WO2023169586A1 - 铝合金货厢板材、制备方法及货厢、变截面车厢和货车 - Google Patents

铝合金货厢板材、制备方法及货厢、变截面车厢和货车 Download PDF

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Publication number
WO2023169586A1
WO2023169586A1 PCT/CN2023/081184 CN2023081184W WO2023169586A1 WO 2023169586 A1 WO2023169586 A1 WO 2023169586A1 CN 2023081184 W CN2023081184 W CN 2023081184W WO 2023169586 A1 WO2023169586 A1 WO 2023169586A1
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WO
WIPO (PCT)
Prior art keywords
aluminum alloy
plate
thickness
cargo compartment
cargo
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2023/081184
Other languages
English (en)
French (fr)
Inventor
李书福
范现军
高明
柴国民
董国超
吕玲芳
黄艳灵
王必正
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely Farizon New Energy Commercial Vehicle Group Co Ltd
Original Assignee
Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely Farizon New Energy Commercial Vehicle Group Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN202220538775.4U external-priority patent/CN217100216U/zh
Priority claimed from CN202210242897.3A external-priority patent/CN114802490A/zh
Priority claimed from CN202222286143.6U external-priority patent/CN217893046U/zh
Application filed by Zhejiang Geely Holding Group Co Ltd, Zhejiang Geely Farizon New Energy Commercial Vehicle Group Co Ltd filed Critical Zhejiang Geely Holding Group Co Ltd
Priority to EP23766163.2A priority Critical patent/EP4406817A4/en
Publication of WO2023169586A1 publication Critical patent/WO2023169586A1/zh
Priority to US18/737,495 priority patent/US20240326928A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D29/00—Superstructures, understructures, or sub-units thereof, characterised by the material thereof
    • B62D29/008—Superstructures, understructures, or sub-units thereof, characterised by the material thereof predominantly of light alloys, e.g. extruded
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21B—ROLLING OF METAL
    • B21B3/00—Rolling materials of special alloys so far as the composition of the alloy requires or permits special rolling methods or sequences ; Rolling of aluminium, copper, zinc or other non-ferrous metals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21B—ROLLING OF METAL
    • B21B45/00—Devices for surface or other treatment of work, specially combined with or arranged in, or specially adapted for use in connection with, metal-rolling mills
    • B21B45/02—Devices for surface or other treatment of work, specially combined with or arranged in, or specially adapted for use in connection with, metal-rolling mills for lubricating, cooling, or cleaning
    • B21B45/0239—Lubricating
    • B21B45/0245—Lubricating devices
    • B21B45/0248—Lubricating devices using liquid lubricants, e.g. for sections, for tubes
    • B21B45/0251—Lubricating devices using liquid lubricants, e.g. for sections, for tubes for strips, sheets, or plates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D33/00—Superstructures for load-carrying vehicles
    • B62D33/04—Enclosed load compartments ; Frameworks for movable panels, tarpaulins or side curtains
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22F—CHANGING THE PHYSICAL STRUCTURE OF NON-FERROUS METALS AND NON-FERROUS ALLOYS
    • C22F1/00—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working
    • C22F1/04—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working of aluminium or alloys based thereon
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21B—ROLLING OF METAL
    • B21B3/00—Rolling materials of special alloys so far as the composition of the alloy requires or permits special rolling methods or sequences ; Rolling of aluminium, copper, zinc or other non-ferrous metals
    • B21B2003/001—Aluminium or its alloys

Definitions

  • the present application relates to the technical field of trucks, in particular to the technical field of truck compartment side panels, and specifically to an aluminum alloy cargo compartment plate, a preparation method, a cargo compartment, a variable-section compartment and a truck.
  • Aluminum alloy has the advantages of low density, high specific strength, good corrosion resistance and high recycling value, and is an important material carrier for lightweighting automobiles.
  • shortcomings such as the high cost of aluminum alloys and low hardness values are delaying the process of replacing steel with aluminum in the automotive industry.
  • the market share of iron cargo compartments is high, while the market share of aluminum cargo compartments is very small.
  • the weight of aluminum cargo compartments should be further reduced to shrink the size of aluminum and iron cargo compartments.
  • the price gap is the key to increasing the market share of aluminum cargo compartments and promoting the process of replacing steel with aluminum.
