EP3019637B1 - Blech aus aluminiumlegierung für die struktur eines kraftfahrzeugs - Google Patents

Blech aus aluminiumlegierung für die struktur eines kraftfahrzeugs Download PDF

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Publication number
EP3019637B1
EP3019637B1 EP14758586.3A EP14758586A EP3019637B1 EP 3019637 B1 EP3019637 B1 EP 3019637B1 EP 14758586 A EP14758586 A EP 14758586A EP 3019637 B1 EP3019637 B1 EP 3019637B1
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Prior art keywords
sheet
use according
hours
temperature
equal
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English (en)
French (fr)
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EP3019637A1 (de
Inventor
Gilles Guiglionda
Hervé Ribes
Dominique Daniel
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Constellium Neuf Brisach SAS
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Constellium Neuf Brisach SAS
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Priority to DE14758586.3T priority Critical patent/DE14758586T1/de
Priority to EP17162984.3A priority patent/EP3199655A3/de
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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
    • C22F1/047—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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B22—CASTING; POWDER METALLURGY
    • B22D—CASTING OF METALS; CASTING OF OTHER SUBSTANCES BY THE SAME PROCESSES OR DEVICES
    • B22D11/00—Continuous casting of metals, i.e. casting in indefinite lengths
    • B22D11/001—Continuous casting of metals, i.e. casting in indefinite lengths of specific alloys
    • B22D11/003—Aluminium alloys
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B22—CASTING; POWDER METALLURGY
    • B22D—CASTING OF METALS; CASTING OF OTHER SUBSTANCES BY THE SAME PROCESSES OR DEVICES
    • B22D11/00—Continuous casting of metals, i.e. casting in indefinite lengths
    • B22D11/04—Continuous casting of metals, i.e. casting in indefinite lengths into open-ended moulds
    • B22D11/041—Continuous casting of metals, i.e. casting in indefinite lengths into open-ended moulds for vertical casting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B22—CASTING; POWDER METALLURGY
    • B22D—CASTING OF METALS; CASTING OF OTHER SUBSTANCES BY THE SAME PROCESSES OR DEVICES
    • B22D21/00—Casting non-ferrous metals or metallic compounds so far as their metallurgical properties are of importance for the casting procedure; Selection of compositions therefor
    • B22D21/002—Castings of light metals
    • B22D21/007—Castings of light metals with low melting point, e.g. Al 659 degrees C, Mg 650 degrees C
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D1/00—General methods or devices for heat treatment, e.g. annealing, hardening, quenching or tempering
    • C21D1/26—Methods of annealing
    • 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
    • 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

