EP2924135B1 - Procédé pour la fabrication d'une bande d'un alliage d'aluminium à fermeté moyenne hautement déformable pour la fabrication de produits semi-finis ou de composants de véhicules automobiles - Google Patents

Procédé pour la fabrication d'une bande d'un alliage d'aluminium à fermeté moyenne hautement déformable pour la fabrication de produits semi-finis ou de composants de véhicules automobiles Download PDF

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EP2924135B1
EP2924135B1 EP14162348.8A EP14162348A EP2924135B1 EP 2924135 B1 EP2924135 B1 EP 2924135B1 EP 14162348 A EP14162348 A EP 14162348A EP 2924135 B1 EP2924135 B1 EP 2924135B1
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Prior art keywords
weight
aluminium alloy
aluminum alloy
components
rolling
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EP14162348.8A
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German (de)
English (en)
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EP2924135A1 (fr
Inventor
Dr. Thomas Hentschel
Dr. Simon Miller-Jupp
Henk-Jan Brinkman
Dr. Olaf Engler
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Speira GmbH
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Hydro Aluminium Rolled Products GmbH
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Priority to EP17151174.4A priority Critical patent/EP3178952B9/fr
Application filed by Hydro Aluminium Rolled Products GmbH filed Critical Hydro Aluminium Rolled Products GmbH
Priority to PT141623488T priority patent/PT2924135T/pt
Priority to EP14162348.8A priority patent/EP2924135B1/fr
Priority to ES14162348.8T priority patent/ES2655434T3/es
Priority to KR1020167030120A priority patent/KR101808812B1/ko
Priority to CA2944061A priority patent/CA2944061C/fr
Priority to RU2016142403A priority patent/RU2655510C2/ru
Priority to JP2016559550A priority patent/JP6279761B2/ja
Priority to PCT/EP2015/056733 priority patent/WO2015144888A2/fr
Priority to CN201580017129.6A priority patent/CN106164311A/zh
Priority to KR1020177030782A priority patent/KR20170121336A/ko
Publication of EP2924135A1 publication Critical patent/EP2924135A1/fr
Priority to US15/270,601 priority patent/US10047424B2/en
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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
    • 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
    • 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
    • C22C21/06—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
    • 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
    • C22F1/043—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 with silicon as the next major constituent
    • 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
    • C22F1/047—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 with magnesium as the next major constituent