  • Aluminum alloy has the advantages of low density, high specific strength, good corrosion resistance and high recycling value, and is an important material carrier for lightweighting automobiles.
  • shortcomings such as the high cost of aluminum alloys and low hardness values are delaying the process of replacing steel with aluminum in the automotive industry.
  • the market share of iron cargo compartments is high, while the market share of aluminum cargo compartments is very small.
  • the weight of aluminum cargo compartments should be further reduced to shrink the size of aluminum and iron cargo compartments.
  • the price gap is the key to increasing the market share of aluminum cargo compartments and promoting the process of replacing steel with aluminum.
  • Differentially rolled thick plates refer to plates whose thickness changes along the rolling direction, referred to as differentially thick plates.
  • using differentially thickened plates to assemble a carriage, such as a truck carriage can reduce the weight of the carriage and achieve Lightweight aluminum cargo bed.
  • aluminum poor-quality thick plates often have problems such as obvious rolling indentations and difficulty in covering them up with coating, which seriously affects the apparent quality of aluminum poor-quality thick plates and makes it difficult to ensure that the appearance of aluminum poor-quality thick plates meets the requirements. related requirements.
  • the main purpose of this application is to propose an aluminum alloy cargo box plate and its preparation method, an aluminum alloy cargo box and a truck, aiming to achieve lightweight aluminum cargo boxes and to improve the apparent quality of aluminum poor-thick plates.
  • this application proposes an aluminum alloy cargo compartment plate.
  • the aluminum alloy cargo compartment plate is used to enclose a cargo compartment.
  • the thickness of the aluminum alloy cargo compartment plate is Gradient and form a variable cross-section structure.
  • the aluminum alloy cargo box plate is made of thick plates such as aluminum alloy as raw materials, and is rolled into an aluminum alloy thickened plate by using round rollers to change the gap.
  • the aluminum alloy cargo bed plate is pressed into a corrugated structure.
  • a single corrugation in the corrugated structure extends in the up and down direction.
  • the thickness of the aluminum alloy cargo box plate gradually decreases in the bottom-up direction.
  • the aluminum alloy cargo bed plate is provided with at least one transition zone extending in the up and down direction, and the thickness of the aluminum alloy cargo bed plate in the transition zone changes continuously.
  • the transition region includes a linear transition region with a linear change in thickness and/or a curved transition region with a non-linear thickness change.
  • the aluminum alloy cargo box plate is further provided with at least one equal thickness area extending in the up and down direction, the equal thickness area is adjacent to the transition area, and the equal thickness area and the transition area are The thickness of the joints is consistent.
  • the aluminum alloy cargo box plate is provided with a plurality of transition regions and a plurality of equal thickness regions, and the plurality of transition regions and the plurality of equal thickness regions are arranged alternately.
  • the maximum thickness of the aluminum alloy cargo box plate is E1
  • the minimum thickness of the aluminum alloy truck plate is E2, and E1/E2 ⁇ 3.
  • the aluminum alloy cargo box plate is provided with at least one transition zone in the rolling direction, and the thickness of the transition zone changes continuously along the rolling direction, wherein, in the rolling direction on, the transition zone has a first end and a second end arranged oppositely, The thickness of the transition zone at the first end is A1, the thickness of the transition zone at the second end is A2, the length of the transition zone along the rolling direction is D, and the difference between A1 and A2 is defined as A3, then D ⁇ 100*A3.
  • This application also proposes a lightweight variable-section carriage.
  • the carriage at least has a bottom plate and two side plates.
  • the two side plates are respectively provided on the left and right sides of the bottom plate.
  • the two side plates are In the variable cross-section structure, the thickness of the bottom of the side plate is greater than the thickness of the top.
  • the thickness of the side panel gradually decreases from the bottom toward the top.
  • the bottom plate has a variable cross-section structure, and the thickness of the middle part of the bottom plate is greater than the thickness of its left and right sides.
  • the thickness of the bottom plate gradually decreases from the middle toward its left and right sides.
  • a plurality of cross beams are provided on the lower surface of the bottom plate, and the thickness of the cross beams gradually decreases from the middle toward its left and right ends.
