EP2959028B2 - Utilisation d'un alliage en aluminium pour la fabrication de demi-produits ou de composants pour véhicules automobiles - Google Patents

Utilisation d'un alliage en aluminium pour la fabrication de demi-produits ou de composants pour véhicules automobiles Download PDF

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Publication number
EP2959028B2
EP2959028B2 EP14705528.9A EP14705528A EP2959028B2 EP 2959028 B2 EP2959028 B2 EP 2959028B2 EP 14705528 A EP14705528 A EP 14705528A EP 2959028 B2 EP2959028 B2 EP 2959028B2
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aluminium alloy
weight
content
use according
aluminum alloy
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EP2959028A1 (fr
EP2959028B1 (fr
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Olaf Engler
Henk-Jan Brinkman
Thomas Hentschel
Réginald Dupuis
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Speira GmbH
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Hydro Aluminium Rolled Products 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B22—CASTING; POWDER METALLURGY
    • B22D—CASTING OF METALS; CASTING OF OTHER SUBSTANCES BY THE SAME PROCESSES OR DEVICES
    • B22D7/00—Casting ingots, e.g. from ferrous metals
    • B22D7/005—Casting ingots, e.g. from ferrous metals from non-ferrous metals
    • 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

Definitions

  • the invention relates to a use of an aluminum alloy for painted components for motor vehicles. Furthermore, the invention relates to a use of a sheet, made of an aluminum alloy strip, as a painted component in the motor vehicle.
  • Semi-finished products and components for motor vehicles must meet different requirements depending on their place of use and purpose in the motor vehicle, in particular with regard to their mechanical properties and their corrosion properties.
  • the mechanical properties are determined, for example, predominantly by the rigidity, which depends in particular on the shape of these parts.
  • the strength has a minor influence, but the materials used must not be too soft either.
  • good formability is very important since the components and semi-finished products generally undergo complex forming processes, for example, in the manufacture of interior door parts.
  • this relates to components manufactured in a one-piece sheet metal shell construction, such as e.g. a metal inner door with integrated window frame area.
  • Such components have cost advantages over a mounted profile solution for the window frame by the saving of joining operations.
  • corrosion resistance also plays a major role in motor vehicles, since automotive components such as door interior parts are exposed to spray water, condensation or condensation. It is therefore desirable that the motor vehicle components have good resistance to various corrosion attacks, in particular to intergranular corrosion and to filiform corrosion.
  • Filiform corrosion refers to a type of corrosion that occurs in coated components and shows a thread-like course. Filiform corrosion occurs at high humidity in the presence of chloride ions.
  • Curable AA 6xxx alloys have high strength and good resistance to intergranular corrosion and filiform corrosion, but are significantly less malleable than AA 8006 and therefore not very well suited for the manufacture of complex components such as door inner parts.
  • the production of semi-finished products and components from a AA 6xxx alloy is quite complex and expensive, since it requires a continuous annealing as a special process step.
  • AA 5xxx alloys with high magnesium content combine high strengths with a very good formability.
  • the formability does not match that of steel solutions, which leads to limitations in the design of the components.
  • these alloys tend to intercrystalline corrosion.
  • steel materials are very easy to form, they have a weight disadvantage and are also susceptible to corrosion for the same rigidity.
  • the present invention has the object to provide a use of an aluminum alloy is available, which is high formability, medium strength and corrosion resistant.
  • the alloy constituents of the aluminum alloy have the following percentages by weight: Fe ⁇ 0.80%, Si ⁇ 0.50%, 0.90% ⁇ Mn ⁇ 1.50%, mg ⁇ 0.25%, Cu ⁇ 0.125%, Cr ⁇ 0.05%, Ti ⁇ 0.05%, V ⁇ 0.05%, Zr ⁇ 0.05%, Balance aluminum, unavoidable accompanying elements individually ⁇ 0.05%, in total ⁇ 0.15%, and the combined proportion of Mg and Cu satisfies the following relation in% by weight: 0.15% ⁇ Mg + Cu ⁇ 0.25%.
  • the aluminum alloy is based on the alloy type AA 3xxx, in particular AA 3103 (AlMn1). Although such alloys have a very good formability, but are usually too soft for many applications such as components of motor vehicles.
  • AlMn1 alloy type AA 3xxx
  • Mg and Cu alloying elements
  • the strength of the aluminum alloy can be increased, but this also leads to a significant reduction in ductility and thus in turn to a poorer formability.
