, coating or cathodic protection.
  • permanent surface protection measures such as anodization, coating or cathodic protection.
  • DE 695 02 508 T2 describes a method for producing articles of AlSiMgCu alloy and such a rolled or extruded article intended to have improved intercrystalline corrosion resistance.
  • From the CH 500 287 A discloses a process for heat treating an aluminum-base alloy, the alloy further containing copper, magnesium and zinc.
  • the alloy is heated to a temperature between 460 ° C and 477 ° C for a time sufficient for the components of the alloy to enter solid solution.
  • the alloy is then quenched with water and the alloy is then aged by first maintaining it at a temperature between 96 ° C and 107 ° C for 6 to 10 hours and then at a temperature between 149 ° C and 193 ° for 2 to 48 hours C heated.
  • the CH 218 418 A discloses a method of manufacturing an aluminum alloy article.
  • the alloy is subjected to a heat treatment increasing the strength properties and the resistance to intergranular corrosion and stress corrosion.
  • the alloy should be tempered after homogenization at temperatures below 150 ° C.
  • a heat treatment process for an aluminum alloy is known.
  • a solution annealing treatment is carried out at a temperature between 460 ° C and 477 ° C.
  • the solution-annealed alloy is quenched.
  • a first heat treatment step between 96 ° C and 107 ° C for 2 to 48 hours, followed by a second heat treatment step between 149 ° C and 193 ° C for a period of several hours.
  • the EP 1 232 029 B1 describes a guide or connecting link for use in wheel suspensions of motor vehicles.
  • the method involves making the handlebar from a single piece of closed hollow section of high strength extruded aluminum.
  • the handlebar is produced from a profile that initially has a rectangular cross-section with adjacent walls of different thickness, the forming of the profile being done only with mechanical cold processing involving stretch bending, pressing, cutting and punching.
  • the cold process should avoid heating, forging or welding.
  • High-strength aluminum alloys in particular aluminum alloys of the alloy type AlMgSi (series 6000), are used in motor vehicle construction. They are characterized by high strength and can therefore contribute mainly to the weight reduction of components that are exposed to great forces or loads.
  • a problem with these aluminum alloys is that they tend to intergranular corrosion after long-term heat influence. This intergranular corrosion leads, as already mentioned above, to notch effects in loaded components.
  • the chassis of a motor vehicle includes in particular suspension, suspension, steering but also the brakes. This includes axle components such as axle frames and axle stools. These components are exposed to high static and dynamic forces. Also, chassis components are often welded structures. The heat influence associated with a welding process offers further points of attack for the formation of intercrystalline corrosion.
  • the semi-finished products consisting of the light metal alloys are usually subjected to several forming steps, efforts are being made to expand the shaping limits of the semi-finished products, for example the light metal sheets, tubes or profiles. For this reason, forming processes increasingly use forming processes or deep-drawing processes with heated tools, or the semi-finished products are brought to an elevated forming temperature.
  • forming processes increasingly use forming processes or deep-drawing processes with heated tools, or the semi-finished products are brought to an elevated forming temperature.
  • the degree of deformation can be significantly increase the light metal semi-finished products.
  • softening also takes place.
  • the intercrystalline corrosion resistance decreases.
  • the object of the invention based on the state of the art, is to disclose a method for producing motor vehicle chassis components made of light metal or light metal alloys, which have a longer service life expectation and in particular possess improved intercrystalline corrosion resistance.
  • the production of a motor vehicle chassis component is based on a semi-finished light metal or a light metal alloy.
  • the semifinished product is formed in one, but especially in several shaping processing steps to the chassis component.
  • the forming processing steps include both cutting operations and forming processes, in particular deep drawing operations and / or pressing operations.
  • the chassis component is subjected after the endformcreateden processing step of at least two-stage heat treatment, wherein the first heat treatment stage is part of a washing process of the chassis component and the temperature in the first heat treatment stage between 70 ° C and 90 ° C.
  • the second heat treatment stage is part of a drying process of the chassis component, wherein the temperature in the second heat treatment stage between 130 ° C and 150 ° C.
  • An essential aspect of the invention is the heat treatment after the shaping of the chassis component. It was found that by the inventive Temperature regime can increase the intercrystalline corrosion resistance of the vehicle chassis component significantly. By the heat treatment according to the invention, the intercrystalline susceptibility to corrosion can be avoided, but at least greatly reduced. Samples and their micrographs examined after corrosion tests have shown intercrystalline corrosion attacks below the grain boundaries. The samples were to be evaluated as "without IK (without intergranular corrosion)". The maximum depth of intercrystalline corrosion in microns was less than 50 ⁇ m.
  • the heat treatment after the final shaping takes place within subsequent treatment processes on the molded component.
  • the heat treatment of the first heat treatment stage is part of a washing process in which the chassis component is washed and rinsed.
  • the heat treatment in the second heat treatment stage is part of a drying process in which the chassis component is subjected to drying after washing and rinsing.
  • the drying is carried out by charging the mold component with hot gas.
  • hot air is used for drying.
  • An essential aspect of the invention accordingly provides that the heat treatment takes place after completion of the mold component within conventional treatment operations, but with the modified temperature and time regime according to the invention.
  • the method according to the invention makes it possible to produce heavy-duty motor vehicle chassis components with very good intercrystalline corrosion resistance and correspondingly increased service life expectancy.
  • an extruded profile is used as semifinished product.
  • the temperature and time regime according to the invention avoids the susceptibility to intergranular corrosion or greatly reduces it.
  • the two-stage Heat treatment after the forming process of the semifinished product and the production of the chassis component is to be regarded as essential for the high intercrystalline corrosion resistance.
  • the temperature in the first heat treatment stage is between 70 ° C and 90 ° C, in particular the temperature of the first heat treatment stage is 80 ° C ⁇ 5 ° C.
  • the second heat treatment stage provides a temperature in a range between 130 ° C and 150 ° C , Preferably, the temperature in the second heat treatment step is 140 ° C ⁇ 5 ° C.
  • the treatment time or duration of the first heat treatment stage is between 4 minutes (min.) And 12 minutes. Particularly preferably, the treatment time in the first heat treatment stage is 6 min. ⁇ 2 min.
  • the treatment time in the second heat treatment step is 8 minutes to 20 minutes.
  • the semifinished product is heat treated before being subjected to the shaping operations.
  • the semifinished product is subjected to an annealing treatment at temperatures between 500 ° C and 560 ° C, preferably between 520 ° C and 540 ° C.
  • a solution annealing or a homogenization of the light metal alloy takes place.
  • the semifinished product Before the first shaping processing step, ie after the annealing treatment, the semifinished product is cooled. The quenching after the annealing treatment is such that a uniform distribution of the alloying elements is maintained. Thereafter, the semi-finished product is fed to the forming process with the shaping processing steps.
  • the forming process is designed in particular multi-stage. In this case, preferably a molding shape of the semifinished product up to the mold component.
  • the shaping processing steps may also include a final deburring operation.
  • the shaping processing steps take place at room temperature.
  • the shaping processing steps can take place at a temperature of the semifinished product between 20 ° C and 75 ° C.
  • aging in particular hot aging of the motor vehicle mold components, can be carried out.
  • different material states of the light metal alloy of the motor vehicle chassis component can be adjusted.
  • the semifinished product 1 consists of an AIMgSi alloy (series 6000). This alloy is characterized by its very good pressability, good deep-drawability and good weathering and corrosion resistance. In addition, it is easily weldable.
  • the semifinished product 1 is subjected to a heat treatment in a heat treatment plant 2.
  • the heat treatment plant 2 may have several, also differently heated and / or tempered furnace zones 3, 4, 5.
  • solution annealing is carried out at a temperature between 500 ° C and 560 ° C, preferably at an average of 520 ° C.
  • the duration of the solution annealing is chosen so that any unwanted excretions, especially of Mg2Si, of Previous heat treatments, for example, from the continuous casting process may still be present, are solved with certainty in alpha ( ⁇ ) mixed crystal.
  • a duration of about 20 minutes is provided for this first step of the heat treatment for solution annealing a duration of about 20 minutes is provided.
  • the semifinished product 1 is quenched to room temperature.
  • the homogeneous alpha ( ⁇ ) mixed crystal is fixed at room temperature.
  • the quenching process takes place in a cooling unit 6, which may be an immersion cooling.
  • the semifinished product 1 is then trimmed in a cutting unit 7, pre-fabricated by cutting technology and / or preconfigured by stamping technology. Thereafter, the semifinished product 1 is subjected to forming processing steps in a plurality of pressing stations 8, 9 and finally shaped to form the chassis component 10. In the figure, two pressing stations 8, 9 are shown.
  • the shaping processing may in principle include only one, but in particular also more than two processing stations.
  • the forming temperature T u at which the deformation of the semifinished product 1 takes place up to the final shaping of the chassis component 10, is at room temperature.
  • the forming temperature T u can be between 20 ° C and 75 ° C.
  • handling units such as robots or conveyors are connected between the individual stations shown in the figure.
  • an intermediate storage can take place.
  • the chassis component 10 is subjected to a two-stage heat treatment.
  • the first heat treatment stage is part of a washing process of the chassis component 10.
  • the chassis component 10 is supplied to a washing station 11, in which the chassis component 10 is washed and rinsed off.
  • the chassis member 10 is heated to a temperature between 70 ° C and 90 ° C, in particular to a temperature T1 of 80 ° C ⁇ 5 ° C, heated.
  • the treatment time D1 in the first heat treatment stage is between 4 minutes and 12 minutes, preferably 6 minutes ⁇ 2 minutes. This means that the chassis component 10 is kept at the temperature T1 for the duration of the treatment time D1.
  • the heat treated chassis member 10 is fed to a second heat treatment stage.
  • the second heat treatment stage is integrated in a drying process in a drying station 12.
  • the chassis component 10 is by applying dried with hot air and heated in this case to a temperature T2 between 130 ° C and 140 ° C.
  • the treatment time or duration D2 in the second heat treatment stage is 8 minutes to 20 minutes, preferably the treatment time D2 is 10 minutes, + 6 minutes, - 1 minutes.
  • the chassis components 10 are removed from the drying station 12 by means of a handling robot 13 and fed to the further treatment or processing.
  • Part of a subsequent treatment operation may be a aging, in particular a thermal aging, at a temperature of 140 ° C ⁇ 20 ° C.
  • the produced chassis component 10 is in particular a spring link or a guide link for use in the chassis of a motor vehicle.
  • the chassis component 10 is characterized by a component-oriented strength and load capacity.
  • the chassis component 10 is less prone to corrosion, especially against intergranular corrosion and has a long life expectancy.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Materials Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Crystallography & Structural Chemistry (AREA)
  • Heat Treatment Of Articles (AREA)
  • Vehicle Body Suspensions (AREA)