Definitions

  • the invention relates to a method for producing a strip of an aluminum alloy, a corresponding aluminum alloy strip or sheet and a structural part of a motor vehicle consisting of an aluminum alloy sheet.
  • Semi-finished products and components for motor vehicles must meet different requirements depending on their place of use and purpose in the motor vehicle.
  • the forming properties of the aluminum alloy or of the strips and metal sheets produced therefrom are decisive.
  • the strength values but also, in particular, the corrosion properties play a significant role.
  • the mechanical properties are primarily determined by the rigidity, which depends above all on the shape of the inner door parts.
  • the tensile strength has a rather minor influence.
  • the materials used for a door inner part must not be too soft either.
  • good formability is particularly important for the introduction of aluminum alloy materials into the motor vehicle sector, since the components and semi-finished products undergo particularly complex forming processes during their production. This particularly relates to components that are manufactured in a one-piece sheet metal shell construction, such.
  • B. Interior panel door parts with integrated window frame area Such components have by the saving of integrated window frame area.
  • the aluminum alloy to be used should therefore be as resistant to corrosion as possible, in particular in the painted state against intercrystalline corrosion and against filiform corrosion.
  • Filiform corrosion is understood to mean a type of corrosion which occurs in coated components and exhibits a thread-like course. Filiform corrosion occurs at high humidity in the presence of chloride ions.
  • the aluminum alloy AA8006 AlFe1.5Mn 0.5
  • the alloy AA8006 is thus less suitable for coated, in particular painted components such as door inner parts.
  • an aluminum alloy is known as an alternative to the aluminum alloy of the type AA8006, which has the following alloy constituents in% by weight: Fe ⁇ 0 ,8th% . Si ⁇ 0 , 5% . 0.9 % ⁇ Mn ⁇ 1 , 5% . mg ⁇ 0 25% . Cu ⁇ 0 , 20% . Cr ⁇ 0 , 05% . Ti ⁇ 0 , 05% . V ⁇ 0 , 05% . Zr ⁇ 0 , 05% .
  • JP 2006-152358 A is an aluminum alloy for the production of beverage cans is known, which has high formability and strength.
  • the present invention therefore has for its object to provide a method for producing an aluminum alloy strip for the production of semi-finished products or components for motor vehicles, which is highly deformable, medium-strength and very resistant to corrosion.
  • an aluminum strip or sheet, its use and a structural part of a motor vehicle to be proposed.
  • the aluminum alloy for the production of semi-finished products or components of motor vehicles has the following alloy constituents in% by weight: 0.6 % ⁇ Si ⁇ 0 , 9% . 0.6 % ⁇ Fe ⁇ 1 , 0% . Cu ⁇ 0 ,1% . 0.6 % ⁇ Mn ⁇ 0 , 9% . 0.5 % ⁇ mg ⁇ 0 ,8th% . Cr ⁇ 0 , 05% .
  • the present aluminum alloy is based on the recognition that Al-Mg-Si alloys of the alloy type AA6XXX in the as-annealed state have a very good formability. However, they were too soft for the previous applications.
  • the lower limits of the forcibly provided alloying elements of 0.6 wt% for Si, 0.6 wt% for Fe, 0.6 wt% for Mn and 0.5 wt% for Mg ensure that the Aluminum alloy in soft annealed condition can provide sufficient strength.
  • the upper limits of 0.9% by weight for Si, 1.0% by weight for Fe, 0.9% by weight for Mn and 0.8% by weight for Mg prevent the elongation at break from dropping and thus the forming behavior is deteriorated.
  • the alloying elements Cu are limited to a maximum of 0.1% by weight and Cr to a maximum of 0.05% by weight.
  • the combination of the intended alloy components of Si, Fe, Mg and Mn ensures that, on the one hand, the very good forming behavior of the Al-Mg-Si alloys is combined with increased strength, without having too great losses in ductility.
  • the investigations showed that the specified aluminum alloy in annealed condition meets the requirements for formability and in particular for corrosion resistance and is thus suitable for the production of semi-finished products or components in motor vehicles.