  • the lower surface of the bottom plate is further provided with a plurality of longitudinal beams, and each longitudinal beam is provided with a plurality of weight-reducing holes distributed along its length direction.
  • the carriage further includes a roof, and the thickness of the left and right sides of the roof is greater than the thickness of the middle thereof.
  • the thickness of the top plate gradually decreases from the left and right sides toward the middle thereof.
  • the carriage further includes a front panel, the thickness of the bottom of the front panel is greater than the thickness of the top thereof.
  • the thickness of the front panel gradually decreases from the bottom toward the top thereof.
  • the carriage further includes a rear panel, the thickness of the bottom of the rear panel is greater than the thickness of the top thereof.
  • the thickness of the back panel gradually decreases from the bottom toward the top thereof.
  • the aluminum alloy cargo compartment includes cargo compartment side panels.
  • the cargo compartment side panels include the aluminum alloy cargo compartment plate as described above.
  • the aluminum alloy cargo compartment further includes a plurality of uprights extending in the up and down direction, and the uprights are fixedly connected to the inner surface of the aluminum alloy cargo compartment side panel.
  • the aluminum alloy cargo compartment further includes a protective plate, and the protective plate is detachably installed on the upright.
  • This application also proposes a truck, which includes an aluminum alloy cargo compartment as described above.
  • this application also proposes a method for preparing an aluminum alloy cargo compartment plate.
  • the aluminum alloy cargo compartment plate is used to enclose a cargo compartment.
  • the aluminum alloy cargo compartment plate has Thickness gradient
  • the preparation method of the aluminum alloy cargo compartment plate includes the following steps:
  • the aluminum alloy thickened plate is sequentially subjected to annealing, mechanical pretreatment, chemical pretreatment and anodizing to obtain an aluminum alloy cargo box plate with a thickened material.
  • the thick plate such as aluminum alloy is made of 3XXX series aluminum alloy or 5XXX series aluminum alloy.
  • the thick plate such as aluminum alloy is made of AA5754-O aluminum alloy.
  • the feed side and the discharge side of the round roller are both equipped with coilers, and the aluminum alloy and other thick plates during rolling are simultaneously rolled in reverse direction, where the applied curling tension is F1, and the aluminum alloy
  • the yield strength of thick plates such as alloys is F2, F1 ⁇ 30%*F2.
  • the rolling pressure is defined as F and the unit is t.
  • the lubricating liquid includes kerosene and vegetable oil, and the volume ratio of the kerosene and vegetable oil is 1:0 ⁇ 1:5.
  • the step of annealing the aluminum alloy differential thickness plate includes:
  • the aluminum alloy differential thickness plate is placed in a bell annealing furnace, heated to 240-320°C in a step-wise heating manner, and then kept warm for 2-6 hours.
  • the aluminum alloy differential thickness plate is placed in a bell annealing furnace, and is heated to 240-320°C in a stepwise heating manner and then maintained. After the step of warming for 2 to 6 hours, it also includes:
  • the aluminum alloy differential thick plate is subjected to aging treatment.
  • the aging temperature of the aging treatment is 120-210°C and the aging time is 0.5-16 hours.
  • the step further includes:
  • the aluminum alloy cargo box plate is pressed to have a corrugated structure, and a single corrugation in the corrugated structure extends along the up and down direction.
  • the cargo compartment can be formed according to the actual use process of the cargo compartment.
  • the thickness of each position of the aluminum alloy cargo compartment side plate is set corresponding to the stress situation in the cargo compartment side plate.
  • the thickness of the cargo compartment side plate is appropriately thickened at the position where the cargo collision pressure is greater, so as to improve the puncture resistance and impact resistance of the aluminum alloy cargo compartment side plate. Capacity, and in the position where the cargo collision pressure is relatively small on the side panel of the cargo compartment, the thickness of the plate is appropriately reduced while ensuring that the plate has sufficient strength for use, thus reducing the overall weight of the aluminum cargo compartment.