Definitions

  • the invention relates to the field of aluminum alloy sheets for the manufacture of bodywork parts or automotive structure also called "white box". More specifically, the invention relates to the use of such sheets having excellent formability in stamping, thus making it possible to produce pieces of complex geometry or requiring deep stampings such as for example a door liner or a load floor.
  • the sheets used according to the invention are particularly suitable for the production of complex parts dimensioned in rigidity. They also have excellent resistance to filiform corrosion.
  • Aluminum alloys are increasingly used in the automotive industry to reduce the weight of vehicles and thus reduce fuel consumption and greenhouse gas emissions.
  • the aluminum alloy sheets are used in particular for the manufacture of many parts of the "white box” among which are distinguished body skin parts (or outer body panels) such as the front wings, roofs or pavilions, skins hood, trunk or door, and lining parts or body structure components such as door linings, hood, or load floors (cockpit and trunk). If many pieces of skin are already made of aluminum alloy sheets, the transposition of steel to aluminum lining parts or structure with complex geometries is more difficult because of the poorer formability in stamping of aluminum alloys compared to that of steels.
  • alloys of the Al-Mg-Si type have been retained so far. , that is alloys of the AA6xxx series. Indeed, alloys AA6016, AA6016A, AA6005A, AA6014, for Europe, and alloys AA6111 and AA6022 in the United States, are the most used for this type of applications, in thicknesses of the order of 1mm, mainly because of their relatively good formability in stamping and crimping in the "hardened” T4, their high hardening during the baking of paints and their excellent surface appearance after shaping.
  • alloys of the AA5xxx (Al-Mg) series with a limited magnesium content are, to date, the most used, mainly because they offer a good compromise between formability in the annealed state or state O, mechanical properties after shaping, thermal stability and resistance to corrosion in service.
  • the most commonly used alloys are AA5182, AA5754, and AA5454.
  • JPH036348 discloses an aluminum alloy sheet used for stamped part of bodywork or bodywork structure also called "white box", composition (% by weight): 0.4-1.5% Mg, 0.3-1.5% Si, 0.05- 1.0% Cu, 0.03-1.0% Mn, 0.02-0.5% Ag or / and 0.05-1.0% Fe or / and 0.03-0.3% Cr or / and 0.005-0.1% Ti or / and 0.05-0.2% Zr, remainder aluminum , and the method of manufacturing this part comprises: casting, homogenization at 480-600 ° C, hot rolling, cold rolling, reheating, rapid annealing, work hardening, chemical etching, stamping.
  • the tensile elongation drops to around 25% as soon as the elastic limit Rp 0.2 exceeds the value of substantially 50 MPa.
  • the elongation A 50 rupture of the AA3003 type alloy which is nevertheless known for its good ductility associated with a yield strength R p0.2 of 40 MPa, has its elongation at 50 drop to substantially 25% when magnesium is added to increase the yield strength R p0.2 up to 70 MPa, as appears for alloy AA3004.
  • the aim of the invention is to obtain this compromise of ductility and of optimum yield strength, by proposing an aluminum alloy sheet for automotive structure components, also known as a "white box", having a significantly improved formability that is stable over time. and better than the state of the art, and allowing the realization by conventional embossing at room temperature of automotive parts of complex geometry unrealizable from the aluminum alloy sheets currently used in the field of automotive construction.
  • This sheet must also have a minimum of mechanical strength, but also a very good resistance to corrosion and especially filiform corrosion.
  • the subject of the invention is the use of an aluminum alloy sheet for the manufacture of a stamped part of a bodywork or bodywork structure, also called a "blank body", characterized in that said sheet has a limit of elasticity Rp 0.2 greater than or equal to 60 MPa and an axial tensile elongation A 80 greater than or equal to 34%.
  • said sheet has a hole expansion ratio, known to those skilled in the art under the name HER (Hole Expansion Ratio), greater than 50, or even greater than or equal to 55.
  • its composition is as follows (% by weight): Si: 0.15 - 0.50; Fe: 0.3 - 0.7; Cu: 0.05 - 0.10; Mn: 1.0 - 1.5 or even 1.0 - 1.2 and better 1.1 - 1.2; other elements ⁇ 0.05 each and ⁇ 0.15 in total, remains aluminum.
  • the Fe content is at least 0.3%.
  • the preferred Si content is from 0.15 to 0.30%.
  • the method of manufacturing said sheet comprises the following steps: Vertical continuous or semi-continuous casting of a plate and scalping said plate, Homogenization at a temperature of at least 600 ° C for at least 5 hours, preferably at least 6 hours, followed by controlled cooling to a temperature of 550 to 450 ° C, typically 490 ° C, at least 7 hours, preferably at least 9 hours, then cooling to room temperature in at least 24 hours with, advantageously, controlled slow cooling to substantially 150 ° C in at least 15 hours, preferably at least 15 hours. 16 hours.
  • the chemical etching is carried out, after alkaline degreasing, in an acid medium with a loss of mass of the sheet of at least 0.2 g / m 2 and per face.
  • the invention also encompasses a stamped part of bodywork or body structure manufactured by stamping from a sheet having at least one of the above characteristics. It is chosen, for example, in the group comprising interior panels or door liners, cabin floor, boot floor, spare wheel housing or cockpit side.