Description

Die Erfindung betrifft ein Verfahren zur Herstellung eines Kraftfahrzeug-Fahrwerksbauteils, insbesondere eines Federlenkers oder eines Führungslenkers, bei welchem ein Halbzeug aus Leichtmetall bzw. einer Leichtmetalllegierung, insbesondere aus einer AIMgSi-Knetlegierung, in einem oder mehreren formgebenden Bearbeitungsschritten zum Fahrwerksbauteil geformt wird.The invention relates to a method for producing a motor vehicle chassis component, in particular a spring link or a guide link, in which a semifinished product made of light metal or a light metal alloy, in particular of a AIMgSi wrought alloy is formed in one or more shaping processing steps to the chassis component.

Komponenten von Fahrwerken bzw. Fahrwerksbauteile unterliegen hohen statischen und dynamischen Belastungen und sollen darüber hinaus im Falle eines Unfalls Verformungen möglichst ohne Bruch verkraften. Sowohl unter fertigungstechnischen Aspekten als auch wegen des Energieabsorptionsvermögens und aus Gründen der Gewichtsreduzierung zur Verminderung des Kraftstoffverbrauchs und der Schadstoffemissionsreduzierung kommen Fahrwerksbauteile aus Leichtmetall bzw. einer Leichtmetalllegierung zur Anwendung.Components of chassis or chassis components are subject to high static and dynamic loads and, moreover, should withstand deformation in the event of an accident as far as possible without breakage. Chassis components made of light metal or a light metal alloy are used both for production-related aspects and because of the energy absorption capacity and for reasons of weight reduction to reduce fuel consumption and reduce emissions.