  • the aluminum alloy plate provided by the technical solution of this application is a differential thickness plate with a variable cross-section structure, which is provided with at least one transition zone in the rolling direction, and the thickness of the transition zone changes continuously along the rolling direction, wherein, during the rolling In the control direction, the transition zone has a first end and a second end that are oppositely arranged, the thickness of the transition zone at the first end is A1, and the thickness of the transition zone at the second end is A2, so
  • the length of the transition zone along the rolling direction is D, and the difference between A1 and A2 is defined as A3, then D ⁇ 100*A3; in this way, the length of the transition zone can be reasonably adjusted according to the thickness difference between the two ends of the transition zone of the aluminum alloy differential thick plate. length, it can successfully eliminate the roll indentation on the surface of the aluminum alloy plate and improve the apparent quality of the aluminum alloy plate.
  • Figure 1 is a top view of the plug-in side panel of the aluminum alloy cargo compartment
  • Figure 2 is a schematic cross-sectional structural diagram of an embodiment of the aluminum alloy cargo box plate provided by the present application.
  • Figure 3 is a side view of Figure 2;
  • Figure 4 is a schematic structural diagram of the pillars and protective panels of an embodiment of the aluminum alloy cargo compartment provided by this application;
  • Figure 5 is a schematic flow chart of an embodiment of a method for preparing aluminum alloy cargo compartment plates provided by the present application
  • FIG. 6 is a schematic flow chart of another embodiment of the method for preparing an aluminum alloy cargo bed plate provided by the present application.
  • Figure 7 is a schematic three-dimensional structural diagram of the lightweight variable-section carriage in the first embodiment of the present application.
  • Figure 8 is a schematic cross-sectional view of the lightweight variable-section carriage along line A-A in Figure 7 .
  • Figure 9 is a schematic longitudinal cross-sectional view of the lightweight variable-section carriage along line B-B in Figure 7.
  • Figure 10 is a schematic structural diagram of the side panel of the lightweight variable-section carriage in Figure 7.
  • Figure 11 is a schematic bottom perspective view of the lightweight variable-section carriage in Figure 7 .
  • Figure 12 is a schematic structural diagram of the crossbeam in Figure 11.
  • Figure 13 is a schematic structural diagram of the longitudinal beam in Figure 11.
  • Figure 14 is a schematic diagram of the first state of the lightweight variable-section carriage in the second embodiment of the present application.
  • Figure 15 is a schematic diagram of the second state of the lightweight variable-section carriage in the second embodiment of the present application.
  • Figure 16 is a schematic diagram of the first state of the lightweight variable-section carriage in the third embodiment of the present application.
  • Figure 17 is a schematic diagram of the second state of the lightweight variable-section carriage in the third embodiment of the present application.
  • Figure 18 is a schematic three-dimensional structural diagram of a lightweight variable-section carriage in the fourth embodiment of the present application.
  • Figure 19 is a schematic transverse cross-sectional view of the lightweight variable-section carriage along line C-C in the fourth embodiment of the present application.
  • Figure 20 is a schematic diagram of the first state of the lightweight variable-section carriage in the fifth embodiment of the present application.
  • Figure 21 is a schematic diagram of the second state of the lightweight variable-section carriage in the fifth embodiment of the present application.
  • Figure 22 is a schematic diagram of the cross-sectional structure design along the rolling direction of the alloy differential thick plate of the present application.
  • Figure 23 is a schematic diagram of the cross-sectional structure design along the rolling direction of the alloy differential thick plate of the present application.
  • the aluminum alloy cargo compartment plate is used to enclose the cargo compartment.
  • the aluminum alloy cargo compartment plate is a single-layer plate.
  • Figures 2 to 3 show what is provided by this application.
  • the thickness of the aluminum alloy cargo compartment plate 10A gradually changes in the up and down direction of the cargo compartment (the up and down directions mentioned herein are all the up and down directions of the cargo compartment or truck). That is to say, the thickness of the aluminum alloy cargo compartment plate 10A is different in the up and down direction.
  • the plug-in side panel solution was usually adopted.
  • the side panel is made up of several plug-in board units.
  • the plate unit is made by extrusion molding and is divided into inner and outer two-layer plates, with a reinforcing rib in the middle.
  • the thickness of the inner and outer layers is 0.8mm
  • the thickness of the reinforcing rib is 1.0mm
  • the distance between the inner and outer plates is approximately 25mm.
  • This hollow extruded profile structure helps to improve the stiffness of the side panels, but the double-layer panels also cause the side panels to be heavier (the total weight of the 4.2m*2.1m*2.1m cargo compartment side panels is about 0kg).
