EP3839085B1 - Procédé amélioré de fabrication d'un composant de structure d'une carrosserie de véhicule automobile - Google Patents

Procédé amélioré de fabrication d'un composant de structure d'une carrosserie de véhicule automobile Download PDF

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Publication number
EP3839085B1
EP3839085B1 EP19306659.4A EP19306659A EP3839085B1 EP 3839085 B1 EP3839085 B1 EP 3839085B1 EP 19306659 A EP19306659 A EP 19306659A EP 3839085 B1 EP3839085 B1 EP 3839085B1
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Prior art keywords
sheet
temperature
ageing
coiling
maximum
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EP19306659.4A
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German (de)
English (en)
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EP3839085A1 (fr
Inventor
Estelle MULLER
Bruno WUSYK
David BARBIER
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Constellium Neuf Brisach SAS
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Constellium Neuf Brisach SAS
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Application filed by Constellium Neuf Brisach SAS filed Critical Constellium Neuf Brisach SAS
Priority to EP19306659.4A priority Critical patent/EP3839085B1/fr
Priority to PCT/EP2020/086256 priority patent/WO2021122621A1/fr
Priority to CN202080087196.6A priority patent/CN114829644A/zh
Priority to KR1020227024163A priority patent/KR20220113793A/ko
Priority to CA3162027A priority patent/CA3162027A1/fr
Priority to JP2022536960A priority patent/JP2023506278A/ja
Priority to EP20842558.7A priority patent/EP4077753A1/fr
Priority to US17/781,682 priority patent/US20230008838A1/en
Publication of EP3839085A1 publication Critical patent/EP3839085A1/fr
Publication of EP3839085B1 publication Critical patent/EP3839085B1/fr
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    • 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
    • C21D8/00—Modifying the physical properties by deformation combined with, or followed by, heat treatment
    • C21D8/02—Modifying the physical properties by deformation combined with, or followed by, heat treatment during manufacturing of plates or strips
    • C21D8/0247—Modifying the physical properties by deformation combined with, or followed by, heat treatment during manufacturing of plates or strips characterised by the heat treatment
    • C21D8/0263—Modifying the physical properties by deformation combined with, or followed by, heat treatment during manufacturing of plates or strips characterised by the heat treatment following hot rolling
    • 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
    • C21D8/00—Modifying the physical properties by deformation combined with, or followed by, heat treatment
    • C21D8/02—Modifying the physical properties by deformation combined with, or followed by, heat treatment during manufacturing of plates or strips
    • C21D8/0221—Modifying the physical properties by deformation combined with, or followed by, heat treatment during manufacturing of plates or strips characterised by the working steps
    • C21D8/0226—Hot rolling
    • 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
    • C21D8/00—Modifying the physical properties by deformation combined with, or followed by, heat treatment
    • C21D8/02—Modifying the physical properties by deformation combined with, or followed by, heat treatment during manufacturing of plates or strips
    • C21D8/0221—Modifying the physical properties by deformation combined with, or followed by, heat treatment during manufacturing of plates or strips characterised by the working steps
    • C21D8/0236—Cold rolling
    • 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
    • C21D8/00—Modifying the physical properties by deformation combined with, or followed by, heat treatment
    • C21D8/02—Modifying the physical properties by deformation combined with, or followed by, heat treatment during manufacturing of plates or strips
    • C21D8/0247—Modifying the physical properties by deformation combined with, or followed by, heat treatment during manufacturing of plates or strips characterised by the heat treatment
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C21/00—Alloys based on aluminium
    • C22C21/02—Alloys based on aluminium with silicon as the next major constituent
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C21/00—Alloys based on aluminium
    • C22C21/06—Alloys based on aluminium with magnesium as the next major constituent
    • C22C21/08—Alloys based on aluminium with magnesium as the next major constituent with silicon
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22F—CHANGING THE PHYSICAL STRUCTURE OF NON-FERROUS METALS AND NON-FERROUS ALLOYS
    • C22F1/00—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working
    • C22F1/04—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working of aluminium or alloys based thereon
    • C22F1/043—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working of aluminium or alloys based thereon of alloys with silicon as the next major constituent
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22F—CHANGING THE PHYSICAL STRUCTURE OF NON-FERROUS METALS AND NON-FERROUS ALLOYS
    • C22F1/00—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working
    • C22F1/04—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working of aluminium or alloys based thereon
    • C22F1/05—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working of aluminium or alloys based thereon of alloys of the Al-Si-Mg type, i.e. containing silicon and magnesium in approximately equal proportions

Definitions

  • the invention relates to 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.
  • 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.
  • 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".
  • 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".
  • bodywork skin parts or external bodywork panels
  • 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”.
  • Alloys of the AA6013 type have also been the subject of numerous works.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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".
  • bodywork skin parts or external bodywork panels
  • 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”.
  • a sheet is a flat rolled product of rectangular cross-section with uniform thickness between 0,20 mm and 6 mm.
  • 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 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.
  • FIG. 3 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.
  • 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.
  • 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.
  • 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.
  • 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".
  • bodywork skin parts or external bodywork panels
  • 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”.
  • 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.
  • the bendability of the T4 rolled product of the first embodiment is 0.19 maximum. This is advantageous in part forming.
  • 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.
  • the coiling temperature is from 70°C and 95°C.
  • the T8A temper rolled product has a minimum tensile yield strength of 275 MPa.
  • 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
  • the coiling temperature is from 95°C to 120°C and preferably from 95°C to 105°C with preferably the composition :
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 ⁇ 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.
  • 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.
  • 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.
  • 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.
  • 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.

