EP3839085B1

EP3839085B1 - Improved method for manufacturing a structure component for a motor vehicle body

Info

Publication number: EP3839085B1
Application number: EP19306659.4A
Authority: EP
Inventors: Estelle MULLER; Bruno WUSYK; David BARBIER
Original assignee: Constellium Neuf Brisach SAS
Current assignee: Constellium Neuf Brisach SAS
Priority date: 2019-12-17
Filing date: 2019-12-17
Publication date: 2023-04-26
Anticipated expiration: 2039-12-17
Also published as: CA3162027A1; JP2023506278A; KR20220113793A; EP4077753A1; CN114829644A; WO2021122621A1; EP3839085A1; US20230008838A1

Description

Field of the invention

The invention relates to the field of motor vehicle structure parts or components, also referred to as "body in white", manufactured in particular by stamping aluminium alloy sheets, more particularly alloys in the AA6xxx series in accordance with the designation of the Aluminium Association, intended to absorb energy irreversibly at the time of an impact, and having excellent compromise between high mechanical strength and good behaviour in a crash, such as in particular impact absorbers or "crashboxes", reinforcement parts, linings, or other bodywork structure parts.
More precisely, the invention relates to the manufacture of such components by stamping in a solution-hardened, quenched and naturally aged temper state followed by hardening by on-part ageing and a treatment of baking the paint or "bake hardening".

Prior art

Aluminium alloys are increasingly used in automobile construction in order to reduce the weight of the vehicles and thus reduce fuel consumption and discharges of greenhouse gases.
Aluminium alloy sheets are used in particular for manufacturing many parts of the "body in white", among which there are bodywork skin parts (or external bodywork panels) such as the front wings, roofs, bonnet, boot or door skins, and the lining parts or bodywork structure components such as for example door, bonnet, tailgate or roof linings or reinforcements, or spars, bulkheads, load-bearing floors, tunnels and front, middle and rear pillars, and finally the impact absorbers or "crashboxes".
If numerous skin parts are already produced from aluminium alloy sheets, the transposition of steel to aluminium of lining or structure parts having complex geometries proves to be trickier. Firstly, because of the less good formability of aluminium alloys compared with steels and secondly because of the mechanical properties that are in general inferior to those of steels used for this type of part.
This is because this type of application requires a set of properties, sometimes conflicting, such as:

high formability in the delivery temper, temper T4, in particular for stamping operations,
a controlled tensile yield strength at the delivery condition of the sheet in order to master the spring back when shaping,
good behaviour in the various assembly methods used in automobile bodywork such as spot welding, laser welding, adhesive bonding, clinching or riveting,
high mechanical strength after cataphoresis and baking of the paint in order to obtain good mechanical strength in service while minimising the weight of the part,
good energy absorption capacity in the event of impact for application to bodywork structure parts,
good resistance to corrosion, in particular intergranular corrosion, stress corrosion and filiform corrosion of the finished part,
compatibility with the requirements for recycling of manufacturing waste or recycled vehicles,
acceptable cost of mass production.

There do however now exist mass-produced motor vehicles having a body in white consisting mainly of aluminium alloys. For example, the Ford F-150 model 2014 version consists of AA6111 structure alloy. This alloy was developed by the Alcan group in the years 1980-1990. Two references describe this development work:

P. E. Fortin et al, "An optimized Al alloy for auto body sheet applications", SAE technical conference, March 1984, describes the following composition: Si: 0.85; Fe: 0.20; Cu: 0.75; Mn: 0.20 and Mg: 0.72.
M. J. Bull et al, "Al sheet alloys for structural and skin applications", 25th ISATA symposium, Paper 920669, June 1992.