  • the combined amount of copper and magnesium in the aluminum alloy must be precisely controlled in order to achieve the desired mechanical properties, namely a yield strength Rp 0.2 of at least 45 MPa with an equi-elongation Ag of at least 23%. and an elongation at break A 80mm of at least 30%, with good corrosion resistance. It has been found in tests that with a combined proportion of Mg and Cu between 0.15 and 0.25 wt.%, A combination of strength and formability of the aluminum alloy which is advantageous for the aforementioned applications is achieved.
  • the combined proportion of magnesium and copper must be at least 0.15% by weight, preferably at least 0.16% by weight, in particular at least 0.17% by weight, so that the aluminum alloy has sufficient strength, in particular with a Yield point R p0,2 of at least 45 MPa, reached.
  • the combined amount of Mg and Cu must be limited to at most 0.25% by weight, preferably at most 0.23% by weight, in particular at most 0.20% by weight, since otherwise equal expansion Ag and breaking elongation A will be 80 mm fall very much, namely in particular under 23% for Ag and under 30% for A 80mm .
  • the combined proportion of magnesium and copper is generally understood as the sum of the two individual fractions for Mg and Cu in% by weight.
  • the aluminum alloy has a Cu content of not more than 0.125% by weight, preferably not more than 0.10% by weight, in particular not more than 0.05% by weight, and a magnesium content of not more than 0, 25 wt .-%, preferably at most 0.2 wt .-%, on.
  • the aluminum alloy preferably has an Mg content of at least 0.06% by weight, more preferably of at least 0.10% by weight, in particular of at least 0.15% by weight.
  • the aluminum alloy preferably has an Mg content in the range of 0.08% to 0.25% by weight.
  • the aluminum alloy described above has proved to be highly deformable and medium strength in tests. As a result, the aluminum alloy can be used particularly well for semi-finished products and components of motor vehicles, the production of which involves complex forming processes. Accordingly, the use of the aforementioned aluminum alloy for producing a semifinished product or component of motor vehicles is disclosed. With the aluminum alloy, it is possible in some cases, in particular, even to achieve such good formability that semifinished products and components made from the alloy can be converted to forming tools for steel components.
  • the aluminum alloy has a good corrosion resistance.
  • the aluminum alloy in laboratory tests showed a significantly better resistance to filiform corrosion than, for example, AA 8006 alloys.
  • the Mn content of the alloy of 0.9 to 1.5% by weight, preferably 1.0 to 1.4% by weight, especially 1.0 to 1.2% by weight, results in combination with the Fe and Si components in the specified amounts, in particular to relatively uniformly distributed, compact particles of the quaternary ⁇ -Al (Fe, Mn) Si phase, which increase the strength of the aluminum alloy, without other properties such as formability or corrosion behavior to influence negatively.
  • the elements titanium, chromium, vanadium and in particular zirconium can hinder the recrystallization during the final annealing and thus impair the formability of the aluminum alloy.
  • the aluminum alloy therefore has Ti, Cr, V and Zr contents of in each case not more than 0.05% by weight and preferably in particular a Zr content of not more than 0.02% by weight ,
  • the proportions of all other unavoidable accompanying elements are individually less than 0.05 wt .-% and together less than 0.15 wt .-%, so that they do not cause undesirable phase formation and / or negative effects on the material properties.
  • the Mg content of the aluminum alloy is greater than the Cu content of the aluminum alloy.
  • the corrosion behavior of the aluminum alloy in particular with respect to the Filiform corrosion, can be further improved.
  • tests on filiform corrosion on sheet metal samples of various aluminum alloys have shown that aluminum workpieces according to this first embodiment can be used to produce aluminum workpieces, in particular semi-finished products or components for motor vehicles, which show little or only slight filiform corrosion in the tests.
  • the formability of the aluminum alloy is further improved in one embodiment in that the aluminum alloy has a Cr content ⁇ 0.02% by weight, preferably ⁇ 0.01% by weight, and / or a V content ⁇ 0.02% by weight .-%, preferably ⁇ 0.01 wt .-%, and / or has a Zr content ⁇ 0.01 wt .-%.