Bei Bauteilen aus Legierungen besteht generell das Problem der sogenannten interkristallinen Korrosion. Die interkristalline Korrosion ist eine spezielle Erscheinungsform selektiver Korrosion, die in den meisten Legierungen bei entsprechenden Bedingungen auftreten kann und entlang der Korngrenzen verläuft.In the case of components made of alloys, there is generally the problem of so-called intergranular corrosion. Intergranular corrosion is a specific manifestation of selective corrosion that can occur in most alloys under appropriate conditions and along the grain boundaries.

Die Neigung eines Werkstoffs zur interkristallinen Korrosion ist vorrangig eine Folge der Legierungszusammensetzung und der Herstellungsbedingungen. Es ist bekannt, dass die interkristalline Korrosionsempfindlichkeit gefördert wird durch ungenügende Abschreckgeschwindigkeiten nach dem Lösungsglühen, z. B. beim Abkühlen an der Strangpresse oder in dicken Materialquerschnitten. Das Auftreten von interkristalliner Korrosion kann durch dauerhafte Oberflächenschutzmaßnahmen gemildert werden, wie Anodisieren, Beschichten oder durch einen kathodischen Schutz. Diese Maßnahmen sind jedoch aufwendig und kostenrelevant.The tendency of a material to intergranular corrosion is primarily a consequence of the alloy composition and manufacturing conditions. It is known that the intercrystalline corrosion sensitivity is promoted by insufficient quenching rates after solution annealing, e.g. B. when cooling on the extruder or in thick material cross-sections. The occurrence of intergranular corrosion can be alleviated by permanent surface protection measures, such as anodization, coating or cathodic protection. However, these measures are complex and cost-relevant.

Die EP 0 787 217 B1 bzw. DE 695 02 508 T2 beschreibt ein Verfahren zur Herstellung von Gegenständen aus AlSiMgCu-Legierung und einen solchen gewalzten bzw. stranggepressten Gegenstand, der einen verbesserten Interkristallinkorrosionswiderstand haben soll.The EP 0 787 217 B1 respectively. DE 695 02 508 T2 describes a method for producing articles of AlSiMgCu alloy and such a rolled or extruded article intended to have improved intercrystalline corrosion resistance.

Aus der CH 500 287 A geht ein Verfahren zur Wärmebehandlung einer Legierung auf Aluminiumgrundlage hervor, wobei die Legierung ferner Kupfer, Magnesium und Zink enthält. Die Legierung wird während einer Zeit, die ausreicht, damit die Bestandteile der Legierung in feste Lösung eintreten auf eine Temperatur zwischen 460° C und 477° C erhitzt. Anschließend wird die Legierung mit Wasser abgeschreckt und die Legierung danach gealtert, indem man sie zuerst während 6 bis 10 Stunden auf eine Temperatur zwischen 96° C und 107° C und anschließend während 2 bis 48 Stunden auf eine Temperatur zwischen 149° C und 193° C erhitzt.From the CH 500 287 A discloses a process for heat treating an aluminum-base alloy, the alloy further containing copper, magnesium and zinc. The alloy is heated to a temperature between 460 ° C and 477 ° C for a time sufficient for the components of the alloy to enter solid solution. The alloy is then quenched with water and the alloy is then aged by first maintaining it at a temperature between 96 ° C and 107 ° C for 6 to 10 hours and then at a temperature between 149 ° C and 193 ° for 2 to 48 hours C heated.

Auch die CH 218 418 A offenbart ein Verfahren zur Herstellung eines Gegenstandes aus einer Aluminiumlegierung. Die Legierung wird einer die Festigkeitseigenschaften und die Beständigkeit gegen interkristalline Korrosion und Spannungskorrosion erhöhenden Wärmebehandlung unterworfen. Hierzu soll die Legierung nach der Homogenisierung bei Temperaturen unterhalb 150° C angelassen werden.Also the CH 218 418 A discloses a method of manufacturing an aluminum alloy article. The alloy is subjected to a heat treatment increasing the strength properties and the resistance to intergranular corrosion and stress corrosion. For this purpose, the alloy should be tempered after homogenization at temperatures below 150 ° C.

Aus der CH 500 287 A ist ein Wärmebehandlungsverfahren für eine Aluminiumlegierung bekannt. Hierbei wird zunächst eine Lösungsglühbehandlung bei einer Temperatur zwischen 460 °C und 477 °C durchgeführt. Anschließend wird die lösungsgeglühte Legierung abgeschreckt. Auf den Abschreckvorgang findet eine erste Wärmebehandlungsstufe zwischen 96 °C und 107 °C für 2 bis 48 Stunden statt, gefolgt von einer zweiten Wärmebehandlungsstufe zwischen 149 °C und 193 °C für einen Zeitraum von mehreren Stunden.From the CH 500 287 A For example, a heat treatment process for an aluminum alloy is known. Here, first, a solution annealing treatment is carried out at a temperature between 460 ° C and 477 ° C. Subsequently, the solution-annealed alloy is quenched. On the quenching process finds a first heat treatment step between 96 ° C and 107 ° C for 2 to 48 hours, followed by a second heat treatment step between 149 ° C and 193 ° C for a period of several hours.

Durch die DE 10 2009 037 928 A1 zählt ein Form- und/oder Strukturteil aus Aluminium oder einer Aluminiumlegierung und Verfahren zu deren Oberflächenschutz zum Stand der Technik. Dort wird die Korrosionsproblematik an solchen Bauteilen erläutert und zur Verbesserung eine aus einem Sol-Gel-System geschaffene Korrosionsschutzschicht vorgeschlagen.By the DE 10 2009 037 928 A1 includes a molded and / or structural part of aluminum or an aluminum alloy and methods for their surface protection of the prior art. There, the corrosion problem is explained on such components and proposed to improve a created from a sol-gel system corrosion protection layer.