The main property remains high mechanical strength, even if it is initially designed to withstand indentation for applications of the skin type: "A yield-strength of 280 MPa is achieved after 2% pre-strain and 30 min at 177°C".
Moreover, other alloys in the AA6xxx family with high mechanical characteristics have been developed for aeronautical or automobile applications. Thus the alloy of the type AA6056, the development of which dates from the 1980s at Pechiney, has been the subject of many works and numerous publications, either to optimise the mechanical properties or to improve the resistance to intergranular corrosion. This was the subject of a patent application ( WO 2004/113579 A1 ).
Alloys of the AA6013 type have also been the subject of numerous works. For example, at Alcoa, in the application US 2002/039664 published in 2002, an alloy comprising 0.6-1.15% Si; 0.6-1% Cu; 0.8-1.2% Mg; 0.55-0.86% Zn; less than 0.1% Mn; 0.2-0.3% Cr and approximately 0.2% Fe, used in the T6 temper, combines good resistance to intergranular corrosion and an Rp_0.2 of 380 MPa.
At Aleris, an application published in 2003, WO 03006697 , relates to an alloy in the AA6xxx series with 0.2% to 0.45% Cu. The object of the invention is to propose an alloy of the AA6013 type with a reduced Cu level, targeting 355 MPa of Rm in the T6 temper and good resistance to intergranular corrosion. The composition claimed is as follows: 0.8-1.3% Si, 0.2-0.45% Cu; 0.5-1.1% Mn; 0.45-0.1% Mg.
Structural parts for an automobile application made from a 7xxx alloy as described for example in the application EP 2 581 218 are also known.
Furthermore, for producing parts with a complex geometry from aluminium alloy, such as for example a door lining, which cannot be achieved by conventional stamping with the aforementioned alloys, various solutions have been envisaged and/or implemented in the past:

Getting round the difficulty relating to stamping by producing this type of part by moulding and in particular of the "under-pressure" type. The patent EP 1 305 179 B1 of Nothelfer GmbH under priority of 2000 testifies to this.
Carrying out a so-called "warm" stamping to benefit from better suitability for forming. This consists of heating the aluminium alloy blank, totally or locally, to a so-called intermediate temperature, that is to say 150° to 350°C, in order to improve its behaviour under the press, the tool of which may also be preheated. The patent EP 1 601 478 B1 of the applicant, under priority of 2003, is based on this solution.
Modifying, via its composition, the suitability for stamping of the alloy in the AA5xxx series itself; it has in particular been proposed to increase the magnesium content beyond 5%. But this is not neutral in terms of corrosion resistance.
Using composite sheets consisting of an alloy core in the AA5xxx series, with an Mg content beyond 5% for better formability, and a clad sheet made from an alloy better resisting corrosion. However, the corrosion resistance at the edges of the sheet, in punched zones or more generally where the core is exposed, and particularly in assemblies, may then prove to be insufficient.
Moreover, the document EP 1702995 A1 describes a method for producing a sheet of aluminium alloy, which comprises the supply of a molten aluminium alloy having a chemical composition, as a percentage by weight, Mg: 0.30 to 1.00%, Si: 0.30 to 1.20%, Fe: 0.05 to 0.50%, Mn: 0.05 to 0.50%, Ti: 0.005 to 0.10%, optionally one or more from among Cu: 0.05 to 0.70% and Zr: 0.05 to 0.40%, and the remainder: Al and unavoidable impurities: the casting of the molten alloy in a plate having a thickness of 5 to 15 mm by the double-strip casting method with a cooling rate at 1/4 of the thickness of the plate of 40° to 150°C/s, coiling in the form of a reel, homogenisation treatment, cooling of the resulting reel to a temperature of 250°C at least at a cooling rate of 500°C/h or more, followed by cold rolling, and then solution heat treatment. This document does not mention on-part ageing after forming.
WO2018/185425 invention relates to a method for producing a stamped component of motor vehicle bodywork or body structure from aluminium alloy comprising the steps of producing a metal sheet or strip of thickness between 1.0 and 3.5 mm in an alloy of composition (% by weight): Si: 0.60-0.85; Fe: 0.05-0.25; Cu: 0.05-0.30; Mn: 0.05-0.30; Mg: 0.50-1.00; Ti: 0.02-0.10; V: 0.00-0.10 with Ti + V ≤ 0.10. other elements each < 0.05, and < 0.15 in total, with the remainder aluminium, with Mg < -2.67 x Si +2.87, dissolving and steeping, pre-tempering, maturation for between 72 hours and 6 months, stamping, tempering at a temperature of around 205°C with a hold time between 30 and 170 minutes or tempering at a time-temperature equivalent, painting and "bake hardening" of the paints at a temperature of 150 to 190°C for 15 to 30 minutes. The invention also relates to a stamped component of motor vehicle bodywork or body structure, also called a "body in white" produced by such a method.