  • Titanium may be added in the continuous casting of the aluminum alloy as a grain refining agent, for example, in the form of Ti-boride wire or rods. Therefore, in a further embodiment, the aluminum alloy has a Ti content of at least 0.01% by weight, preferably of at least 0.015% by weight, in particular of at least 0.02% by weight.
  • the material properties of the aluminum alloy can be improved in a further embodiment in that the aluminum alloy has an Fe content of ⁇ 0.7% by weight, preferably ⁇ 0.6% by weight, in particular ⁇ 0.5 wt .-%, having.
  • the susceptibility of the aluminum alloy to filiform corrosion is prevented from increasing.
  • the aluminum alloy preferably has an Si content of ⁇ 0.4% by weight, preferably ⁇ 0.3% by weight, in particular ⁇ 0.25% by weight. By further restricting the Si content, it can be prevented that the formability is reduced too much.
  • the aluminum alloy further preferably has an Fe content of at least 0.10 wt .-%, preferably of at least 0.25 wt .-%, in particular of at least 0.40 wt .-%, and / or an Si content of at least 0.06% by weight, preferably at least 0.10% by weight, in particular at least 0.15% by weight.
  • the alloy constituents of the aluminum alloy have the following percentages by weight: 0.40% ⁇ Fe ⁇ 0.70%, 0.10% ⁇ Si ⁇ 0.25%, 1.00% ⁇ Mn ⁇ 1.20%, mg ⁇ 0.25%, Cu ⁇ 0.10%, Cr ⁇ 0.02%, Ti ⁇ 0.05%, V ⁇ 0.05%, Zr ⁇ 0.05%, Balance aluminum, unavoidable accompanying elements individually ⁇ 0.05%, in total ⁇ 0.15%, whereby the combined proportion of Mg and Cu fulfills the following relation in weight%: 0.15% ⁇ Mg + Cu ⁇ 0.25%.
  • the formability of this alloy can be improved by the alloy having a V content of ⁇ 0.02% by weight and / or a Zr content of ⁇ 0.01% by weight. Furthermore, the grain refining can be improved by a Ti content of at least 0.01 wt .-%.
  • the alloy constituents of the aluminum alloy have the following percentages by weight: 0.40% ⁇ Fe ⁇ 0.70%, 0.10% ⁇ Si ⁇ 0.25%, 1.00% ⁇ Mn ⁇ 1.20%, mg ⁇ 0.20%, Cu ⁇ 0.05%, Cr ⁇ 0.02%, Ti ⁇ 0.05%, V ⁇ 0.05%, Zr ⁇ 0.05%, Balance aluminum, unavoidable accompanying elements individually ⁇ 0.05%, in total ⁇ 0.15%, whereby the combined proportion of Mg and Cu fulfills the following relation in weight%: 0.15% ⁇ Mg + Cu ⁇ 0.20%.
  • the formability of this alloy can be improved by the alloy having a V content of ⁇ 0.02% by weight and / or a Zr content of ⁇ 0.01% by weight. Furthermore, the grain refining can be improved by a Ti content of at least 0.01 wt .-%.
  • this method can produce an aluminum alloy strip which is highly deformable, medium strength and corrosion resistant, especially against intergranular corrosion and filiform corrosion. Furthermore, this process allows for economical production of the aluminum alloy strip, since the process involves standard process steps (i.e., continuous casting, homogenizing, hot rolling, cold rolling, soft annealing) and does not necessarily require special, expensive process steps such as strip continuous annealing.
  • the casting of the rolling ingot is preferably carried out in DC continuous casting.
  • a tape casting method may also be used, for example.
  • the hot rolling of the rolling ingot takes place at a temperature between 280 ° C and 500 ° C, preferably between 300 ° C and 400 ° C, in particular between 320 ° C and 380 ° C.
  • the ingot is preferably rolled down to a thickness between 3 and 12 mm. In this way it is ensured that in the subsequent cold rolling a sufficiently high degree of rolling, preferably of at least 70%, in particular of at least 80%, is achieved, by which the strength, the formability and the elongation values of the aluminum alloy strip are determined.
  • the cold rolling of the aluminum alloy strip can be done in one or more passes.
  • the aluminum alloy strip is preferably rolled to a final thickness in the range from 0.2 to 5 mm, preferably from 0.25 to 4 mm, in particular from 0.5 to 3.6 mm. In these thickness ranges, the desired material properties of the aluminum alloy strip can be achieved particularly well.