Die EP 1 232 029 B1 beschreibt einen Führungs- oder Verbindungslenker zur Verwendung in Radaufhängungen von Kraftfahrzeugen. Das Verfahren beinhaltet das Herstellen des Lenkers aus einem einzelnen Stück eines geschlossenen Hohlprofils aus hochfestem, stranggepresstem Aluminium. Der Lenker wird aus einem Profil produziert, dass anfänglich einen rechteckigen Querschnitt mit aneinander grenzenden Wänden unterschiedlicher Dicke hat, wobei das Formen des Profils nur mit mechanischer Kaltverarbeitung erfolgt, die Reckbiegen, Pressen, Schneiden und Stanzen beinhaltet. Durch die Kaltverfahren sollen eine Erwärmung, Schmieden oder Schweißen vermieden werden.The EP 1 232 029 B1 describes a guide or connecting link for use in wheel suspensions of motor vehicles. The method involves making the handlebar from a single piece of closed hollow section of high strength extruded aluminum. The handlebar is produced from a profile that initially has a rectangular cross-section with adjacent walls of different thickness, the forming of the profile being done only with mechanical cold processing involving stretch bending, pressing, cutting and punching. The cold process should avoid heating, forging or welding.

Hochfeste Aluminiumlegierungen, insbesondere Aluminiumlegierungen des Legierungstyps AlMgSi (Serie 6000), werden im Kraftfahrzeugbau verwendet. Sie zeichnen sich durch hohe Festigkeiten aus und können daher vor allem zur Gewichtsreduktion von Bauteilen beitragen, die großen Kräften oder Belastungen ausgesetzt sind. Problematisch bei diesen Aluminiumlegierungen ist, dass diese nach dauerhaftem Wärmeeinfluss zur interkristallinen Korrosion neigen. Diese interkristalline Korrosion führt, wie vorstehend bereits erwähnt, zu Kerbwirkungen in belasteten Bauteilen. Damit besteht beim Auftreten interkristalliner Korrosion unter Last prinzipiell eine Bruchgefahr für diese Bauteile. Dies gilt vor allem für Bauteile des Fahrwerks eines Kraftfahrzeugs. Zum Fahrwerk eines Kraftfahrzeugs gehören insbesondere Radaufhängung, Federung, Lenkung aber auch die Bremsen. Darunter fallen auch Achsbauteile wie beispielsweise Achsrahmen und Achsschemel. Diese Bauteile sind hohen statischen und dynamischen Kräften ausgesetzt. Auch handelt es sich bei Fahrwerksbauteilen häufig um Schweißkonstruktionen. Die mit einem Schweißvorgang einhergehende Wärmebeeinflussung bietet weitere Angriffspunkte für die Entstehung von interkristalliner Korrosion.High-strength aluminum alloys, in particular aluminum alloys of the alloy type AlMgSi (series 6000), are used in motor vehicle construction. They are characterized by high strength and can therefore contribute mainly to the weight reduction of components that are exposed to great forces or loads. A problem with these aluminum alloys is that they tend to intergranular corrosion after long-term heat influence. This intergranular corrosion leads, as already mentioned above, to notch effects in loaded components. Thus, when intercrystalline corrosion occurs under load, there is a risk of breakage for these components. This is especially true for components of the chassis of a motor vehicle. The chassis of a motor vehicle includes in particular suspension, suspension, steering but also the brakes. This includes axle components such as axle frames and axle stools. These components are exposed to high static and dynamic forces. Also, chassis components are often welded structures. The heat influence associated with a welding process offers further points of attack for the formation of intercrystalline corrosion.

Da bei der Herstellung von Fahrwerksbauteilen die aus den Leichtmetalllegierungen bestehenden Halbzeuge zumeist mehreren Umformschritten unterzogen werden, ist man bestrebt, die Formgebungsgrenzen der Halbzeuge, beispielsweise der Leichtmetallbleche, -rohre oder -profile zu erweitern. Deshalb werden bei den Umformungen vermehrt auch Umformprozesse bzw. Tiefziehvorgänge mit beheizten Werkzeugen verwendet bzw. die Halbzeuge auf eine erhöhte Umformtemperatur gebracht. Durch die Verwendung von Warmumformprozessen lassen sich die Umformgrade der Leichtmetallhalbzeuge deutlich steigern. Allerdings erfolgt durch die Wärmeeinwirkung beim Warmumformen auch eine Entfestigung. Des Weiteren nimmt die interkristalline Korrosionsbeständigkeit ab.Since, in the production of suspension components, the semi-finished products consisting of the light metal alloys are usually subjected to several forming steps, efforts are being made to expand the shaping limits of the semi-finished products, for example the light metal sheets, tubes or profiles. For this reason, forming processes increasingly use forming processes or deep-drawing processes with heated tools, or the semi-finished products are brought to an elevated forming temperature. By using hot forming processes, the degree of deformation can be significantly increase the light metal semi-finished products. However, due to the effect of heat during hot forming, softening also takes place. Furthermore, the intercrystalline corrosion resistance decreases.

Gerade bei Kraftfahrzeug-Fahrwerkskomponenten aus Leichtmetalllegierungen ist daher auf eine ausreichende interkristalline Korrosionsbeständigkeit zu achten, da diese Bauteile, wie vorstehend bereits erwähnt, aufgrund ihrer schwingenden Beanspruchung hohen dynamischen Belastungen unterworfen sind. Korrosionsstellen können hierzu Bauteilbeeinträchtigungen führen.Especially in automotive chassis components made of light metal alloys is therefore to pay attention to a sufficient intercrystalline corrosion resistance, since these components, as already mentioned above, are subjected to high dynamic loads due to their oscillatory stress. Corrosion points can lead to component impairments.

Der Erfindung liegt ausgehend vom Stand der Technik die Aufgabe zugrunde, ein Verfahren zur Herstellung von Kraftfahrzeug-Fahrwerkskomponenten aus Leichtmetall bzw. Leichtmetalllegierungen aufzuzeigen, die eine höhere Lebensdauererwartung haben und insbesondere eine verbesserte interkristalline Korrosionsbeständigkeit besitzen.The object of the invention, based on the state of the art, is to disclose a method for producing motor vehicle chassis components made of light metal or light metal alloys, which have a longer service life expectation and in particular possess improved intercrystalline corrosion resistance.