The US patent application US2018/171452 A1 discloses a 6xxx series alloy intended for use in the manufacture of automotive structural parts that has a combination of excellent mechanical strength and formability. The method employs the use of a pre-ageing step after the solution heat treatment and quenching step which improves the formability and makes the alloy more resistant to natural ageing.
Having regard to the increasing development of the use of aluminium sheets for automobile bodywork components and mass production, there still exists a demand for further improved grades making it possible to reduce thicknesses without impairing the other properties so as always to increase lightening.

Problem posed

The invention aims to obtain an excellent compromise between formability in T4 temper and high mechanical strength as well as good behaviour of the finished component under riveting and in a crash, by proposing a method for manufacturing such components including forming in T4 temper after natural ageing at ambient temperature, followed optionally by age hardening on the formed part and baking of the paints or bake hardening. One problem is also to achieve a short and economically advantageous method and to improve compared to a product made of alloy AA 6111.
These components must also have very good corrosion resistance and good behaviour in the various assembly processes such as spot welding, laser welding, adhesive bonding, clinching or riveting.

Object of the invention

An object of the invention is a method for manufacturing a rolled product for automobile bodywork or body structure, also referred to as "body in white", from an aluminium alloy, comprising the following successive steps:

a. casting of an ingot with the following composition (% by weight):
- Si: 0.75 -1.10 ;
- Fe: max 0.4 ;
- Cu: 0.5 - 0.8 ;
- Mn: 0.1 - 0.4 ;
- Mg : 0.75 - 1 ;
- Ti : max 0.15 ;
- Cr : max 0.1 ;
- V : max 0.1;
- and impurities at maximum 0.05% each, and total 0.15% maximum;
- remainder aluminium,
b. homogenization of the ingot is at a temperature from 520 to 560°C during from 2 to 8 hours,
c. hot rolling of the ingot is to a thickness from 3 to 10mm,
d. cold rolling into a sheet is to a thickness from 1 to 4 mm,
e. solution heat treatment is from 540 to 580 °C from 1 s to 5 minutes, water quenching of the sheet,
f. pre ageing of the sheet at least 8 hours at a temperature from 50°C to 120°C by coiling the sheet at a coiling temperature from 50°C to 120°C,
g. natural ageing of the sheet to T4 temper.

A rolled product is obtainable by the method.
A part is obtainable by the method.
The part can be used in a car as bodywork skin parts (or external bodywork panels) such as the front wings, roofs, bonnet, boot or door skins, and the lining parts or bodywork structure components such as for example door, bonnet, tailgate or roof linings or reinforcements, or spars, bulkheads, load-bearing floors, tunnels and front, middle and rear pillars, and finally the impact absorbers or "crashboxes".

Description of the figures

Figure 1 depicts the device for "three-point bending test" consisting of two rollers R, and a punch B of radius r, for carrying out the bending of the sheet T of thickness t.
Figure 2 depicts the sheet T after the "three-point bending" test with the internal angle β and the external angle, the measured result of the test: α is reported in the enclosed result. The maximum strength during the test procedure is also reported.
Figure 3 depicts a specific embodiment for the method:

1:

uncoiler

2:

coiler

3:

sheet

4:

solutionizing furnace

5:

quenching unit

6:

surface treatment machine

7:

pre ageing oven

8:

stored coil

Description of the invention

Unless defined otherwise within this description, the general terms are defined is the NF EN 12258-1. A sheet is a flat rolled product of rectangular cross-section with uniform thickness between 0,20 mm and 6 mm.
All aluminium alloys in question hereinafter are, unless indicated to the contrary, designated by the designations defined by the Aluminium Association in the Registration Record Series that it publishes regularly.
All the indications relating to the chemical composition of the alloys are expressed as a percentage by weight based on the total weight of the alloy.
The definitions of the metallurgical temper are indicated in the European standard EN 515 unless defined otherwise herein.
The static tensile mechanical characteristics, in other words the ultimate tensile strength R_m, the tensile yield strength at 0.2% elongation Rp_0.2, and the elongation at break A%, are determined by a tensile test in accordance with NF EN ISO 6892-1.
The bending angles are determined by a three-point bending test in accordance with NF EN ISO 7438 and the procedures VDA 238-100 and VDA 239-200.
The bendability is also measured with the norm ASTM E290-97a.
The inventors selected a set of composition of aluminium alloys in conjunction with suitable methods which offer to car manufacturer interesting properties to produce parts.
The subject of the invention is a method for manufacturing a rolled product for automobile bodywork or body structure, also referred to as "body in white", from aluminium alloy, comprising the following steps. The casting of an ingot with the following composition: (% by weight):