  • the final annealing of the aluminum strip allows a fine-grained, thoroughly crystallized microstructure with good strength and formability to be achieved.
  • the final annealing is therefore a recrystallizing soft annealing.
  • the final annealing can be carried out in particular in a chamber furnace at 300 ° C to 400 ° C, preferably at 320 ° C to 360 ° C or in a continuous furnace at 450 ° C to 550 ° C, preferably at 470 ° C to 530 ° C.
  • the Chamber furnace is in operation and purchase less expensive than the continuous furnace.
  • the duration of final annealing in the chamber furnace is typically 1 hour or more.
  • the corrosion properties of the produced aluminum alloy strip or an end product made of this aluminum alloy strip can be improved.
  • the milling of the upper and / or lower side of the roll ingot can be carried out, for example, after casting and before homogenizing the rolling ingot.
  • milling of the top and / or bottom of the rolling billet may be performed between the first homogenizing and the second homogenizing, more preferably after cooling the rolling bar to room temperature.
  • the degree of rolling during cold rolling is at least 70%, preferably at least 80%.
  • the degree of rolling during cold rolling is at most 90%, preferably at most 85%. This maximum degree of rolling can prevent an excessive decrease in the elongation values of the aluminum alloy strip.
  • the method can be carried out particularly economically by carrying out the cold rolling without intermediate annealing. It has been found that the desired properties of the aluminum alloy strip can also be achieved without intermediate annealing. In the production of the aluminum alloy strip, no expensive and expensive continuous strip annealing is preferably carried out.
  • the aluminum alloy strip is annealed between two cold rolling passes, in particular at a temperature of 300 ° C to 400 ° C, preferably at a temperature of 330 ° C to 370 ° C.
  • the intermediate annealing can be done for example in a chamber furnace.
  • the intermediate annealing is in particular an intermediate annealing of the strip.
  • the intermediate annealing is preferably carried out when the degree of rolling during cold rolling is more than 85%, in particular more than 90%.
  • the cold rolling and the intermediate annealing is then preferably carried out so that the degree of rolling after the intermediate annealing is less than 90%, in particular less than 85%.
  • the degree of rolling after the intermediate annealing is particularly preferably between 70% and 90%, in particular between 80% and 85%.
  • an aluminum alloy strip which is preferably produced by one of the methods described above, wherein the aluminum alloy strip consists of the alloy described above and has a yield strength R p0.2 of at least 45 MPa, a uniform elongation A g of at least 23% and an elongation at break A 80mm of at least 30%.
  • the alloy and in particular by the method an aluminum alloy strip can be produced, which has the above-mentioned material properties and also a good corrosion resistance to intergranular corrosion and filiform corrosion.
  • the aluminum alloy strip is particularly well suited for components and semi-finished products for motor vehicles, in particular for coated components such as interior door components.
  • the yield strength R p0.2 is determined according to DIN EN ISO 6892-1: 2009.
  • the uniform elongation Ag and the elongation at break A 80mm are also determined according to DIN EN ISO 6892-1: 2009 with a flat tensile specimen according to DIN EN ISO 6892-1: 2009, Annex B, Form 2.
  • the aluminum alloy strip has a thickness in the range of 0.2 to 5 mm, preferably 0.25 to 4 mm, in particular 0.5 to 3.6 mm. In these thickness ranges, the desired material properties of the aluminum alloy strip can be achieved particularly well.
  • the object described above is achieved by the use of the previously described aluminum alloy for painted components for motor vehicles. It has been found that with the aluminum alloy material properties can be achieved, which are particularly advantageous for this use.
  • the aluminum alloy can be used according to an embodiment particularly advantageous for interior door components of a motor vehicle.
  • the object described above is furthermore achieved by the use of a sheet produced from the described aluminum alloy strip as a painted component in the motor vehicle.
  • a sheet produced from the described aluminum alloy strip as a painted component in the motor vehicle.
  • the material properties of the aluminum alloy strip and thus also the Material properties of a sheet produced from this particular for use in the motor vehicle, especially as a door inner panel.
  • the aluminum alloy or a sheet produced from the aluminum alloy strip are used for painted components of a motor vehicle.
  • Fig. 1 shows a flowchart for a first embodiment of the method for producing an aluminum alloy strip.
  • a rolling bar is first cast from the described aluminum alloy.
  • the casting can be done for example in DC continuous casting or strip casting.