Die Lösung dieser Aufgabe besteht nach der Erfindung in einem Verfahren gemäß Anspruch 1.The solution to this problem consists according to the invention in a method according to claim 1.

Die Herstellung eines Kraftfahrzeug-Fahrwerksbauteils geht von einem Halbzeug aus Leichtmetall bzw. einer Leichtmetalllegierung aus. Das Halbzeug wird in einem, insbesondere jedoch in mehreren formgebenden Bearbeitungsschritten zum Fahrwerksbauteil geformt. Zu den formgebenden Bearbeitungsschritten zählen sowohl Schneidoperationen als auch Umformprozesse, insbesondere Tiefziehoperationen und/oder Pressoperationen. Erfindungsgemäß wird das Fahrwerksbauteil nach dem endformgebenden Bearbeitungsschritt einer zumindest zweistufigen Wärmebehandlung unterzogen, wobei die erste Wärmebehandlungsstufe Bestandteil eines Waschvorgangs des Fahrwerksbauteils ist und die Temperatur in der ersten Wärmebehandlungsstufe zwischen 70° C und 90° C liegt. Die zweite Wärmebehandlungsstufe ist Bestandteil eines Trocknungsvorgangs des Fahrwerksbauteils, wobei die Temperatur in der zweiten Wärmebehandlungsstufe zwischen 130° C und 150° C beträgt.The production of a motor vehicle chassis component is based on a semi-finished light metal or a light metal alloy. The semifinished product is formed in one, but especially in several shaping processing steps to the chassis component. The forming processing steps include both cutting operations and forming processes, in particular deep drawing operations and / or pressing operations. According to the invention, the chassis component is subjected after the endformgebenden processing step of at least two-stage heat treatment, wherein the first heat treatment stage is part of a washing process of the chassis component and the temperature in the first heat treatment stage between 70 ° C and 90 ° C. The second heat treatment stage is part of a drying process of the chassis component, wherein the temperature in the second heat treatment stage between 130 ° C and 150 ° C.

Ein wesentlicher Aspekt der Erfindung bildet die Wärmebehandlung nach der Formgebung des Fahrwerksbauteils. Es wurde festgestellt, dass sich durch das erfindungsgemäße Temperaturregime die interkristalline Korrosionsbeständigkeit des Kraftfahrzeug-Fahrwerksbauteils deutlich steigern lässt. Durch die erfindungsgemäße Wärmebehandlung kann die interkristalline Korrosionsanfälligkeit vermieden, zumindest jedoch stark vermindert werden. Nach Korrosionsversuchen untersuchte Proben und deren Schliffbilder haben Angriffe durch interkristalline Korrosion gezeigt, die unterhalb der Korngrenzen liegen. Die Proben waren als "ohne IK (ohne interkristalline Korrosion)" zu beurteilen. Die maximale Tiefe der interkristallinen Korrosion in Mikron lag unter 50 µm.An essential aspect of the invention is the heat treatment after the shaping of the chassis component. It was found that by the inventive Temperature regime can increase the intercrystalline corrosion resistance of the vehicle chassis component significantly. By the heat treatment according to the invention, the intercrystalline susceptibility to corrosion can be avoided, but at least greatly reduced. Samples and their micrographs examined after corrosion tests have shown intercrystalline corrosion attacks below the grain boundaries. The samples were to be evaluated as "without IK (without intergranular corrosion)". The maximum depth of intercrystalline corrosion in microns was less than 50 μm.

Ein Aspekt der Erfindung sieht vor, dass die Wärmebehandlung nach der Endformgebung innerhalb von nachfolgenden Behandlungsvorgängen am Formbauteil erfolgt. Die Wärmebehandlung der ersten Wärmebehandlungsstufe ist Bestandteil eines Waschvorgangs, bei dem das Fahrwerksbauteil gewaschen und abgespült wird. Die Wärmebehandlung in der zweiten Wärmebehandlungsstufe ist Bestandteil eines Trocknungsvorgangs, bei dem das Fahrwerksbauteil nach dem Waschen und Abspülen einer Trocknung unterzogen wird. Insbesondere erfolgt die Trocknung durch Beaufschlagung des Formbauteils mit heißem Gas. Insbesondere kommt zum Trocknen heiße Luft zur Anwendung.One aspect of the invention provides that the heat treatment after the final shaping takes place within subsequent treatment processes on the molded component. The heat treatment of the first heat treatment stage is part of a washing process in which the chassis component is washed and rinsed. The heat treatment in the second heat treatment stage is part of a drying process in which the chassis component is subjected to drying after washing and rinsing. In particular, the drying is carried out by charging the mold component with hot gas. In particular, hot air is used for drying.

Ein wesentlicher Aspekt der Erfindung sieht demzufolge vor, dass die Wärmebehandlung nach Fertigstellung des Formbauteils innerhalb konventioneller Behandlungsoperationen erfolgt, allerdings mit dem geänderten erfindungsgemäßen Temperatur- und Zeitregime.An essential aspect of the invention accordingly provides that the heat treatment takes place after completion of the mold component within conventional treatment operations, but with the modified temperature and time regime according to the invention.

Das erfindungsgemäße Verfahren ermöglicht die Herstellung von hochbelastbaren Kraftfahrzeug-Fahrwerksbauteilen mit sehr guter interkristalliner Korrosionsbeständigkeit und entsprechend gesteigerter Lebensdauererwartung.The method according to the invention makes it possible to produce heavy-duty motor vehicle chassis components with very good intercrystalline corrosion resistance and correspondingly increased service life expectancy.

Vorteilhafte Ausgestaltungen und Weiterbildungen des erfindungsgemäßen Verfahrens sind Gegenstand der abhängigen Ansprüche 2 bis 12.Advantageous embodiments and further developments of the method according to the invention are the subject matter of the dependent claims 2 to 12.

Vorzugsweise wird als Halbzeug ein Strangpressprofil verwendet.Preferably, an extruded profile is used as semifinished product.