Si: 0.75 -1.10. preferably the Si content maximum is 1.0% and more preferably, the maximum Si content is 0.95%.
Fe: max 0.4. Preferably the minimum Fe content is 0.15% and/or the maximum Fe content is 0.30%.
Cu: 0.5 - 0.8. Preferably, the Cu maximum content of the ingot is 0.70% and/or the Cu minimum content is 0.55%. More preferably, the maximum Cu content is 0.65%. Limiting the Cu to 0.8%, 0.70% or even 0.65% is interesting for economical reason as Cu is usually more expensive than aluminium. It is also advantageous to ease recyclability of the material. It may also improves the corrosion resistance. In another embodiment however the Cu minimum content is 0.65 % in particular to increase strength.
Mn: 0.1 - 0.4. Preferably the maximum Mn content is 0.35% and / or the minimum Mn content is 0.24% or preferably 0.25%. Addition of Mn improves in particular the bending behaviour.
Mg : 0.75 - 1, preferably, the minimum content of Mg is 0.80% and/or the maximum Mg content is 0.90%.
Ti : max 0.15, preferably the minimum Ti content is 0.01% and/or the maximum Ti content is 0.05%.
Cr : max 0.1 and preferably Cr is an impurity element.
V : max 0.1, preferably V is an impurity element.
And the inevitable elements and impurities at maximum 0.05% each, and total 0.15% maximum and the remainder is aluminium.

The ingot is homogenised, hot rolled and cold rolled into a sheet. The sheet is solution heat treated and quenched. The homogenization treatment of the ingot is at a temperature from 520 to 560°C during from 2 to 8 hours. The hot rolling rolls the ingot to a rolled intermediate product having a thickness from 3 to 10mm. Cold rolling into a sheet is to a sheet having a thickness from 1 to 4 mm. The sheet is then solution heat treated typically at a temperature beyond the solvus temperature of the alloy while avoiding incipient melting. The solution heat treatment temperature is from 540 to 580°C during from 1s to 5 minutes. Water Quenching is then applied to the sheet. A pre ageing is applied during at least 8 hours with a temperature from 50 to 120°C. Natural ageing is then applied. Preferably the duration of the natural ageing is from 72 hours to 6 months.
The pre ageing step is achieved by coiling of the sheet at a coiling temperature and cooling it in open air.
A convenient continuous annealing line device to realise the pre ageing is described by figure 3. The sheet 3 is uncoiled by uncoiler 1 and goes through the solutionizing furnace 4 and the quenching unit 5, then the sheet 3 enters the surface treatment machine 6, which is a very usual step for car body sheet, followed by a pre ageing oven 7 and finally coiled on the coiler 8 in open air. At the exit of pre ageing oven 7, the sheet is therefore hot and the sheet is coiled on the coiler 2 at a coiling temperature in open air. The coiled sheet 8 is hot and is stored at ambient temperature in the plant and cools down to ambient temperature. Pre ageing occurs during this cooling. Natural ageing starts after the end the cooling of the coiled sheet 8, preferably the pre-ageing duration is at least 8 hours.
The pre ageing is obtained by coiling the sheet at a coiling temperature from 50 to 120°C followed by cooling the coiled sheet in open air, and its duration is 8 hours at least.
The rolled product comprises the product obtainable with the above method from casting to natural ageing. The temper of the rolled product after natural ageing is T4.
The rolled product in T4 temper can be characterized in 6 others specific tempers, T8A, T8C, T8D, T6B, T6C and T8D, which estimate the material properties of the part.
The T8A, T8C and T8D tempers are achieved by applying on the T4 rolled product a 2% strain followed each by a specific heat treatment. T8A temper uses a bake hardening heat treatment of 20 minutes at a temperature of 180°C. T8C temper uses a light and short bake hardening heat treatment of 5 minutes at a temperature of 160°C. T8D temper uses a light and long bake hardening heat treatment of 20 minutes at a temperature of 160°C.
The T6B, T6C and T6D tempers are achieved by applying on the T4 rolled product a specific heat treatment. T6B temper uses a heat treatment at a temperature of 225°C during 30 minutes. T6C temper uses a light and short bake hardening heat treatment of 5 minutes at a temperature of 160°C. T6D temper uses a light and long bake hardening heat treatment of 20 minutes at a temperature of 160°C.
The T4 rolled product can then be formed, in particular by press stamping, in order to obtain a shape. Optionally, the shape is aged. The shape may be painted and bake hardened into a part at a temperature from 150 to 190°C, and preferably from 170 to 190°C, during from 5 to 30 minutes, preferably from 15 to 30 minutes.
A part is obtainable with the above method with the rolled product. The part can be used in a car as bodywork skin parts (or external bodywork panels) such as the front wings, roofs, bonnet, boot or door skins, and the lining parts or bodywork structure components such as for example door, bonnet, tailgate or roof linings or reinforcements, or, preferably, spars, bulkheads, load-bearing floors, tunnels and front, middle and rear pillars, and finally the impact absorbers or "crashboxes".
In a first embodiment the coiling temperature is from 50°C to 95°C. The T4 temper rolled product of this first embodiment is characterized by a tensile yield strength lower than 165MPa, which can be useful for customer formability at press stamping. The T6B temper rolled product of this first embodiment, as described formally, has a minimum tensile yield strength of 345 MPa and preferably a minimum tensile yield strength of 350 MPa.
A preferred composition for the method according to the first embodiment is