  • the thickness of the single-layer board of the connecting unit is only 0.8mm, which is easily punctured and scratched when goods collide.
  • the goods are usually located in the middle and lower parts of the side panels and above the side boards.
  • the pressure of the location to withstand cargo collision is relatively small, so there is room for structural optimization and weight reduction.
  • the plug-in side panel solution is difficult to achieve effective structural optimization and weight reduction.
  • the cargo compartment can be formed according to the actual use process of the cargo compartment.
  • the thickness of each position of the aluminum alloy cargo compartment side plate is set corresponding to the stress situation in the cargo compartment side plate.
  • the thickness of the cargo compartment side plate is appropriately thickened at the position where the cargo collision pressure is greater, so as to improve the puncture resistance and impact resistance of the aluminum alloy cargo compartment side plate. Capacity, and in the position where the cargo collision pressure is relatively small on the side panel of the cargo compartment, the thickness of the plate is appropriately reduced while ensuring that the plate has sufficient strength for use, thus reducing the overall weight of the aluminum cargo compartment.
  • the aluminum alloy cargo compartment plate is made of thick plates such as aluminum alloy as raw materials, and is rolled into an aluminum alloy thickened plate by using round rollers to change the gap.
  • round rollers to change the gap.
  • the aluminum alloy cargo bed plate 10A is also pressed into a corrugated structure 40 , which helps to improve the stiffness of the aluminum alloy cargo bed plate 10A.
  • a single corrugation in the corrugated structure 40 extends in the up and down direction, that is, the direction of a single corrugation is consistent with the thickness change direction of the aluminum alloy cargo box plate 10A.
  • the corrugated structure 40 can be made by a molding machine or a roller press.
  • the corrugated structure 40 can be evenly distributed on the aluminum alloy cargo box plate 10A, or can be only partially provided on the aluminum alloy cargo box plate 10A.
  • the corrugated structure 40 can be specifically considered based on actual strength requirements, processing difficulty, aesthetics and other factors.
  • the thickness of the lower part of the aluminum alloy cargo box plate 10A may be greater than the thickness of the upper part, that is, the lower part is thicker and the upper part is thinner; or It can be the thickness of the middle part of the aluminum alloy plate 10A Greater than the thickness of the upper and lower parts, that is, thicker in the middle and thinner at the ends, etc., the specific design can be carried out according to the stress situation of the cargo compartment in the actual application process, and they all fall within the scope of protection of this application.
  • the thickness of the aluminum alloy cargo compartment plate 10A gradually decreases in the bottom-up direction.
  • a common situation may be that the lower part of the cargo compartment side panel carries more cargo impacts and is subject to greater force, while the upper part of the cargo compartment side panels carries relatively smaller cargo impacts. The force is smaller, so the aluminum alloy cargo box plate 10A is thicker at the bottom and thinner at the top, which can better realize the lightening of the aluminum alloy cargo box while ensuring that the aluminum alloy cargo box plate 10A has sufficient strength. the weight of.
  • the thickness of the aluminum alloy cargo compartment plate 10A is configured to continuously change.
  • the aluminum alloy cargo compartment plate 10A is provided with at least one transition zone extending in the up and down direction. The thickness of the aluminum alloy cargo bed plate 10A located in the transition zone changes continuously. Through the arrangement of the transition zone, the use strength of the aluminum alloy cargo compartment plate 10A can be better ensured, and the preparation process of the aluminum alloy cargo compartment plate 10A can be simplified.
  • the transition region includes a linear transition region with a linear thickness change and/or a curved transition region with a non-linear thickness change. That is, when there is only one transition zone, the transition zone can be set so that the thickness changes linearly or the thickness changes non-linearly. When there are multiple transition zones, each transition zone can have a thickness that changes linearly or non-linearly. The transition zones can be configured independently of each other so that the thickness changes linearly or non-linearly.
  • the transition zone can extend from the bottom to the top of the aluminum alloy cargo box plate 10A, or it can only be distributed in A part of the aluminum alloy cargo bed plate 10A. That is, the aluminum alloy cargo compartment plate 10A can be configured so that the overall thickness changes continuously in the up and down direction, or can be configured so that the thickness changes stepwise in the up and down direction. Specifically, in the embodiment shown in FIG.