  • the aluminum alloy according to the invention falls into the class of the Al-Mg-Si alloys of the alloy type AA6XXX. This allows for improved recyclability of this aluminum alloy when used in the scrap cycle with the in Automotive applications commonly used Al-Mg-Si alloys of alloy type AA6XXX be mixed.
  • the alloying constituents Si, Fe, Mn and Mg have the following proportions in% by weight: 0.7 % ⁇ Si ⁇ 0 , 9% . 0.7 % ⁇ Fe ⁇ 1 , 0% . 0.7 % ⁇ Mn ⁇ 0 , 9% and 0.6 % ⁇ mg ⁇ 0 ,8th% ,
  • a further improvement of the aluminum alloy in terms of maximum elongation at break is achieved in that the alloying constituents Si, Fe, Mn and Mg have the following proportions in% by weight: 0.7 % ⁇ Si ⁇ 0 ,8th% . 0.7 % ⁇ Fe ⁇ 0 ,8th% . 0.7 % ⁇ Mn ⁇ 0 ,8th% and 0.6 % ⁇ mg ⁇ 0 7% ,
  • the resistance to intergranular corrosion can be further improved in that the Si content of the alloy exceeds the Mg content by at most 0.2% by weight, preferably at most 0. 1 wt .-% exceeds.
  • the elongation at break of the aluminum alloy can be further improved by further reducing the Cr content to a maximum value of 0.01% by weight, preferably to a maximum of 0.001% by weight. It has been shown that chromium has a negative effect on the elongation at break even in very low concentrations.
  • a similar effect also has the reduction of the Cu contents to a maximum of 0.05 wt .-%, preferably at most 0.01 wt .-%, at the same time the tendency to filiform corrosion or intergranular corrosion by reducing the Cu contents generally returns.
  • the hot rolling temperatures allow good recrystallization during hot rolling, so that the structure is as fine as possible after hot rolling.
  • this fine-grained structure is merely stretched and recrystallized again in the final soft annealing.
  • the cold rolling produces a particularly high number of dislocations in the microstructure, which produces a very fine-grained, thoroughly recrystallised microstructure in the final soft annealing.
  • the Abwalzgrad to final thickness before the final annealing must have at least 50%, preferably at least 70% to the desired final thickness.
  • a further positive influence on the fine grain of the structure can be achieved that according to a further embodiment of the method according to the invention, the homogenization is carried out in two stages, the ingot is first heated to 550 ° C to 600 ° C for at least 0.5 h and then the Rolling bar at 450 ° C to 550 ° for at least 0.5 h, preferably at least 2 h is maintained. Subsequently, the rolling ingot is hot rolled.
  • the corrosion properties can be improved by milling the billet after casting or after homogenization on the top and bottom to exclude impurities from the top and bottom of the rolling billet, which can adversely affect the corrosion resistance.
  • the method according to the invention at least one intermediate annealing after a first cold rolling in a Temperature of 300 ° C to 400 ° C, preferably at a temperature of 330 ° C to 370 ° C for at least 0.5 h, wherein before and after the intermediate annealing the Abwalzgrad is at least 50%, preferably at least 70%. Due to the selected degrees of finish before the intermediate annealing or after the intermediate annealing, it is achieved that the microstructure is thoroughly recrystallized during the intermediate annealing.
  • the intermediate annealing time is at least 0.5 h, preferably at least 2 h.
  • the above object is achieved by an aluminum alloy strip or sheet made of an aluminum alloy mentioned above, wherein the strip has a thickness of 0.2 mm to 5 mm and in the soft annealed state, a yield strength R p0.2 of at least 45 MPa and an equi- elongation Ag of at least 23% and an elongation at break A 80mm of not less than 35%.
  • the conditions are given that the aluminum alloy strip or sheet can be used for components in the motor vehicle, which in addition to very good forming properties and a very good Have resistance to intergranular corrosion or filiform corrosion. This is especially true for painted or coated components.