Si: 0.75 -1.10 and more preferably less 0.95%;
Fe: max 0.4 and more preferably between 0.15% and 0.30%;
Cu: 0.5 - 0.70 and preferably 0.5 - 0.65;
Mn: 0.1 - 0.4 ;
Mg : 0.75 - 1 ;
Ti : 0.01 - 0.05;
Cr : max 0.1 ;
V : as an impurity;
and the impurities at maximum 0.05% each, and total 0.15% maximum and the remainder is aluminium.

With this preferred composition and with a coiling temperature from 50°C to 95°C, the bendability of the T4 rolled product of the first embodiment is 0.19 maximum. This is advantageous in part forming.
A still more preferred composition of the first embodiment is

Si: 0.75 -1.10 and more preferably less 0.95%;
Fe: max 0.4 and more preferably between 0.15% and 0.30%;
Cu: 0.5 - 0.70 and preferably 0.5 - 0.65;
Mn: 0.24 - 0.30 and preferably minimum 0.25%;
Mg : 0.75 - 1 ;
Ti : 0.01 - 0.05;
Cr : max 0.1 ;
V : as an impurity;
and the impurities at maximum 0.05% each, and total 0.15% maximum and the remainder is aluminium.

With this still more preferred composition, in conjunction with a coiling temperature from 50°C to 70°C, the VDA angle of the T4 temper rolled product is greater than 125°. The bendability of the T4 rolled product is still smaller than 0.19. This can be useful in some press stamping application.
In another preferred method of the first embodiment the coiling temperature is from 70°C and 95°C. With this method, the T8A temper rolled product has a minimum tensile yield strength of 275 MPa. In a more prefered method of this embodiment, the T8A temper rolled product has a minimum tensile yield strength of 280 MPa with a coiling temperature between 70°C and 95°C and with a composition of

Si: 0.75 -1.10 and more preferably less 0.90%;
Fe: max 0.4 and more preferably between 0.15% and 0.30%;
Cu: 0.65 - 0.8 ;
Mn: 0.1 - 0.4 and more preferably less than 0.24% and 0,15% minimum;
Mg : 0.75 - 1 and more preferably less 0.95%;
Ti : 0.01 - 0.05;
Cr : max 0.1 ;
V : as an impurity;
and the impurities at maximum 0.05% each, and total 0.15% maximum and the remainder is aluminium.

In a second embodiment of the invention the coiling temperature is from 95°C to 120°C and preferably from 95°C to 105°C with preferably the composition :

Si: 0.75 -1.10 and more preferably less 0.90%;
Fe: max 0.4 and more preferably between 0.15% and 0.30%;
Cu: 0.5 - 0.70 and preferably 0.5 - 0.65;
Mn: 0.1 - 0.4 and preferably minimum 0.25% and preferably less than 0,35%;
Mg : 0.75 - 1 ;
Ti : 0.01 - 0.05;
Cr : max 0.1 ;
V : as an impurity;
and the impurities at maximum 0.05% each, and total 0.15% maximum and the remainder is aluminium.