  • the ingot is homogenized in step 4 at a temperature in the range of 480 ° C to 600 ° C for at least 0.5 hours.
  • the ingot is then hot rolled at a temperature in the range of 280 ° C to 500 ° C to a final thickness of between 3 and 12 mm.
  • the hot strip hot rolled from the billet is then cold rolled in step 8 to a final thickness of preferably 0.2 mm to 5 mm.
  • a final annealing of the aluminum alloy strip takes place in step 10, for example in a chamber furnace at a temperature between 300 ° C. and 400 ° C. or in a continuous furnace between 450 ° C. and 550 ° C.
  • the top and / or the underside of the rolling ingot can be milled.
  • the aluminum alloy strip may optionally be annealed in a step 14, preferably in a chamber furnace at a temperature between 300 ° C and 400 ° C.
  • the intermediate annealing is particularly suitable for improving the material properties of the aluminum alloy strip when the hot strip is relatively thick and therefore the degree of rolling during cold rolling is more than 85%, in particular more than 90%.
  • the degree of rolling in cold rolling is approximately 96.7%.
  • the hot strip can first be rolled to 2 mm in a first cold-rolled pass, then intermediate-annealed, and finally rolled to 0.4 mm in a second cold-rolled pass.
  • the Abwalzgrad after the intermediate annealing is then only 80% and is thus in a preferred range.
  • FIG. 2 shows a part of a flowchart for further embodiments of the method.
  • the method sequence of these exemplary embodiments is essentially the same as the method sequence with respect to FIG. 1 match described method.
  • the homogenization of the rolling ingot takes place in the embodiments according to FIG. 2 not in step 4, but in a step 16, which is divided into several steps.
  • FIG. 2 shows possible sequences of the individual steps of step 16.
  • the ingot is cooled to the temperature of the second homogenization in the range of 450 ° C and 550 ° C, before then in the subsequent step 22 at this temperature, the second homogenization for at least 0.5 h, preferably for at least 2 h, takes place.
  • the ingot may be first cooled to room temperature in a step 24 and heated in a subsequent step 26 to the temperature for the second homogenization.
  • step 24 and step 26 optionally the top and / or bottom of the rolling billet can be milled.
  • aluminum alloys of the AA 3xxx type in particular based on AA 3103, were produced with different Mg and Cu contents.
  • the alloy compositions of these aluminum alloys are summarized in the following Table 1, wherein the individual alloy portions are each given in wt .-%. Table 1 No.
  • alloys Nos. 6 and 8 are embodiments of the alloy according to the use (E) of the present invention, while alloys Nos. 1-5, 7 and 9-13 are comparative examples (V).
  • each of these alloys 1 to 13 was cast in DC continuous casting in each case a rolling bar with a thickness of 600 mm, which was then homogenized in two stages, first for several hours at about 580 ° C and then for several hours at about 500 ° C. After homogenization, the ingots were hot rolled at about 500 ° C into aluminum alloy hot tapes having a thickness of 4 to 8 mm. These aluminum alloy hot tapes were then each on a Cold rolled final thickness of 1.2 mm and finally subjected to a recrystallizing annealing at 350 ° C for 1 h.
  • the aluminum alloy strips were examined for their mechanical properties, in particular their strength and formability.
  • Table 2 shows the corresponding material properties of an alloy of the type AA 8006, as known from the prior art.
  • Table 2 No. R p0.2 [MPa] R m [MPa] Ag [%] A 80mm [%] n-value r-value SZ 32 [mm] 1 V 42 101 25.1 41.3 0.214 0.472 16.7 2 V 42 103 24.6 35.7 0,216 0.579 16.3 3 V 43 111 24.5 36.1 0.218 0.484 16.4 4 V 48 111 25.3 35.9 0.214 0,417 16.6 5 V 45 114 24.8 36.4 0.217 0.484 16.5 6 e 46 116 24.5 35.1 0.217 0.662 16.7 7 V 49 115 25.1 34.2 0.218 0,420 16.2 8th e 50 113 24.2 35.0 0.210 0,598 16.4 9 V 53 118 23.8 32.5 0,216 0.344 15.9 10 V 51 119 21.8 29.5 0.207 0,635 15.9 11 V
  • FIG. 3 are the yield strength R p0.2 (empty squares), the elongations at break A 80mm (filled diamonds) and the depth values SZ 32 (filled triangles) of the aluminum alloy bands Nos. 1 to 13 depending on combined Cu and Mg content of the respective aluminum alloy.