  • the use of the aluminum alloy strip according to the invention for the production of semi-finished products or components of a motor vehicle, in particular structural parts of a motor vehicle solves the above-mentioned Task.
  • structural parts can be produced with very large degrees of deformation and assume very complex shapes without requiring particularly complicated forming operations.
  • these are also particularly resistant to corrosion in lacquered form, in particular against intergranular corrosion and filiform corrosion.
  • the object indicated is achieved by a structural part of a motor vehicle, in particular a door inner part of a motor vehicle comprising at least one formed sheet of an aluminum alloy strip according to the invention.
  • a structural part of a motor vehicle in particular a door inner part of a motor vehicle comprising at least one formed sheet of an aluminum alloy strip according to the invention.
  • the structural part according to the invention is produced from a strip which has been produced by the method according to the invention. It has been shown that with the method according to the invention, the forming properties as well as the strength properties of the structural part can be achieved in a process-reliable manner, so that an economic production of the structural parts which meet the conditions mentioned, is possible.
  • a first embodiment in a schematic flow diagram now shows Fig. 1 ,
  • the rolling ingot is cast, for example in the DC continuous casting process or in the strip casting process.
  • the bar is then heated to a temperature of 500 ° C to 600 ° C and held for at least 0.5 h, preferably at least 2 h at this temperature for homogenization.
  • the so homogenized ingot is then hot rolled at a temperature of 280 ° C to 500 ° C, preferably 300 ° C to 400 ° C to a final thickness of 3 to 12 mm.
  • step 8 a cold rolling to final thickness, followed by a recrystallizing final soft annealing according to step 10 followed.
  • the degree of rolling must be at least 50%, preferably at least 70%, in order to produce a sufficiently fine-grained microstructure in the final soft annealing.
  • the final soft annealing at which the strip recrystallizes again, takes place in the chamber furnace at 300 ° C. to 400 ° C., preferably at 330 ° C. to 370 ° C. in step 10.
  • the alloy components according to the invention of Mg, Si, Fe and Mn, the use is a continuous furnace for the production of the aluminum alloy strip according to the invention is not possible because other structures would be provided due to the different heating and cooling rates.
  • milling may also be performed according to step 12 of the top and bottom of the rolling billet to minimize the impact of contaminants at the edges of the billets in the ingot fabrication on the finished product. In particular, this has a positive influence on the corrosion resistance of the components.
  • Fig. 2 now shows another flowchart which shows the step 16 of the homogenization as an alternative to step 4.
  • the homogenization has an influence on the fine grain of the desired end structure of the strip or finished component.
  • the homogenization is carried out in several stages. So instead of step 4 in Fig. 1 in Fig. 2 a Homogenticians Republic 16 performed.
  • the homogenization step 16 initially has a first homogenization phase, step 18, in which the milled or unmilled roll ingot is heated to a temperature of 550 ° C. to 600 ° C. for at least 0.5 h, preferably at least 2 h.
  • step 20 the so heated ingot is cooled to a temperature of 450 ° C to 550 ° C and held at this temperature for at least 0.5 h, preferably at least 2 h, which in Fig. 2 is shown in step 22.
  • the ingot may also be cooled to room temperature in a step 24 and heated in a subsequent step 26 to the temperature for the second homogenization. This is necessary, for example, if the rolling ingot has to be stored between the homogenization step.
  • this phase can be used at room temperature to mill the ingot at the top and bottom, step 28.