The advantage of this second embodiment is in particular the low sensitivity of the yield strength of the part to a variation of the bake hardening treatment. The bake hardening conditions are dependent on the location inside the car body assembly, parts having a low sensitivity to bake hardening conditions are thus favourable because the car manufacturer has more flexibility. This low sensitivity can be assessed by comparing properties in T6C temper to those in T6D temper and/or properties in T8C temper to those in T8D temper which are obtained from the same T4 temper rolled product.
With rolled product obtained with the method of the second embodiment, the tensile yield strength of the rolled product in T8C and T8D tempers and made from the same rolled product in T4 temper, differ by less than 5 MPa. The T8C and T8D rolled product samples differs only by the duration of the bake hardening the temperature of which is 160°C.
The T6C and T6D rolled product samples differs only by the duration of the bake hardening the temperature of which is 160°C. With rolled product obtained with the method of the second embodiment, the tensile yield strength of the rolled product in T6C and T6D tempers and made from the same rolled product in T4 temper, differ by less than 5 MPa.
More generally, the rolled product can be heat treated with a temperature from 150 to 190°C, and preferably from 170 to 190°C, during from 5 to 30 minutes, preferably from 15 to 30 minutes. The yield strength of the rolled product, heat treated at a given temperature in the above temperature ranges, during any duration in the above duration ranges, varies by less than 15 MPa, preferably 10 MPa and more preferably 5 MPa.
More generally, the 2% strained rolled product can be heat treated with a temperature from 150 to 190°C, and preferably from 170 to 190°C, during from 5 to 30 minutes, preferably from 15 to 30 minutes. The yield strength of the 2% strained rolled product, heat treated at a given temperature in the above temperature ranges, during any duration in the above duration ranges, varies by less than 15 MPa, preferably 10 MPa and more preferably 5 MPa.
Recyclability of any alloy is an important technical and economical parameter. Reducing the range any element is useful in order to strengthen recycling process as it gives predictability of the future melt. Reducing the maximum of the addition element is also advantageous as they can be more expensive than aluminium. Reducing Si content is advantageous for recycling because in many alloys, this element is not only an impurity but also detrimental to aluminium product properties. Therefore, an advantageous embodiment of the invention is to reduce the Si content to maximum of 0.95%. It is also an advantageous embodiment to reduce Fe maximum to 0.30% and/or to increase the Fe minimum to 0.15%. Another advantageous embodiment is to reduce the Cu maximum to 0.70% and preferably to 0.65% and/or to increase the Cu minimum to 0.55%. Another advantageous embodiment is to reduce the Mn maximum content to 0.35% and more preferably to 0.30% and/or to increase its minimum content to 0.15% and more preferably to 0.25%. Another embodiment is also to reduce the Ti maximum content to 0.05% and/or to increase the minimum content to 0.01%. Another embodiment is to classify the V as an impurity with a maximum of 0.05%
All those combinations of alloys composition and coiling temperature of the invention gives many possibilities for the car manufacturer with different forming properties. The car manufacturer can also optimize its processing and the design of its part. The shape ageing allows a high strength part but it requires a specific heat treatment of the shape ageing. High strength alloys are useful to lightweight part. If the part does not require high strength material, the car manufacturer can avoid the shape ageing, which is advantageous to simplify the production. Hence, the invention gives flexibility to car manufacturer.

Examples

Preamble

Table 1 summarises the chemical compositions (% by weight) of the alloys used during tests. The proportion of the others elements were < 0.05. Alloy G is an exemplary AA6111 alloy and alloy H is an exemplary of a modified AA6056.