  • the R p0,2 values are plotted in MPa according to the scale on the left ordinate axis.
  • the A 80mm values are plotted in percent and the SZ 32 values are plotted in mm according to the scale on the right axis of the ordinate.
  • the combined Cu and Mg content is indicated on the abscissa in wt.%.
  • the good formability is also reflected in particular by the measured depth value, which in the case of the alloy preferably has a value SZ 32 ⁇ 15.8 mm, in particular ⁇ 15.9 mm.
  • the aluminum alloys Nos. 4-9 have only a slightly poorer formability at the same strength than the comparison alloy AA 8006.
  • the aluminum alloys Nos. 4-9 have the advantage over the alloy AA 8006 that they have a significantly better Have corrosion resistance. Thus intercrystalline corrosion does not occur in alloys of type AA 3xxx.
  • FIGS. 4a-c Photographs of the sample surfaces are shown at the end of the test.
  • FIG. 4a shows the sheet sample of the comparative alloy AA8006
  • FIG. 4b shows the sheet sample of Comparative Example No. 5
  • Figure 4c shows the sample sheet according to Embodiment No. 6.
  • the scribe line introduced into the sheet sample is to be seen (dark line running from top to bottom).
  • the filiform corrosion spreads starting from the scribe line substantially transversely to the extension direction of the scribe line and is shown in the figures as a light thread-like structures.
  • the figures each show a ruler with centimeter scale placed on the sample.
  • the sheet sample of the comparative alloy AA8006 shows a strong Filiform corrosion.
  • the scribe line is in Fig. 4a almost completely surrounded by the white filiform structures of filiform corrosion.
  • the subterranean depth, ie the extent of the threadlike structures starting from the scribe line, is up to 6 mm.
  • the Sample No. 5 metal sample shows a considerably lower amount of filiform corrosion.
  • the density of thread-like structures of filiform corrosion is at the scribe line in Fig. 4b considerably less than the scribe line in Fig. 4a so that the sheet sample in Fig. 4b has a much greater resistance to filiform corrosion than the sheet sample in Fig. 4a , Nevertheless, some filiform structures of filiform corrosion, some of which have a large infiltration depth of up to approximately 6 mm, also occur in this sample of sheet metal.
  • the Mg content of the alloy composition is greater than the Cu content.
  • the sample of sheet metal for Embodiment No. 6 with an Mg content of 0.15% by weight and a Cu content of 0.031% by weight shows only minimal filiform corrosion.
  • the scribe line in Fig. 4c is only occasionally surrounded by short filiform structures of filiform corrosion up to 3 mm in length.
  • the sheet sample for Embodiment No. 6 thus has a very good resistance to filiform corrosion.
  • Table 2 show that the exemplary embodiments for the aluminum alloy according to the inventive use also achieve good values for the tensile strength R m and for the n and r values, which are in particular within the scope of conventional AA 3xxx alloys or even better are.
  • FIG. 5 shows a schematic representation of a typical component of a motor vehicle in the form of a door inner part.
  • Such door inner parts 40 are usually made of steel. However, steel components are heavy and susceptible to corrosion with equal rigidity.
  • aluminum alloy ribbons can be produced that are highly deformable, medium strength, and highly corrosion resistant, particularly to intergranular corrosion as well as to filiform corrosion.
  • the material properties of these aluminum alloy strips or the sheets produced therefrom are therefore particularly favorable for the production of motor vehicle components, such as the door inner part 40.
  • the good resistance to filiform corrosion is the use of the aluminum alloys for painted components, such as the door inner part 40, advantageous.
  • the components produced from these aluminum alloys have a better corrosion resistance than corresponding components made of steel or of an alloy of the type AA 8006. At the same time they have a significantly lower weight than components made of steel.

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Claims (14)

  1. Utilisation d'un alliage d'aluminium pour d'éléments peints constitutifs de véhicules,
    caractérisé en ce que les éléments de l'alliage d'aluminium présentent les parts suivantes en % en poids : Fe ≤ 0,80 %, Si ≤ 0,50 %, 0,90 % ≤ Mn ≤ 1,50 %, Mg ≤ 0,25 %, Cu ≤ 0,125 %, Cr ≤ 0,05 %, Ti ≤ 0,05 %, V ≤ 0,05 %, Zr ≤ 0,05 %,
    le reste étant aluminium, des éléments d'accompagnement inévitables, individuellement < 0,05 %, au total < 0,15 %,
    et la part combinée de Mg et de Cu satisfait à l'équation suivante : 0,15 % ≤ Mg + Cu ≤ 0,25 %,
    la part en Mg de l'alliage d'aluminium étant supérieure à la part en Cu de l'alliage d'aluminium.