  • the hot rolling is carried out as in Fig. 1 represented with the parameters specified there. It has been shown that the multi-stage homogenization, in particular the two-stage homogenization leads to a finer structure in the final product.
  • Variants 1 to 4 and 9 and 10 are comparative examples which do not correspond to the aluminum alloy according to the invention.
  • embodiments 5 to 8 correspond to the aluminum alloy compositions claimed according to the invention.
  • both the yield strength R p0 , 2 , the tensile strength R m , the uniform elongation Ag, the elongation at break A were measured 80 mm and the draft SZ 32 obtained in the ironing was measured in millimeters.
  • the values for the yield strength R p0.2 and the tensile strength R m were measured in the tensile test perpendicular to the rolling direction of the sheet according to DIN EN ISO 6892-1: 2009.
  • the uniform elongation Ag and the elongation at break A were measured 80 mm in each case perpendicular to the rolling direction of the sheet with a flat tensile specimen according to DIN EN ISO 6892-1: 2009, Annex B, Form 2.
  • the forming behavior can also be used in a Stretch drawing test SZ 32 can be measured by a cupping test according to Erikson (DIN EN ISO 20482), in which a test piece is pressed against the sheet, so that a cold deformation occurs. During cold working, the force as well as the punch travel of the test specimen are measured until there is a load drop, which causes the formation of a crack.
  • the cupping test was carried out with a punch head diameter of 32 mm and die diameter of 35.4 mm coordinated with the sheet metal blanket with the aid of a Teflon drawing film to reduce friction. The overview of the results is shown in Table 2.
  • V Table 2 variant (V): Comparison (E) invention R p0.2 N / mm 2 R m N / mm 2 A g % A 80mm % SZ 32 mm 1 V 65 145 19.6 26.5 15.8 2 V 52 131 21.9 30.3 16.2 3 V 60 135 22.7 30.3 16.4 4 V 51 122 22.3 33.5 15.6 5 e 48 112 23.1 35.3 16.0 6 e 47 118 23.5 35.0 16.5 7 e 50 120 23.4 36.2 16.1 8th e 47 112 23.8 36.6 15.0 9 V 41 98 23.6 37.9 16.5 10 V 41 102 24.2 38.0 16.3
  • the exemplary embodiments show that excessive reduction of the contents Si, Fe, Mn, Mg with an increase in the contents of Cu and Cr results in the yield limit values above 45 MPa remains, but the elongation at break drops significantly to about 30%. This effect can also be demonstrated if the Mn content alone is 1.0%, for example, which already pushes the breaking elongation A 80 mm below 35%, variant 4.
  • the variants 9 and 10 show the effect of reduced contents of Si, Fe, Mn and Mg. Comparative Examples 9 and 10 show a very good elongation at break A 80mm with more than 35%, however, the yield strength with 41 MPa is below that of the inventive embodiments 5 to 8.
  • the embodiments according to the invention showed a very good forming behavior, especially in the case of strong deformations, which can be deduced from the very good stretch drawing results SZ 32 and the high elongation values both in the uniform expansion Ag and in the elongation at break A 80 mm . From this it can be seen that overall the interaction of the alloy contents Si, Fe, Mn, Mg is important, whereby the components Cr and Cu have to be kept particularly low, preferably the Cu content is ⁇ 0.05 wt.%, Preferably ⁇ 0.01 wt% and the chromium content ⁇ 0.01 wt%, preferably ⁇ 0.001 wt%.
  • Coupled with the very good corrosion resistance of the embodiments can be provided for vehicles semi-finished products and components, in particular structural components such as door inner parts, which not only ensures the specifications of the field of application in terms of mechanical and chemical properties, but can be economically produced by a few forming operations.
  • the aluminum alloy strips according to the invention are therefore ideally suited, for example, structural parts of a motor vehicle, such as in Fig. 3 to provide shown door inner parts 30 and to be used for their preparation.
  • the door inner part is made of a sheet metal of an aluminum alloy according to the invention with a thickness of 1.5 mm, which provides only by forming operations, but without joining operations a window frame.