  • the invention is based on the finding made by the applicant that it was entirely possible to use, for stamped body panels or bodywork structure also called “white box", sheets having excellent ductility, especially due to an elongation at break of 80 greater than or equal to typically 34%, and a sufficient mechanical strength, in particular because of a yield strength Rp 0.2 greater than or equal to typically 60 MPa, as well as very good resistance to filiform corrosion.
  • Such use has never been used in the automobile because the skilled person wrongly thought that the level of mechanical characteristics was insufficient.
  • this combination is perfectly suitable for parts dimensioned in rigidity, which is the case for most of the stamped bodywork sheets or bodywork structure also called “white box”.
  • Such use has the advantage of excellent formability, especially in stamping, allowing the realization of automotive parts of complex geometry not feasible with aluminum alloys commonly used in the automotive industry. It also allows the conversion of aluminum steel with very little modification of the shape of the tools designed for forming steels other than those related to taking into account the greater thickness of the sheet metal. aluminum alloy used.
  • Fe a minimum content of 0.3%, and better still 0.5%, substantially reduces the solubility of manganese in solid solution, which makes it possible to obtain a sensitivity to the rate of positive deformation, delays the rupture during the deformation after necking, and thus improves ductility and formability.
  • Iron is also necessary for the formation of a high density of intermetallic particles guaranteeing good "hardenability" during shaping. Beyond a content of 0.7%, too many intermetallic particles are created with a detrimental effect on the ductility and resistance to filiform corrosion.
  • Cu at a minimum content of 0.05%, its presence in solid solution makes it possible to obtain higher mechanical characteristics without significant degradation of the formability. Above 0.1%, the sensitivity to the strain rate and thus the formability are substantially degraded. In addition, copper has a negative influence on the corrosion resistance.
  • Mn a minimum content of 1.0% is necessary to obtain the required level of mechanical characteristics and to form sufficient precipitates providing a good "hardenability". Above 1.5%, too much is present in solid solution, which is not conducive to formability.
  • the range of the most advantageous content is 1.0 to 1.2 or even 1.1 to 1.2%.
  • Mg its content is limited to that of an impurity (less than 0.05%).
  • An addition of magnesium could increase the mechanical characteristics by solid solution but would very strongly decrease the sensitivity to the speed of deformation and thus the ductility.
  • Zn in the same way, its content is limited to that of an impurity (less than 0.05% or even 0.01%) because, like magnesium, remaining in solid solution, it would also decrease the sensitivity to the speed of deformation and thus the formability.
  • impurity less than 0.05% or even 0.01%
  • the manufacture of the sheets for use according to the invention mainly comprises the casting, typically vertical semi-continuous plates followed by their scalping.
  • the strip or sheet for use according to the invention is then subjected to work hardening with a permanent deformation rate of between 1 and 10%, and preferably between 1 and 5%.
  • This work-hardening can be obtained for example by rolling with a low reduction of the "skin pass" type, or by planing under tension in tension, or between rollers.
  • This work hardening has the effect of significantly increasing the mechanical strength, including the elastic limit, without significant impact on the elongation at break or ductility.
  • a chemical etching is implemented. It aims to eliminate the mechanically disturbed area resulting from rolling, on the surface of the sheet, known as the MDL (Mechanically Disturbed Layer) or layer of Beilby.
  • the thickness of this disturbed layer depends on the rolling conditions and the reduction in thickness experienced by the sheet; the stripping must therefore be adapted according to these parameters. It is preferably chosen, in this case, so that the loss of mass of the sheet in question is at least 0.2 g / m 2 and per side, better still 0.3 g / m 2 even 0.4 g / m 2 .
  • the examples below show very good results obtained for a value of 0.5 g / m 2 which can therefore be an optimal minimum.
  • the sheet or strip is subjected to a series of treatments comprising at least one etching step and a series of rinses. The purpose of the latter is to remove the chemical residues left at the outlet of the pickling bath or baths.
  • Table 1 summarizes the chemical compositions in percentages by weight (% by weight) of the alloys used during the tests. They are identified by A, A1, A2, B under the abbreviated name "Compo. In Table 2.
  • the next hot rolling step is first carried out on a reversible rolling mill up to a thickness of about 40 mm and then on a hot tandem rolling mill with 4 stands up to a thickness of 3.2 mm.
  • This hot-rolling step is preceded for the case 1 to 6 of a reheating which makes it possible to bring the temperature of the foundry plate from the ambient temperature to the rolling start temperature of 500 ° C. in 9 hours. .