Durch das erfindungsgemäße Temperatur- und Zeitregime wird die Anfälligkeit gegen interkristalline Korrosion vermieden oder ganz stark vermindert. Die zweistufige Wärmebehandlung nach der umformtechnischen Bearbeitung des Halbzeugs und der Herstellung des Fahrwerksbauteils ist als wesentlich für die hohe interkristalline Korrosionsbeständigkeit anzusehen.The temperature and time regime according to the invention avoids the susceptibility to intergranular corrosion or greatly reduces it. The two-stage Heat treatment after the forming process of the semifinished product and the production of the chassis component is to be regarded as essential for the high intercrystalline corrosion resistance.

Die Temperatur in der ersten Wärmebehandlungsstufe beträgt zwischen 70° C und 90° C, insbesondere liegt die Temperatur der ersten Wärmebehandlungsstufe bei 80° C ± 5° C. Die zweite Wärmebehandlungsstufe sieht eine Temperatur in einem Bereich zwischen 130° C und 150° C vor. Bevorzugt beträgt die Temperatur in der zweiten Wärmebehandlungsstufe 140° C ± 5° C.The temperature in the first heat treatment stage is between 70 ° C and 90 ° C, in particular the temperature of the first heat treatment stage is 80 ° C ± 5 ° C. The second heat treatment stage provides a temperature in a range between 130 ° C and 150 ° C , Preferably, the temperature in the second heat treatment step is 140 ° C ± 5 ° C.

Die Behandlungszeit bzw. -dauer der ersten Wärmebehandlungsstufe liegt zwischen 4 Minuten (min.) und 12 Minuten. Besonders bevorzugt liegt die Behandlungszeit in der ersten Wärmebehandlungsstufe bei 6 min. ± 2 min.The treatment time or duration of the first heat treatment stage is between 4 minutes (min.) And 12 minutes. Particularly preferably, the treatment time in the first heat treatment stage is 6 min. ± 2 min.

Die Behandlungszeit in der zweiten Wärmebehandlungsstufe beträgt 8 Minuten bis 20 min.. Für die Praxis wird eine Behandlungszeit in der zweiten Wärmebehandlungsstufe von 10 min. + 6 min./- 1 min. als besonders vorteilhaft angesehen.The treatment time in the second heat treatment step is 8 minutes to 20 minutes. In practice, a treatment time in the second heat treatment step of 10 minutes. + 6 min. - 1 min. considered particularly advantageous.

Das Halbzeug wird, bevor es den formgebenden Bearbeitungsschritten unterzogen wird, wärmebehandelt. Hierbei wird das Halbzeug einer Glühbehandlung bei Temperaturen zwischen 500° C und 560° C, vorzugsweise zwischen 520° C und 540° C unterzogen. Bei dieser Glühbehandlung erfolgt ein Lösungsglühen bzw. eine Homogenisierung der Leichtmetalllegierung.The semifinished product is heat treated before being subjected to the shaping operations. Here, the semifinished product is subjected to an annealing treatment at temperatures between 500 ° C and 560 ° C, preferably between 520 ° C and 540 ° C. In this annealing, a solution annealing or a homogenization of the light metal alloy takes place.

Vor dem ersten formgebenden Bearbeitungsschritt, also nach der Glühbehandlung, wird das Halbzeug abgekühlt. Das Abschrecken nach der Glühbehandlung erfolgt derart, dass eine gleichmäßige Verteilung der Legierungselemente beibehalten bleibt. Danach wird das Halbzeug dem Umformprozess mit den formgebenden Bearbeitungsschritten zugeführt. Wie bereits angeführt, ist der Umformprozess insbesondere mehrstufig ausgelegt. Hierbei erfolgt vorzugsweise eine pressformtechnische Formgebung des Halbzeugs bis hin zum Formbauteil.Before the first shaping processing step, ie after the annealing treatment, the semifinished product is cooled. The quenching after the annealing treatment is such that a uniform distribution of the alloying elements is maintained. Thereafter, the semi-finished product is fed to the forming process with the shaping processing steps. As already stated, the forming process is designed in particular multi-stage. In this case, preferably a molding shape of the semifinished product up to the mold component.

Die formgebenden Bearbeitungsschritte können auch einen abschließenden Entgratungsvorgang beinhalten.The shaping processing steps may also include a final deburring operation.

Besonders ökonomisch erfolgen die formgebenden Bearbeitungsschritte bei Raumtemperatur. Grundsätzlich können die formgebenden Bearbeitungsschritte bei einer Temperatur des Halbzeugs zwischen 20° C und 75° C erfolgen.Particularly economically, the shaping processing steps take place at room temperature. In principle, the shaping processing steps can take place at a temperature of the semifinished product between 20 ° C and 75 ° C.

Im Anschluss an die erfindungsgemäße Wärmebehandlung mit dem erfindungsgemäßen Temperatur- und Zeitregime kann ein Auslagern (Altern), insbesondere ein Warmauslagern der Kraftfahrzeug-Formbauteile durchgeführt werden. In Abhängigkeit von Auslagerungstemperatur und -zeit können verschiedene Werkstoffzustände der Leichtmetalllegierung des Kraftfahrzeug-Fahrwerksbauteils eingestellt werden.Following the heat treatment according to the invention with the temperature and time regime according to the invention, aging (aging), in particular hot aging of the motor vehicle mold components, can be carried out. Depending on aging temperature and time different material states of the light metal alloy of the motor vehicle chassis component can be adjusted.

Die Erfindung ist nachfolgend anhand eines in der Figur dargestellten Prozessschemas nochmals erläutert.The invention is explained again below with reference to a process scheme shown in the figure.

Es wird ein aus einem Strangpressprofil abgelenktes Halbzeug 1 aus einer Leichtmetalllegierung bereitgestellt. Insbesondere besteht das Halbzeug 1 aus einer AIMgSi-Legierung (Serie 6000). Diese Legierung zeichnet sich durch ihre sehr gute Pressbarkeit, gute Tiefziehfähigkeit und gute Witterungs- und Korrosionsbeständigkeit aus. Zudem ist sie gut schweißbar.It is provided a distracted from an extruded semi-finished product 1 made of a light metal alloy. In particular, the semifinished product 1 consists of an AIMgSi alloy (series 6000). This alloy is characterized by its very good pressability, good deep-drawability and good weathering and corrosion resistance. In addition, it is easily weldable.