Claims (13)

  1. Procédé pour la fabrication d'une bande à partir d'un alliage d'aluminium constitué des composants d'alliage en % en poids ci-dessous : 0,6 % ≤ Si ≤ 0,9 % ,
    Figure imgb0069
     0,6 % ≤ Fe ≤ 1,0 % ,
    Figure imgb0070
     Cu ≤ 0,1 % ,
    Figure imgb0071
     0,6 % ≤ Mn ≤ 0,9 % ,
    Figure imgb0072
     0,5 % ≤ Mg ≤ 0,8 % ,
    Figure imgb0073
     Cr ≤ 0,05 % ,
    Figure imgb0074
     le reste Al et impuretés, au maximum individuellement 0,05 % en poids, au maximum au total 0,15 % en poids,
    comprenant les étapes suivantes :
    - Moulage (2) d'une plaque de laminage,
    - Homogénéisation (4,16) à une température comprise entre 500 °C et 600 °C pendant 0,5 h minimum,
    - Laminage à chaud (6) de la plaque de laminage à une température de 280 °C à 500 °C sur une épaisseur de 3 mm à 12 mm,
    - Laminage à froid (8) avec ou sans recuit intermédiaire avec un niveau de laminage d'au moins 50 %, de préférence au moins 70 % sur une épaisseur finale de 0,2 mm à 5 mm et
    - Recuit d'adoucissement final (10) à 300 °C jusqu'à 400 °C pendant au moins 0,5 h dans un four à chambre.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    l'homogénéisation (16) a lieu en deux étapes, la plaque de laminage étant chauffée dans un premier temps à 550 °C jusqu'à 600 °C pendant au moins 0,5 h et ensuite refroidie à 450 °C jusqu'à 550 °C, maintenue à cette température pendant 0,5 h minimum, et par la suite laminée à chaud.
  3. Procédé selon la revendication 1 ou 2,
    caractérisé en ce que
    la plaque de laminage est fraisée (12) après le moulage (2) ou après l'homogénéisation (4,16) sur les parties supérieure et inférieure (12).
  4. Procédé selon l'une des revendications 1 à 3,
    caractérisé en ce que
    se produit un recuit intermédiaire (14) après un premier laminage à froid (8) à une température de 300 °C à 400 °C pendant au moins 0,5 h, le niveau de laminage avant et après le recuit intermédiaire s'élevant à au moins 50 %, de préférence à au moins 70 %.
  5. Procédé selon la revendication 4,
    caractérisé en ce que
    le recuit intermédiaire (14) est effectué à une température de 330 °C à 370 °C.
  6. Bande d'alliage d'aluminium ou de tôle fabriquée à partir d'un alliage d'aluminium constitué des composants d'alliage en % en poids ci-dessous : 0,6 % ≤ Si ≤ 0,9 % ,
    Figure imgb0075
     0,6 % ≤ Fe ≤ 1,0 % ,
    Figure imgb0076
     Cu ≤ 0,1 % ,
    Figure imgb0077
     0,6 % ≤ Mn ≤ 0,9 % ,
    Figure imgb0078
     0,5 % ≤ Mg ≤ 0,8 % ,
    Figure imgb0079
     Cr ≤ 0,05 % ,
    Figure imgb0080
     le reste Al et impuretés, au maximum individuellement 0,05 % en poids, au maximum au total 0,15 % en poids
    caractérisé en ce que
    la bande a une épaisseur de 0,2 mm à 5 mm et présente à l'état recuit d'adoucissement une limite élastique Rp0,2 d'au moins 45 MPa et un allongement à la rupture A80mm d'au moins 35 %.
  7. Bande en alliage d'aluminium selon la revendication 6,
    caractérisée en ce que
    les composants de l'alliage Si, Fe, Mn et Mg ont les teneurs en % en poids ci-dessous : 0,7 % ≤ Si ≤ 0,9 % ,
    Figure imgb0081
     0,7 % ≤ Fe ≤ 1,0 % ,
    Figure imgb0082
     0,7 % ≤ Mn ≤ 0,9 % et 0,6 % ≤ Mg ≤ 0,8 % .
    Figure imgb0083
  8. Bande en alliage d'aluminium selon la revendication 7,
    caractérisée en ce que
    les composants de l'alliage Si, Fe, Mn et Mg ont les teneurs en % en poids ci-dessous : 0,7 % ≤ Si ≤ 0,8 % ,
    Figure imgb0084
     0,7 % ≤ Fe ≤ 0,8 % ,
    Figure imgb0085
     0,7 % ≤ Mn ≤ 0,8 % et 0,6 % ≤ Mg ≤ 0,7 % .
    Figure imgb0086
  9. Bande en alliage d'aluminium selon l'une des revendications 6 à 8,
    caractérisée en ce que
    l'alliage d'aluminium a la teneur en Cr en % en poids ci-dessous : Cr ≤ 0,01 % .
    Figure imgb0087
  10. Bande en alliage d'aluminium selon l'une des revendications 6 à 9,
    caractérisée en ce que
    l'alliage d'aluminium a la teneur en Cr en % en poids Cu ≤ 0,05 % ci-dessous :
  11. Utilisation d'une bande en alliage d'aluminium selon la revendication 6 pour la fabrication de produits semi-finis ou de pièces pour véhicules automobiles, notamment d'un élément structurel d'un véhicule automobile.
  12. Élément structurel, en particulier, une contre-porte (30) d'un véhicule automobile présentant
    au moins une tôle déformée fabriquée à partir d'une bande d'alliage d'aluminium selon la revendication 6 à 10.
  13. Élément structurel selon la revendication 12,
    caractérisé en ce que
    la tôle est découpée dans une bande, laquelle est fabriquée avec un procédé selon les revendications 1 à 5.
EP14162348.8A 2014-03-28 2014-03-28 Procédé pour la fabrication d'une bande d'un alliage d'aluminium à fermeté moyenne hautement déformable pour la fabrication de produits semi-finis ou de composants de véhicules automobiles Active EP2924135B1 (fr)