  • This hot rolling step is followed by a cold rolling step which makes it possible to obtain sheets 1.15 mm thick.
  • a final annealing then allows a recrystallization of the alloys so as to obtain a state O.
  • This annealing was carried out in passage furnace for the cases 1 to 4 and 6 to 8 and consisted bringing the metal to a temperature of 410 ° C in about 10 seconds and then cooling it.
  • the recrystallization annealing was carried out in a static oven and consisted in bringing the metal to a temperature of 350 ° C. in 6 hours.
  • a chemical etching of the mechanically disturbed layer resulting from the rolling was also carried out in a reel on a continuous line.
  • the sheet has undergone a series of surface treatments including, after an alkaline degreasing and rinsing, a stripping step with sulfuric and hydrofluoric acids.
  • the attack rate measured by loss of mass on a sample immersed in the pickling bath, was 1.2 g / m 2 per face in 1 minute.
  • the pickling was carried out by spraying on the strip followed by triple rinsing.
  • the loss of mass at the end of the treatment was 0.5 g / m 2 per face for cases 2 to 5.
  • the stripping was less extensive and the mass loss was 0.10 g / m2.
  • Case 7 corresponding to a sheet having not undergone a homogenization of the type of that described in this invention, has a value of elongation at rupture at 80 lower and lower than 34% although the value of Rp 0.2 only 55 MPa.
  • Case 8 corresponding to a sheet of composition outside the invention, has a much smaller elongation A 80 .
  • hole expansion tests were carried out on a sheet according to the invention in comparison with sheet alloys AA5182 type O and AA6016 state T4.
  • the test consists in stamping with a flat-bottomed punch of diameter 202 mm (see figure 1 ) a blank having in its center a circular hole of diameter 100 mm. Stamping is done on blanked side. Blocking of the blank between the die and the blank holder is ensured by means of a retaining ring and a pressure of 13 MPa exerted by the blank clamp.
  • the circular hole of 100 mm diameter is made in the center of a circular blank of 350 mm diameter by water jet cutting.
  • the speed of movement of the punch is 40 mm / min.
  • the movement of the punch stops when the force on the punch falls by 100 daN / 0.2 s, which corresponds to the beginning of a crack from the edge of the hole.
  • the test is finished.
  • the LDH parameter is widely used for the evaluation of the drawability of sheets with a thickness of 0.5 to 2 mm. He has been the subject of many publications, including that of R. Thompson, "The LDH test to evaluate sheet metal formability - Final Report of the LDH Committee of the North American Deep Drawing Research Group," SAE conference, Detroit, 1993, SAE Paper No. 930815. This is a trial of stamping a blank blocked at the periphery by a ring. The blanking pressure is controlled to prevent slippage in the rod. The blank, dimensions 120 x 160 mm, is biased in a mode close to the plane strain. The punch used is hemispherical. The figure 2 specifies the dimensions of the tools used to perform this test.
  • the lubrication between the punch and the plate is ensured by graphited grease (Shell HDM2 grease).
  • the speed of descent of the punch is 50 mm / min.
  • the value called LDH is the value of the displacement of the punch at break, the limit depth of the stamping. It actually corresponds to the average of three tests, giving a 95% confidence interval on the 0.2 mm measurement.
  • Table 2 shows the LDH parameter values obtained on test pieces of 120 x 160 mm cut from the aforementioned sheets and for which the dimension of 160 mm was positioned parallel to the rolling direction.
  • the filiform corrosion resistance was evaluated and compared to that of AA6016-T4 alloy sheets usually used in the field of automobile bodywork.
  • specimens coated with a cataphoresis layer are used. These painted specimens are then scratched, placed in a corrosive atmosphere to initiate corrosion, then exposed to controlled conditions of temperature and humidity favoring filiform corrosion according to standard NF EN 3665. After an exposure time of 1000 hours in climatic chamber at 40 ⁇ 2 ° C and 82 ⁇ 3% humidity, the degree of filiform corrosion is assessed according to standard NF EN 3665 method 3.
  • the degreasing is carried out by immersing for 10 minutes in a "Almeco” bath with a concentration of 18 to 40 g / l and 65 ° C.
  • "metal" is about 0.3 g / m 2 or about 110 nm.
  • the phosphating treatment is carried out by immersion according to the Chemetall instruction manual "Die Phosphatierung als Vor anger vor der Lacktechnik”("Phosphating as pretreatment for painting"). During this step the etching of the metal is about 0.9 g / m 2 or about 330 nm.
  • the phosphate-free conversion treatment by hydrolysis and condensation of polysiloxanes, or Oxsilan®, is carried out by dipping in a bath of Oxsilan® MM0705A at 25 g / l with a withdrawal rate of 25 cm / min, which corresponds to a deposit of about 4 mg Si / m 2 . During this step the metal is not attacked.
  • the cataphoresis product used is CathoGuard® 800 from BASF, an epoxy-based lacquer.
  • the thickness of the targeted cataphoresis layer is 23 microns; it is obtained by a deposit of 2 minutes in a bath at 30 ° C with a voltage of 260 V, followed by baking for 15 minutes at 175 ° C.
  • case 8 all the cases tested, with the exception of case 8, have good resistance to filiform corrosion if the cataphoresis is preceded by a degreasing and phosphating (surface treatment 2).