  2. Utilisation selon la revendication 1, caractérisé en ce que l'alliage d'aluminium comporte une part en Cu d'un maximum de 0,10 % en poids et/ou une part en Mg de 0,06 % en poids à 0,20 % en poids.
  3. Utilisation selon la revendication 1 ou la revendication 2, caractérisé en ce que l'alliage d'aluminium comporte une part en Cr ≤ 0,02 % en poids et/ou une part en V ≤ 0,02 % en poids et/ou une part en Zr ≤ 0,02 % en poids, notamment ≤ 0,01 % en poids.
  4. Utilisation selon l'une quelconque des revendications 1 à 3, caractérisé en ce que l'alliage d'aluminium comporte une part en Fe de 0,4 à 0,7 % en poids et/ou une part en Si de 0,1 à 0,25 % en poids et/ou une part en Mn de 1,0 à 1,2 % en poids.
  5. Utilisation selon l'une quelconque des revendications 1 à 4, caractérisé en ce que l'alliage d'aluminium comporte une part en Ti d'au moins 0,01 % en poids.
  6. Utilisation d'une tôle, fabriquée en un feuillard en alliage d'aluminium, pour d'éléments peints constitutifs de véhicules,
    caractérisé en ce que le feuillard en alliage d'aluminium est constitué d'un alliage destiné à la fabrication de produits semi-finis ou d'éléments constitutifs de véhicules, les éléments de l'alliage d'aluminium présentent les parts suivantes en % en poids : Fe ≤ 0,80 %, Si ≤ 0,50 %, 0,90 % ≤ Mn ≤ 1,50 %, Mg ≤ 0,25 %, Cu ≤ 0,125 %, Cr ≤ 0,05 %, Ti ≤ 0,05 %, V ≤ 0,05 %, Zr ≤ 0,05 %,
    le reste étant aluminium, des éléments d'accompagnement inévitables, individuellement < 0,05 %, au total < 0,15 %,
    et la part combinée de Mg et de Cu satisfait à l'équation suivante : 0,15 % ≤ Mg + Cu ≤ 0,25 %,
    la part en Mg de l'alliage d'aluminium étant supérieure à la part en Cu de l'alliage d'aluminium,
    et le feuillard en alliage d'aluminium présente une limite élastique Rp0,2 d'au moins 45 MPa, un allongement uniforme Ag d'au moins 23 % et un allongement à la rupture A80mm d'au moins 30 %.
  7. Utilisation selon la revendication 6, caractérisé en ce que le feuillard en alliage d'aluminium présente une épaisseur de l'ordre de 0,2 mm à 5 mm.
  8. Utilisation selon la revendication 6 ou 7, caractérisé en ce que le feuillard en alliage d'aluminium est fabriqué à l'aide d'un procédé comprenant les étapes de procédé suivantes :
    - coulée d'une brame en un alliage d'aluminium, l'alliage d'aluminium présentent les parts suivantes en % en poids : Fe ≤ 0,80 %, Si ≤ 0,50 %, 0,90 % ≤ Mn ≤ 1,50 %, Mg ≤ 0,25 %, Cu ≤ 0,125 %, Cr ≤ 0,05 %, Ti ≤ 0,05 %, V ≤ 0,05 %, Zr ≤ 0,05 %,
    le reste étant aluminium, des éléments d'accompagnement inévitables, individuellement < 0,05 %, au total < 0,15 %,
    et la part combinée de Mg et de Cu satisfait à l'équation suivante : 0,15 % ≤ Mg + Cu ≤ 0,25 %,
    la part en Mg de l'alliage d'aluminium étant supérieure à la part en Cu de l'alliage d'aluminium,
    - homogénéisation de la brame à de 480 °C à 600 °C pendant au moins 0,5 h,
    - laminage à chaud de la brame à de 280 °c à 500 °C en un feuillard en alliage d'aluminium,
    - laminage à froid du feuillard en alliage d'aluminium à l'épaisseur finale et
    - recuit final recristallisant du feuillard en alliage d'aluminium.