Claims (9)

  1. Procédé de fabrication d'un produit laminé pour structure de caisse ou de carrosserie d'automobile, également appelée « carrosserie brute », à partir d'un alliage d'aluminium, comprenant les étapes successives suivantes :
    a. la coulée d'un lingot de composition suivante (% en poids) :
    Si : 0,75 à 1,10 ;
    Fe : max 0,4 ;
    Cu : 0,5 à 0,8 ;
    Mn : 0,1 à 0,4 ;
    Mg : 0,75 à 1 ;
    Ti : max 0,15 ;
    Cr : max 0,1 ;
    V : max 0,1 ;
    et des impuretés à un maximum de 0,05 % chacune, et à un total de 0,15 % au maximum ;
    le reste étant de l'aluminium,
    b. l'homogénéisation du lingot est à une température de 520 à 560 °C pendant 2 à 8 heures,
    c. le laminage à chaud du lingot est à une épaisseur de 3 à 10 mm,
    d. le laminage à froid en tôle est à une épaisseur de 1 à 4 mm,
    e. la mise en solution est de 540 à 580 °C de 1 s à 5 minutes, une trempe à l'eau de la tôle,
    f. le pré-revenu de la tôle pendant au moins 8 heures à une température de 50 °C à 120 °C par enroulement de la tôle à une température d'enroulement de 50 °C à 120 °C,
    g. la maturation de la tôle jusqu'à un état métallurgique T4.
  2. Procédé selon la revendication 1, caractérisé en ce que la teneur maximale en Cu du lingot est de 0,70 % et/ou la teneur minimale en Cu est de 0,55 %.
  3. Procédé selon l'une quelconque des revendications 1 à 2, caractérisé en ce que la teneur maximale en Mn du lingot est de 0,35 % et/ou la teneur minimale en Mn est de 0,15 %, de préférence de 0,24 % et de manière davantage préférée de 0,25 %.
  4. Procédé selon l'une quelconque des revendications 1 à 3, caractérisé en ce que la teneur maximale en Ti du lingot est de 0,05 % et/ou la teneur minimale en Ti est de 0,01 %.
  5. Procédé selon l'une quelconque des revendications 1 à 4, caractérisé en ce que V fait partie des éléments ou impuretés inévitables.
  6. Procédé selon l'une quelconque des revendications 1 à 5, dans lequel les étapes de production comprennent :
    g. la maturation est à température ambiante, de préférence de 72 heures à 6 mois.
  7. Procédé selon la revendication 6, dans lequel le pré-revenu est obtenu en enroulant la tôle à une température d'enroulement de 70 °C à 95 °C.
  8. Procédé selon la revendication 6, dans lequel le pré-revenu est obtenu en enroulant la tôle à une température d'enroulement de 50 °C et 70 °C.
  9. Procédé selon la revendication 6, dans lequel le pré-revenu est obtenu en enroulant la tôle à une température d'enroulement supérieure à 95 °C, et de préférence de 95 °C à 105 °C.
EP19306659.4A 2019-12-17 2019-12-17 Procédé amélioré de fabrication d'un composant de structure d'une carrosserie de véhicule automobile Active EP3839085B1 (fr)

Priority Applications (8)

Application Number Priority Date Filing Date Title
EP19306659.4A EP3839085B1 (fr) 2019-12-17 2019-12-17 Procédé amélioré de fabrication d'un composant de structure d'une carrosserie de véhicule automobile
CA3162027A CA3162027A1 (fr) 2019-12-17 2020-12-15 Procede ameliore de fabrication d'un element structural pour carrosserie de vehicule automobile
CN202080087196.6A CN114829644A (zh) 2019-12-17 2020-12-15 制造用于机动车车身的结构组件的改进的方法
KR1020227024163A KR20220113793A (ko) 2019-12-17 2020-12-15 자동차 차체용 구조 컴포넌트를 제조하기 위한 개선된 방법
PCT/EP2020/086256 WO2021122621A1 (fr) 2019-12-17 2020-12-15 Procédé amélioré de fabrication d'un élément structural pour carrosserie de véhicule automobile
JP2022536960A JP2023506278A (ja) 2019-12-17 2020-12-15 自動車両の車体用の構造構成要素を製造するための改良された方法
EP20842558.7A EP4077753A1 (fr) 2019-12-17 2020-12-15 Procédé amélioré de fabrication d'un élément structural pour carrosserie de véhicule automobile
US17/781,682 US20230008838A1 (en) 2019-12-17 2020-12-15 Improved method for manufacturing a structure component for a motor vehicle body

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EP19306659.4A EP3839085B1 (fr) 2019-12-17 2019-12-17 Procédé amélioré de fabrication d'un composant de structure d'une carrosserie de véhicule automobile

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US20230008838A1 (en) 2023-01-12
CN114829644A (zh) 2022-07-29
EP3839085A1 (fr) 2021-06-23
EP4077753A1 (fr) 2022-10-26
JP2023506278A (ja) 2023-02-15
WO2021122621A1 (fr) 2021-06-24
CA3162027A1 (fr) 2021-06-24
KR20220113793A (ko) 2022-08-16

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