Table 1

Alloy	Si	Fe	Cu	Mn	Mg	Ti	Cr	V
A	0.81	0.21	0.68	0.20	0.7	0.04	<0.05	<0.05
B	0.81	0.21	0.70	0.20	0.8	0.03	<0.05	<0.05
C	0.81	0.20	0.58	0.20	0.7	0.03	<0.05	<0.05
D	0.80	0.20	0.58	0.20	0.9	0.04	<0.05	<0.05
E	0.83	0.19	0.56	0.29	0.8	0.03	<0.05	<0.05
F	0.82	0.20	0.58	0.29	0.9	0.10	<0.05	0.07
G	0.70	0.20	0.65	0.20	0.7	0.04	<0.05	<0.05
H	0.81	0.20	0.85	0.20	0.7	0.05	<0.05	<0.05

The rolling ingots of these various alloys were obtained by vertical semi-continuous casting. After scalping, these various ingots underwent homogenisation heat treatment at 540°C during about 4 hours directly followed by the hot rolling to a 5mm intermediate rolled product. The 5 mm intermediate rolled product was cold rolled to obtain sheets with a thickness of 2mm.
The rolling steps were followed by a solution heat treatment followed by quenching. The solution heat treatment was at a temperature beyond the solvus temperature of the alloy while avoiding incipient melting. In this non limitating example the solutionizing temperature was 570°C. The solutionized sheet was then water quenched. The sheet samples were coiled with 3 coiling temperatures of 100°C, 80°C and 60°C for a pre ageing of 8 hours followed by a natural ageing. Two natural ageing were used: 7 days and 30 days at room temperature to obtain T4 temper rolled products.
The T4 rolled products were transformed into a T8A temper with a 2% strain and then heat treatment with a typical bake hardening heat treatment of 180°C during 20 minutes. T8A samples were then characterized.
The T4 rolled product were also heat treated into a T6B temper with a heat treatment of 225°C during 30 minutes. T6B samples were then characterized.

Tests results

Tensile tests at ambient temperature were carried out in accordance with NF EN ISO 6892-1 with non-proportional test pieces, with a geometry widely used for sheets, and corresponding to the type of test piece 2 in table B.1 of Appendix B of said standard. These test pieces in particular have a width of 20 mm and a calibrated length of 120 mm. Tensile tests were done on rolled product in T4, T8A and T6B temper. The results obtained with a coiling temperature of 80 °C and 30 days of naturel ageing are presented in Table 2. The results obtained with a coiling temperature of 60 °C and 30 days of naturel ageing are presented in Table 3. The results obtained with a coiling temperature of 60 °C, 80 °C and 100 °C and 7 days of naturel ageing are presented in Table 4.

Table 2

	Coiling temperature 80°C +30 days natural ageing
	Measures in long transverse direction
	Tensile Yield strength,			Bending radius		three-point bending test
Alloy	T4 MPa	T8A MPa	T6B MPa	T4 radius WRAP mm	T4 r/t	T4 Angle α °	T4 Fmax N
A	140	268	336	0.3	0.15	127	5303
B	152	288	356	0.4	0.20	118	4911
C	138	255	339	0.2	0.10	121	4316
D	152	275	355	0.3	0.14	123	4972
E	149	279	353	0.3	0.15	122	4800
F	151	278	353	0.4	0.20	115	4766
G	129	254	325	0.3	0.14	129	4924
H	148	270	344	0.4	0.16	115	5453

Table 3

	Coiling temperature 60°C +30 days natural ageing
	Measures in long transverse direction
	Tensile Yield strength,			Bending radius		three-point bending test
Référence	T4 MPa	T8A MPa	T6B MPa	T4 radius WRAP mm	T4 r/t	T4 Angle a °	T4 Fmax N
A	140	230	334	0.3	0.15	133	5928
B	149	248	352	0.4	0.20	113	5295
C	138	238	337	0.2	0.10	128	4687
D	150	245	356	0.3	0.14	120	4826
E	150	241	351	0.3	0.15	135	5852
F	154	244	354	0.4	0.20	110	5080
G	135	221	326	0.3	0.14	133	5281
H	152		342	0.4	0.16	116	5679

Table 4

Alloy	Coiling temperature +7 days natural ageing
	60°C	80°C	100°C
	Tensile Yield Strength MPa Measures in long transverse direction, T4 temper
A	142	137
B	148	149
C	133	136
D	146	149
E	154	147	174
F	152	149
G	124	125
H	149	146	170

The coiling temperature is an important parameter for T4 temper tensile yield strength. At 60 and 80°C it allows to limit the T4 tensile yield strength below 165 MPa which can be advantageous for car manufacturer if it is needed to maintain stamping easiness.
Example alloys B, D, E and F, have a tensile yield strength minimum of 350 MPa in T8B temper. Those example alloys have a tensile yield strength minimum of 275 MPa in T8A temper.
Reducing the range of Ti to maximum 0.05%, the V to an impurity of 0.05% maximum and reducing Cu to less than 0.65% is also advantageous as exemplified by alloy E and D because it reduces the bendability to 0.15, which eases the manufacturability of the component independently of the coiling temperature.
In addition to the above reduced range of V, Ti and Cu, the optimized range of Mn from 0.25 to 0.35% offers with the 60°C coiling temperature a very advantageous 3 points bending test with a high VDA angle which is good for formability. This is exemplified by alloy E with coiling temperature of 60°C.