  9. Utilisation selon la revendication 8, caractérisé en ce que le procédé comprend en supplément l'étape de procédé suivante :
    - fraisage de la face supérieure et/ou inférieure de la brame.
  10. Utilisation selon la revendication 8 ou 9, caractérisé en ce que l'homogénéisation est réalisée au moins en deux phases avec les étapes suivantes :
    - première homogénéisation à de 500 °C à 600 °C pendant au moins 0,5 h et
    - deuxième homogénéisation à de 450 °c à 550 °C pendant au moins 0,5 h.
  11. Utilisation selon l'une quelconque des revendications 8 à 10, caractérisé en ce que le niveau de laminage pendant le laminage à froid est compris entre 70 % et 90 %, de préférence entre 80 % et 85 %.
  12. Utilisation selon l'une quelconque des revendications 8 à 11, caractérisé en ce qu'on réalise le laminage à froid avec ou sans recuit intermédiaire.
  13. Utilisation selon l'une quelconque des revendications 1 à 7, l'alliage d'aluminium étant utilisé pour des éléments d'intérieur de portière.
  14. Utilisation selon l'une quelconque des revendications 8 à 12, la tôle étant utilisée en tant que tôle d'intérieur de portière.
EP14705528.9A 2013-02-21 2014-02-20 Utilisation d'un alliage en aluminium pour la fabrication de demi-produits ou de composants pour véhicules automobiles Active EP2959028B2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP14705528.9A EP2959028B2 (fr) 2013-02-21 2014-02-20 Utilisation d'un alliage en aluminium pour la fabrication de demi-produits ou de composants pour véhicules automobiles

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP13156100.3A EP2770071B9 (fr) 2013-02-21 2013-02-21 Alliage en aluminium pour la fabrication de demi-produits ou de composants pour véhicules automobiles, procédé de fabrication d'une bande d'alliage en aluminium à partir de cet alliage en aluminium ainsi que la bande d'alliage en aluminium et utilisations de celui-ci
EP14705528.9A EP2959028B2 (fr) 2013-02-21 2014-02-20 Utilisation d'un alliage en aluminium pour la fabrication de demi-produits ou de composants pour véhicules automobiles
PCT/EP2014/053323 WO2014128212A1 (fr) 2013-02-21 2014-02-20 Alliage d'aluminium servant à fabriquer des demi-produits ou des composants de véhicules à moteur, procédé de fabrication d'un feuillard à partir de cet alliage d'aluminium, ainsi que feuillard d'alliage d'aluminium et son utilisation

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EP2959028A1 EP2959028A1 (fr) 2015-12-30
EP2959028B1 EP2959028B1 (fr) 2016-07-27
EP2959028B2 true EP2959028B2 (fr) 2019-07-10

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EP14705528.9A Active EP2959028B2 (fr) 2013-02-21 2014-02-20 Utilisation d'un alliage en aluminium pour la fabrication de demi-produits ou de composants pour véhicules automobiles

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CA (1) CA2899991C (fr)
ES (2) ES2621871T3 (fr)
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PT2959028T (pt) 2016-09-19
EP2959028A1 (fr) 2015-12-30
CA2899991A1 (fr) 2014-08-28
CN105008563A (zh) 2015-10-28
WO2014128212A1 (fr) 2014-08-28
KR20150119369A (ko) 2015-10-23
EP2770071B9 (fr) 2020-08-12
ES2621871T3 (es) 2017-07-05
JP2016514206A (ja) 2016-05-19
US10501833B2 (en) 2019-12-10
PT2770071T (pt) 2017-04-19
EP2770071B1 (fr) 2017-02-01
EP2959028B1 (fr) 2016-07-27
CN105008563B (zh) 2018-05-25
JP6143892B2 (ja) 2017-06-07
RU2015139899A (ru) 2017-03-24
EP2770071A1 (fr) 2014-08-27
ES2590779T3 (es) 2016-11-23
KR101656419B1 (ko) 2016-09-09
US20150368771A1 (en) 2015-12-24
ES2590779T5 (es) 2020-03-11
RU2637458C2 (ru) 2017-12-04
WO2014128212A9 (fr) 2014-11-27
EP2770071B2 (fr) 2020-04-01

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