Priority Applications (12)

Application Number Priority Date Filing Date Title
PT141623488T PT2924135T (pt) 2014-03-28 2014-03-28 Processo para a produção de uma banda de uma liga de alumínio de média tenacidade e de grande deformabilidade para produtos semiacabados ou para componentes de veículos automóveis
EP14162348.8A EP2924135B1 (fr) 2014-03-28 2014-03-28 Procédé pour la fabrication d'une bande d'un alliage d'aluminium à fermeté moyenne hautement déformable pour la fabrication de produits semi-finis ou de composants de véhicules automobiles
ES14162348.8T ES2655434T3 (es) 2014-03-28 2014-03-28 Procedimiento para la fabricación de una cinta de una aleación de aluminio altamente conformable y de resistencia media para productos semiacabados o componentes de automóviles
EP17151174.4A EP3178952B9 (fr) 2014-03-28 2014-03-28 Alliage d'aluminium à haute ductilité, semi-rigide destiné à la fabrication de demi-produits ou de pièces pour véhicules automobiles
CA2944061A CA2944061C (fr) 2014-03-28 2015-03-27 Alliage d'aluminium de resistance mecanique intermediaire, hautement faconnable pour fabriquer des demi-produits ou des pieces de vehicules automobiles
RU2016142403A RU2655510C2 (ru) 2014-03-28 2015-03-27 Легко формируемый, среднепрочный алюминиевый сплав для изготовления заготовок или деталей автомобилей
KR1020167030120A KR101808812B1 (ko) 2014-03-28 2015-03-27 차량용 반제품 또는 부품을 제조하기 위한 고성형성의 중강도 알루미늄 합금
JP2016559550A JP6279761B2 (ja) 2014-03-28 2015-03-27 自動車の半製品又は部品の製造のための高成形性中強度アルミニウム合金ストリップ又はシート
PCT/EP2015/056733 WO2015144888A2 (fr) 2014-03-28 2015-03-27 Alliage d'aluminium de résistance mécanique intermédiaire, hautement façonnable pour fabriquer des demi-produits ou des pièces de véhicules automobiles
CN201580017129.6A CN106164311A (zh) 2014-03-28 2015-03-27 制造汽车的半成品或构件的高成型性、中强度的铝合金
KR1020177030782A KR20170121336A (ko) 2014-03-28 2015-03-27 차량용 반제품 또는 부품을 제조하기 위한 고성형성의 중강도 알루미늄 합금
US15/270,601 US10047424B2 (en) 2014-03-28 2016-09-20 Highly formable, medium-strength aluminium alloy for the manufacture of semi-finished products or components of motor vehicles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP14162348.8A EP2924135B1 (fr) 2014-03-28 2014-03-28 Procédé pour la fabrication d'une bande d'un alliage d'aluminium à fermeté moyenne hautement déformable pour la fabrication de produits semi-finis ou de composants de véhicules automobiles

Related Child Applications (2)

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EP17151174.4A Division EP3178952B9 (fr) 2014-03-28 2014-03-28 Alliage d'aluminium à haute ductilité, semi-rigide destiné à la fabrication de demi-produits ou de pièces pour véhicules automobiles
EP17151174.4A Division-Into EP3178952B9 (fr) 2014-03-28 2014-03-28 Alliage d'aluminium à haute ductilité, semi-rigide destiné à la fabrication de demi-produits ou de pièces pour véhicules automobiles

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EP2924135A1 EP2924135A1 (fr) 2015-09-30
EP2924135B1 true EP2924135B1 (fr) 2017-12-13

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EP17151174.4A Active EP3178952B9 (fr) 2014-03-28 2014-03-28 Alliage d'aluminium à haute ductilité, semi-rigide destiné à la fabrication de demi-produits ou de pièces pour véhicules automobiles
EP14162348.8A Active EP2924135B1 (fr) 2014-03-28 2014-03-28 Procédé pour la fabrication d'une bande d'un alliage d'aluminium à fermeté moyenne hautement déformable pour la fabrication de produits semi-finis ou de composants de véhicules automobiles