Das Halbzeug 1 wird in einer Wärmebehandlungsanlage 2 einer Wärmebehandlung unterzogen. Die Wärmebehandlungsanlage 2 kann mehrere, auch unterschiedlich beheizte und/oder temperierte Ofenzonen 3, 4, 5 besitzen. Bei dieser Glühbehandlung in der Wärmebehandlungsanlage 2 erfolgt ein Lösungsglühen bei einer Temperatur zwischen 500° C und 560° C, vorzugsweise bei durchschnittlich 520° C. Die Dauer des Lösungsglühens wird so gewählt, dass alle eventuell vorhandenen unerwünschten Ausscheidungen, insbesondere an Mg2Si, die von vorhergegangenen Wärmebehandlungen, beispielsweise aus dem Stranggießprozess noch vorhanden sein können, mit Sicherheit in Alpha (α)-Mischkristall gelöst werden. Für diesen ersten Schritt der Wärmebehandlung zum Lösungsglühen wird eine Dauer von rund 20 Minuten vorgesehen. Anschließend wird das Halbzeug 1 auf Raumtemperatur abgeschreckt. Der homogene Alpha (α)-Mischkristall wird auf Raumtemperatur fixiert. Der Abschreckvorgang erfolgt in einer Kühleinheit 6, die eine Tauchkühlung sein kann.The semifinished product 1 is subjected to a heat treatment in a heat treatment plant 2. The heat treatment plant 2 may have several, also differently heated and / or tempered furnace zones 3, 4, 5. In this annealing in the heat treatment plant 2 solution annealing is carried out at a temperature between 500 ° C and 560 ° C, preferably at an average of 520 ° C. The duration of the solution annealing is chosen so that any unwanted excretions, especially of Mg2Si, of Previous heat treatments, for example, from the continuous casting process may still be present, are solved with certainty in alpha (α) mixed crystal. For this first step of the heat treatment for solution annealing a duration of about 20 minutes is provided. Subsequently, the semifinished product 1 is quenched to room temperature. The homogeneous alpha (α) mixed crystal is fixed at room temperature. The quenching process takes place in a cooling unit 6, which may be an immersion cooling.

Das Halbzeug 1 wird dann in einer Schneideinheit 7 beschnitten, schneidtechnisch vorkonfektioniert und/oder stanztechnisch vorkonfiguriert. Danach wird das Halbzeug 1 in mehreren Pressstationen 8, 9 formgebenden Bearbeitungsschritten unterzogen und zum Fahrwerksbauteil 10 endgeformt. In der Figur sind zwei Pressstationen 8, 9 dargestellt. Die formgebende Bearbeitung kann jedoch grundsätzlich auch nur eine, insbesondere aber auch mehr als zwei Bearbeitungsstationen beinhalten. Die Umformtemperatur Tu, bei der die Umformung des Halbzeuges 1 bis hin zur Endformgebung des Fahrwerksbauteils 10 erfolgt, liegt bei Raumtemperatur. Die Umformtemperatur Tu kann zwischen 20° C und 75° C liegen.The semifinished product 1 is then trimmed in a cutting unit 7, pre-fabricated by cutting technology and / or preconfigured by stamping technology. Thereafter, the semifinished product 1 is subjected to forming processing steps in a plurality of pressing stations 8, 9 and finally shaped to form the chassis component 10. In the figure, two pressing stations 8, 9 are shown. The shaping processing, however, may in principle include only one, but in particular also more than two processing stations. The forming temperature T u , at which the deformation of the semifinished product 1 takes place up to the final shaping of the chassis component 10, is at room temperature. The forming temperature T u can be between 20 ° C and 75 ° C.

Es versteht sich, dass zwischen den einzelnen in der Figur dargestellten Stationen Handlingeinheiten wie Roboter oder Förderer geschaltet sind. Nach der Endformgebung des Fahrwerksbauteils 10 und gegebenenfalls einem Entgraten kann auch eine Zwischenlagerung erfolgen.It is understood that handling units such as robots or conveyors are connected between the individual stations shown in the figure. After the final shaping of the chassis component 10 and optionally a deburring, an intermediate storage can take place.

Im Anschluss an den letzten Bearbeitungsschritt, bei dem das Fahrwerksbauteil 10 seine Endform erhält, mithin die wesentlichen Bearbeitungsschritte abgeschlossen sind, wird das Fahrwerksbauteil 10 einer zweistufigen Wärmebehandlung unterzogen. Die erste Wärmebehandlungsstufe ist Bestandteil eines Waschvorgangs des Fahrwerksbauteils 10. Hierzu wird das Fahrwerksbauteil 10 einer Waschstation 11 zugeführt, bei dem das Fahrwerksbauteil 10 gewaschen und abgespült wird. Bei diesem Waschvorgang, der die erste Wärmebehandlungsstufe beinhaltet, wird das Fahrwerksbauteil 10 auf eine Temperatur zwischen 70° C und 90° C, insbesondere auf eine Temperatur T1 von 80° C ± 5° C, erwärmt.Subsequent to the last processing step in which the chassis component 10 is given its final shape, and therefore the essential processing steps have been completed, the chassis component 10 is subjected to a two-stage heat treatment. The first heat treatment stage is part of a washing process of the chassis component 10. For this purpose, the chassis component 10 is supplied to a washing station 11, in which the chassis component 10 is washed and rinsed off. In this washing process, which includes the first heat treatment stage, the chassis member 10 is heated to a temperature between 70 ° C and 90 ° C, in particular to a temperature T1 of 80 ° C ± 5 ° C, heated.

Die Behandlungszeit D1 in der ersten Wärmebehandlungsstufe liegt zwischen 4 Minuten und 12 Minuten, vorzugsweise bei 6 Minuten ± 2 Minuten. Das bedeutet, dass das Fahrwerksbauteil 10 für die Dauer der Behandlungszeit D1 auf der Temperatur T1 gehalten wird.The treatment time D1 in the first heat treatment stage is between 4 minutes and 12 minutes, preferably 6 minutes ± 2 minutes. This means that the chassis component 10 is kept at the temperature T1 for the duration of the treatment time D1.