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Materials Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Crystallography & Structural Chemistry (AREA)
  • Shaping Metal By Deep-Drawing, Or The Like (AREA)
  • Metal Rolling (AREA)
  • Cleaning And De-Greasing Of Metallic Materials By Chemical Methods (AREA)
  • Combustion & Propulsion (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
  • Body Structure For Vehicles (AREA)
  • ing And Chemical Polishing (AREA)
  • Transportation (AREA)
  • Manufacturing & Machinery (AREA)
  • Heat Treatment Of Sheet Steel (AREA)
  • Other Surface Treatments For Metallic Materials (AREA)

Claims (12)

  1. Verwendung eines Blechs aus Aluminiumlegierung für die Herstellung eines Tiefziehteils einer Kraftfahrzeugkarosserie oder -karosseriestruktur, auch Rohkarosserie genannt, dadurch gekennzeichnet, dass das Blech folgende Zusammensetzung hat (in Gew.-%): Si: 0,15 - 0,50 ; Fe:0,3 - 0,7 ; Cu: 0,05 - 0,10 ; Mn: 1,0 - 1,5 ; weitere Elemente jeweils < 0,05 und insgesamt < 0,15, Rest Aluminium, und dass das Blech eine Dehngrenze Rp0,2 größer oder gleich 60 MPa und eine Dehnung bei einachsiger Zugbeanspruchung A80 größer oder gleich 34 % aufweist.
  2. Verwendung nach Anspruch 1, dadurch gekennzeichnet, dass das Blech ein Lochexpansionsverhältnis, dem Fachmann unter dem Namen HER (Hole Expansion Ratio) bekannt, von mehr als 50 aufweist.
  3. Verwendung nach einem der Ansprüche 1 oder 2, dadurch gekennzeichnet, dass das Lochexpansionsverhältnis größer oder gleich 55 ist.
  4. Verwendung nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass das Blech folgende Zusammensetzung aufweist (Gew.-%): Si: 0,15 - 0,50 Fe: 0,3 - 0,7 Cu: 0,05 - 0,10 Mn: 1,0 - 1,5
    weitere Elemente jeweils < 0,05 und insgesamt <0,15, Rest Aluminium.
  5. Verwendung nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass der Fe-Gehalt des Blechs zwischen 0,5 und 0,7 % liegt.
  6. Verwendung nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass der Si-Gehalt des Blechs zwischen 0,15 und 0,30 % liegt.
  7. Verwendung nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass der Mn-Gehalt des Blechs zwischen 1,0 und 1,2 % und vorzugsweise zwischen 1,1 und 1,2 % liegt.
  8. Verwendung nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, dass nach einer Entfettungsbehandlung des Blechs, alleine oder mit anschließender phosphatfreier Umwandlung durch Hydrolyse und Kondensation von Polysiloxanen, sowie Kataphorese, die beim Filiformkorrosionsfestigkeitstest nach NF EN3665 mit einer Testdauer von 1000 Stunden in einer Testkammer entstehenden fadenförmigen Gebilde eine Länge von weniger als 2 mm aufweisen.
  9. Verwendung nach einem der Ansprüche 1 bis 8 für die Herstellung eines Tiefziehteils einer Kraftfahrzeugkarosserie oder -karosseriestruktur, dadurch gekennzeichnet, dass das Verfahren zur Herstellung des Tiefziehteils folgende Schritte aufweist:
    - Kontinuierliches oder semikontinuierliches Stranggießen eines Barrens und Fräsen des Barrens mit folgender Zusammensetzung (Gew.-%): Si: 0,15 - 0,50 Fe: 0,3 - 0,7 Cu: 0,05 - 0,10 Mn: 1,0 - 1,5
    weitere Elemente jeweils < 0,05 und insgesamt <0,15, Rest Aluminium.
    - Homogenisieren bei einer Temperatur von mindestens 600 °C während mindestens 5 Stunden, gefolgt von einem kontrollierten Abkühlen auf eine Temperatur von 550 bis 450 °C während mindestens 7 Stunden und anschließendes Abkühlen auf Raumtemperatur während mindestens 24 Stunden.
    - Erhitzen auf 480 bis 530 °C mit einer Temperaturanstiegszeit von mindestens 8 Stunden, Warmwalzen, Abkühlen und anschließendes Kaltwalzen sowie Glühen bei einer Temperatur von mindestens 350 °C.
    - Kaltumformen, typischerweise durch Streck- oder Rollrichten oder durch "skin pass", mit einem Verfestigungsgrad zwischen 1 und 10 %.
    - Chemisches Beizen der mechanisch gestörten Schicht, bekannt unter dem Namen MDL (Mechanically Disturbed Layer) oder Beilby-Schicht.
    - Tiefziehen des erhaltenen Blechs zur Gewinnung des Tiefziehteils einer Kraftfahrzeugkarosserie oder -karosseriestruktur.
  10. Verwendung nach einem der Ansprüche 1 bis 9, dadurch gekennzeichnet, daß das Arbeitshärtungsverhältnis des Blechs zwischen 1% und 5% beträgt.
  11. Verwendung nach einem der Ansprüche 1 bis 10, dadurch gekennzeichnet, dass das chemische Beizen des Blechs, nachdem es alkalisch entfettet wurde, in saurem Medium erfolgt, mit einem Massenverlust des Blechs von mindestens 0.2 g/m2 und pro Seite.
  12. Tiefziehteil einer Kraftfahrzeugkarosserie oder -karosseriestruktur, dadurch gekennzeichnet, dass es gewonnen wird durch die Verwendung eines Blechs nach einem der Ansprüche 1 bis 11.
EP14758586.3A 2013-07-11 2014-07-09 Blech aus aluminiumlegierung für die struktur eines kraftfahrzeugs Active EP3019637B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE14758586.3T DE14758586T1 (de) 2013-07-11 2014-07-09 Blech aus Aluminiumlegierung für die Struktur eines Kraftfahrzeugs
EP17162984.3A EP3199655A3 (de) 2013-07-11 2014-07-09 Karosserieteil aus aluminiumlegierung für karosseriestruktur eines kraftfahrzeugs