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US (1) US10047424B2 (fr)
EP (2) EP3178952B9 (fr)
JP (1) JP6279761B2 (fr)
KR (2) KR101808812B1 (fr)
CN (1) CN106164311A (fr)
CA (1) CA2944061C (fr)
ES (1) ES2655434T3 (fr)
PT (1) PT2924135T (fr)
RU (1) RU2655510C2 (fr)
WO (1) WO2015144888A2 (fr)

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JPH07252611A (ja) * 1994-03-17 1995-10-03 Kobe Steel Ltd 成形加工用Ａｌ−Ｍｎ−Ｍｇ系合金板
JP2002275566A (ja) * 2001-03-21 2002-09-25 Kobe Steel Ltd プレス成形性に優れたＡｌ−Ｍｎ系合金板
JP4703033B2 (ja) * 2001-05-21 2011-06-15 三菱樹脂株式会社 ダイカスト用アルミニウム合金材
WO2003006697A1 (fr) * 2001-07-09 2003-01-23 Corus Aluminium Walzprodukte Gmbh Alliage soudable d'al-mg-si a haute resistance
RU2221891C1 (ru) * 2002-04-23 2004-01-20 Региональный общественный фонд содействия защите интеллектуальной собственности Сплав на основе алюминия, изделие из этого сплава и способ изготовления изделия
US20060032560A1 (en) * 2003-10-29 2006-02-16 Corus Aluminium Walzprodukte Gmbh Method for producing a high damage tolerant aluminium alloy
JP2006152359A (ja) * 2004-11-29 2006-06-15 Furukawa Sky Kk ボトル缶用アルミニウム合金板およびその製造方法
JP4916333B2 (ja) * 2006-03-13 2012-04-11 住友軽金属工業株式会社 強度とろう付け性に優れた熱交換器用アルミニウム合金クラッド材
JP2008231475A (ja) * 2007-03-19 2008-10-02 Furukawa Sky Kk 成形加工用アルミニウム合金板およびその製造方法
JP4312819B2 (ja) * 2008-01-22 2009-08-12 株式会社神戸製鋼所 成形時のリジングマーク性に優れたアルミニウム合金板
EP2527479B1 (fr) * 2011-05-27 2014-02-12 Hydro Aluminium Rolled Products GmbH Alliage d'aluminium hautement conducteur pour produits conducteurs électriques
JP6227222B2 (ja) * 2012-02-16 2017-11-08 株式会社神戸製鋼所 焼付け塗装硬化性に優れたアルミニウム合金板
JP5379883B2 (ja) * 2012-05-11 2013-12-25 株式会社神戸製鋼所 アルミニウム合金板およびその製造方法
PT2770071T (pt) 2013-02-21 2017-04-19 Hydro Aluminium Rolled Prod Liga de alumínio para a produção de produtos semiacabados ou componentes para automóveis, procedimento para a produção de uma tira de alumínio a partir dessa liga de alumínio bem como tira de liga de alumínio e utilizações da mesma
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WO2015144888A3 (fr) 2016-01-07
EP3178952B1 (fr) 2020-07-29
EP3178952A1 (fr) 2017-06-14
EP2924135A1 (fr) 2015-09-30
RU2016142403A (ru) 2018-04-28
PT2924135T (pt) 2018-02-09
JP2017514014A (ja) 2017-06-01
WO2015144888A2 (fr) 2015-10-01
CN106164311A (zh) 2016-11-23
CA2944061A1 (fr) 2015-10-01
KR101808812B1 (ko) 2017-12-13
CA2944061C (fr) 2019-10-22
KR20160132119A (ko) 2016-11-16
US20170009323A1 (en) 2017-01-12
ES2655434T3 (es) 2018-02-20
KR20170121336A (ko) 2017-11-01
RU2655510C2 (ru) 2018-05-28
EP3178952B9 (fr) 2021-07-14
US10047424B2 (en) 2018-08-14
JP6279761B2 (ja) 2018-02-14

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