Unmittelbar im Anschluss an die erste Wärmebehandlungsstufe wird das wärmebehandelte Fahrwerksbauteil 10 einer zweiten Wärmebehandlungsstufe zugeführt. Die zweite Wärmebehandlungsstufe ist in einen Trocknungsvorgang in einer Trocknungsstation 12 integriert. Das Fahrwerksbauteil 10 wird durch Beaufschlagung mit heißer Luft getrocknet und hierbei auf eine Temperatur T2 zwischen 130° C und 140° C erwärmt.Immediately following the first heat treatment stage, the heat treated chassis member 10 is fed to a second heat treatment stage. The second heat treatment stage is integrated in a drying process in a drying station 12. The chassis component 10 is by applying dried with hot air and heated in this case to a temperature T2 between 130 ° C and 140 ° C.

Die Behandlungszeit bzw. -dauer D2 in der zweiten Wärmebehandlungsstufe beträgt 8 Minuten bis 20 Minuten, vorzugsweise liegt die Behandlungszeit D2 bei 10 Minuten, + 6 Minuten, - 1 Minuten.The treatment time or duration D2 in the second heat treatment stage is 8 minutes to 20 minutes, preferably the treatment time D2 is 10 minutes, + 6 minutes, - 1 minutes.

Im Anschluss an die durch die zweite Wärmebehandlungsstufe werden die Fahrwerksbauteile 10 mittels eines Handlingroboters 13 aus der Trocknungsstation 12 entnommen und der Weiterbehandlung bzw. Verarbeitung zugeführt. Bestandteil einer nachfolgenden Behandlungsoperation kann ein Auslagern, insbesondere ein Warmauslagern, bei einer Temperatur von 140° C ± 20° C sein.Following on through the second heat treatment stage, the chassis components 10 are removed from the drying station 12 by means of a handling robot 13 and fed to the further treatment or processing. Part of a subsequent treatment operation may be a aging, in particular a thermal aging, at a temperature of 140 ° C ± 20 ° C.

Das hergestellte Fahrwerksbauteil 10 ist insbesondere ein Federlenker oder ein Führungslenker für den Einsatz im Fahrwerk eines Kraftfahrzeugs. Das Fahrwerksbauteil 10 zeichnet sich durch eine bauteilgereichte Festigkeit und Belastbarkeit aus. Darüber hinaus ist das Fahrwerksbauteil 10 wenig korrosionsanfällig, insbesondere gegenüber interkristalliner Korrosion und besitzt eine hohe Lebenserwartung.The produced chassis component 10 is in particular a spring link or a guide link for use in the chassis of a motor vehicle. The chassis component 10 is characterized by a component-oriented strength and load capacity. In addition, the chassis component 10 is less prone to corrosion, especially against intergranular corrosion and has a long life expectancy.

Bezugszeichen:Reference numerals:

1 -1 -
HalbzeugWorkpiece
2 -2 -
WärmebehandlungsanlageHeat treatment plant
3 -3 -
Ofenzonefurnace zone
4 -4 -
Ofenzonefurnace zone
5 -5 -
Ofenzonefurnace zone
6 -6 -
Kühleinheitcooling unit
7 -7 -
Schneideinheitcutting unit
8 -8th -
Pressstationpressing station
9 -9 -
Pressstationpressing station
10 -10 -
Fahrwerksbauteilchassis component
11 -11 -
Waschstationwashing station
12 -12 -
Trocknungsstationdrying station
13 -13 -
Handlingroboterhandling robots
D1 -D1 -
Dauerduration
D2 -D2 -
Dauerduration
T1 -T1 -
Temperaturtemperature
T2 -T2 -
Temperaturtemperature
Th -T h -
Temperaturtemperature
Tu -T u -
Temperaturtemperature

Claims (12)

  1. Method for producing a motor vehicle chassis component in which a semi-finished product (1) made of light metal or a light metal alloy is formed into a chassis component (10) in one or a plurality of shaping steps and after the final shaping step the chassis component (10) is subjected to heat treatment involving at least two stages, characterised in that the first heat treatment stage is part of a washing process of the chassis component (10) and the temperature T1 is between 70°C and 90°C in the first heat treatment stage and that the second heat treatment stage is part of a drying process of the chassis component (10) wherein the temperature T2 is between 130°C and 150°C in the second heat treatment stage.
  2. Method according to claim 1, characterised in that an extruded profile is used as semi-finished product (1).
  3. Method according to claim 1 or 2, characterised in that in the first heat treatment stage the temperature T1 is equal to 80°C ± 5°C.
  4. Method according to at least one of claims 1 to 3, characterised in that in the second heat treatment stage the temperature T2 is equal to 140°C ± 5°C.
  5. Method according to at least one of claims 1 to 4, characterised in that the treatment time D1 in the first treatment stage is between 4 minutes and 12 minutes or 6 minutes ±2 minutes.
  6. Method according to at least one of claims 1 to 5, characterised in that the treatment time D2 in the second treatment stage is between 8 minutes and 20 minutes or 10 minutes + 6 minutes/- 1 minute.
  7. Method according to claim 1, characterised in that the drying process is carried out by applying hot gas or hot air to the chassis component (10).
  8. Method according to at least one of claims 1 to 7, characterised in that the semi-finished product (1) is subjected to an annealing treatment at a temperature Th between 500°C and 560°C before the first shaping step.
  9. Method according to claim 8, characterised in that the semi-finished product (1) is cooled after the annealing treatment and before the first shaping step.
  10. Method according to at least one of claims 1 to 9, characterised in that the shaping steps take place at a temperature TU of the semi-finished product (1) between 20°C and 75°C.
  11. Method according to any one of the preceding claims, characterised in that the motor vehicle chassis component (10) is a spring-loaded control arm or a suspension arm.
  12. Method according to any one of the preceding claims, characterised in that the light metal alloy is an AlMgSi wrought alloy.
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