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1301644A FR3008427B1 (fr) 2013-07-11 2013-07-11 Tole en alliage d'aluminium pour structure de caisse automobile
PCT/FR2014/000160 WO2015004340A1 (fr) 2013-07-11 2014-07-09 Tôle en alliage d'aluminium pour structure de caisse automobile

Related Child Applications (2)

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EP17162984.3A Division EP3199655A3 (de) 2013-07-11 2014-07-09 Karosserieteil aus aluminiumlegierung für karosseriestruktur eines kraftfahrzeugs
EP17162984.3A Division-Into EP3199655A3 (de) 2013-07-11 2014-07-09 Karosserieteil aus aluminiumlegierung für karosseriestruktur eines kraftfahrzeugs

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EP14758586.3A Active EP3019637B1 (de) 2013-07-11 2014-07-09 Blech aus aluminiumlegierung für die struktur eines kraftfahrzeugs

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JP (1) JP6625530B2 (de)
KR (1) KR20160030563A (de)
CN (1) CN105378125B (de)
BR (1) BR112016000278B1 (de)
DE (2) DE14758586T1 (de)
FR (1) FR3008427B1 (de)
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US9909199B2 (en) 2014-09-12 2018-03-06 Novelis Inc. Alloys for highly shaped aluminum products and methods of making the same
CA3008021C (en) 2016-01-08 2020-10-20 Arconic Inc. 6xxx aluminum alloys, and methods of making the same
CN106244918B (zh) * 2016-07-27 2018-04-27 宝山钢铁股份有限公司 一种1500MPa级高强塑积汽车用钢及其制造方法
JP7053785B2 (ja) * 2017-07-26 2022-04-12 アーコニック テクノロジーズ エルエルシー 接着剤接合用にアルミニウム合金をロールコーティングすることに基づく調製方法、およびそれに関連する製品

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FR2851579B1 (fr) 2003-02-26 2005-04-01 Pechiney Rhenalu PROCEDE D'EMBOUTISSAGE A TIEDE DE PIECES EN ALLIAGE A1-Mg
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Publication number Publication date
JP2016525630A (ja) 2016-08-25
RU2690253C2 (ru) 2019-05-31
EP3199655A2 (de) 2017-08-02
JP6625530B2 (ja) 2019-12-25
BR112016000278B1 (pt) 2020-02-04
FR3008427A1 (fr) 2015-01-16
FR3008427B1 (fr) 2015-08-21
RU2016104405A (ru) 2017-08-16
DE14758586T1 (de) 2016-07-14
CN105378125A (zh) 2016-03-02
US10253402B2 (en) 2019-04-09
US20160168677A1 (en) 2016-06-16
EP3199655A3 (de) 2017-08-30
DE17162984T1 (de) 2017-09-21
KR20160030563A (ko) 2016-03-18
CN105378125B (zh) 2018-09-07
WO2015004340A1 (fr) 2015-01-15
RU2016104405A3 (de) 2018-06-01
EP3019637A1 (de) 2016-05-18

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