Example 2

Rolled sheet manufactured with alloy E, with coiling temperatures 80°C and 100°C and after 7 days of natural ageing were used for others trials. Samples at both coiling temperature were split in 2 groups: in the first group a strain of 2% was applied and the second group there was not any strain. Then a bake hardening temperature of 160°C was applied, with two different durations of 5 and 20 minutes.

Those results, provided in Table 5 for a coiling temperature of 80 °C and Table 6 for a coiling temperature of 100 °C, show another advantageous embodiment: with a coiling temperature of 100°C, the rolled product tensile yield strength is nearly independent from bake hardening duration. This is an advantageous behaviour for parts which can be installed in the car body assembly either at the surface or deep inside a multiple parts assembly because their yield strength remains similar. This offer flexibility for part design for car manufacturer.

Table 5

Coilling temperature 80°C
Alloy	temper	T°C	Tps, min	strain	Rp0,2 (MPa)	Rm (MPa)
E	T4				147	293
E	T6C	160	5	0	169	310
E	T8C	160	5	2	215	321
E	T6C	160	20	0	194	326
E	T8D	160	20	2	235	333

Table 6

Coiling temperature 100°C
Alloy	temper	T°C	Tps, min	Strain	Rp0,2 (MPa)	Rm (MPa)
E	T4				174	317
E	T6C	160	5	0	203	336
E	T8C	160	5	2	249	349
E	T6C	160	20	0	204	337
E	T8D	160	20	2	247	346

Claims

Method for manufacturing a rolled product for automobile bodywork or body structure, also referred to as "body in white", from an aluminium alloy, comprising the following successive steps:
a. casting of an ingot with the following composition (% by weight):
Si: 0.75 -1.10 ;

Fe: max 0.4 ;

Cu: 0.5 - 0.8 ;

Mn: 0.1 - 0.4 ;

Mg : 0.75 - 1 ;

Ti : max 0.15 ;

Cr: max 0.1 ;

V: max 0.1;

and impurities at maximum 0.05% each, and total 0.15% maximum;

remainder aluminium,

b. homogenization of the ingot is at a temperature from 520 to 560°C during from 2 to 8 hours,

c. hot rolling of the ingot is to a thickness from 3 to 10mm,

d. cold rolling into a sheet is to a thickness from 1 to 4 mm,

e. solution heat treatment is from 540 to 580 °C from 1 s to 5 minutes, water quenching of the sheet,

f. pre ageing of the sheet during at least 8 hours at a temperature from 50°C to 120°C by coiling the sheet at a coiling temperature from 50°C to 120°C,

g. natural ageing of the sheet to T4 temper.
Method according to claim 1, characterised in that the Cu maximum content of the ingot is 0.70% and/or the Cu minimum content is 0.55%.
Method according to any claim 1 to 2, characterised in that the Mn maximum content of the ingot is 0.35% and/or the Mn minimum content is 0.15%, preferably 0.24% and more preferably 0.25%.
Method according to any claim 1 to 3, characterised in that the Ti maximum content of the ingot is 0.05% and/or the Ti minimum content is 0.01%.
Method according to any claim 1 to 4, characterised in that V is among the inevitable elements or impurities.
Method according to any claim 1 to 5 wherein the production steps comprise:
g. natural ageing is at ambient temperature, preferably from 72 hours to 6 months.
Method according claim 6 wherein the pre ageing is obtained by coiling the sheet at a coiling temperature from 70°C to 95°C.
Method according claim 6 wherein the pre ageing is obtained by coiling the sheet at a coiling temperature from 50°C and 70°C.
Method according claim 6 wherein the pre ageing is obtained by coiling the sheet at a coiling temperature above 95°C, and preferably from 95°C to 105°C.