  • the transition area includes a first transition area 101 and a second transition area 102 arranged sequentially along the up and down direction, and the first transition area 101 and the second transition area
  • the regions 102 are all arranged so that the thickness changes linearly, which is beneficial to simplifying the preparation process of the aluminum alloy cargo compartment plate 10A. More specifically, the heights of the first transition area 101 and the second transition area 102 (the heights herein refer to the dimensions along the up and down direction) are both set to 50 mm.
  • the aluminum alloy cargo compartment plate 10A is also provided with at least one equal thickness area extending in the up and down direction, the equal thickness area is adjacent to the transition area, and the equal thickness area is adjacent to the transition area.
  • the thickness of the connection in the transition zone is consistent, so that the aluminum alloy cargo box plate 10A is relatively smooth as a whole, avoiding a sudden change in thickness that makes the aluminum alloy cargo box plate more susceptible to damage due to cargo collision and causing Difficulty in processing.
  • the aluminum alloy cargo box plate 10A is provided with multiple The transition region and a plurality of equal thickness regions are alternately arranged.
  • the equal thickness regions include a first equal thickness region 103 , a second equal thickness region 104 and a third equal thickness region 105 arranged sequentially along the up and down direction.
  • the equal thickness region 103 and the second equal thickness region 104 are connected through the first transition region 101
  • the second equal thickness region 104 and the third equal thickness region 105 are connected through the second transition region 102 .
  • the height of the first equal thickness region 103 is 1000mm
  • the height of the second equal thickness region 104 is 700mm
  • the height of the third equal thickness region 105 is 300mm.
  • FIG. 2 is only an embodiment provided by the present application, and the dimensions marked therein do not represent the actual dimensions.
  • aluminum alloys should be used. According to the actual needs of the alloy cargo compartment, the corresponding size design is carried out.
  • the maximum thickness of the aluminum alloy cargo compartment plate 10A is E1
  • the minimum thickness of the aluminum alloy cargo compartment plate 10A is E2, and E1/E2 ⁇ 3.
  • E1 the maximum thickness of the aluminum alloy cargo box plate 10A
  • E2 the minimum thickness of the aluminum alloy cargo compartment plate 10A
  • the first equal thickness region 103 wherein the thicknesses of the first equal thickness region 103 , the second equal thickness region 104 , and the third equal thickness region 105 are set to 0.8 mm, 1.2 mm, and 1.5 mm in sequence.
  • the aluminum alloy cargo compartment includes cargo compartment side panels.
  • the cargo compartment side panels include an aluminum alloy cargo compartment plate 10A.
  • the specific structure of the aluminum alloy cargo compartment plate 10A refers to the above. Example. It can be understood that since the aluminum alloy provided by this application The cargo compartment adopts all the embodiments of the aluminum alloy cargo compartment plate 10A provided above in this application, and therefore has at least all the beneficial effects brought by the above embodiments, which will not be described again here.
  • the cargo compartment side panels are thicker at the bottom and thinner at the top.
  • the side panels of the cargo compartment are connected by welding, riveting or gluing, etc., and are connected with the cargo compartment.
  • the upper and lower longitudinal frames of the carriage are riveted or welded to achieve fixation.
  • the aluminum alloy cargo compartment further includes a plurality of columns 20 extending in the up and down direction.
  • the columns 20 are fixedly connected to the inner surface of the cargo compartment side panel. In this way, by arranging the column 20 in the cargo compartment and connecting the cargo compartment side plate with the column 20 , the aluminum alloy cargo compartment plate 10A is further fixed and the structural stability and strength are improved.
  • the number of the uprights 20 can be appropriately reduced. In the embodiment shown in Figure 4, the number of the uprights 20 is 9. .
  • the upright column 20 can be made of aluminum or non-aluminum profiles, such as solid wood profiles, etc., and can be fixed to the upper and lower longitudinal frames of the cargo compartment through nailing, riveting or bolting.
  • the overall CAE analysis of the cargo compartment and the side plate stiffness CAE analysis can be performed, and the upper and lower parts of the aluminum alloy cargo compartment plate 10A can be adjusted in time according to the simulation results.
  • the structural design of the corrugated structure 40 and/or the column 20 is carried out until it is analyzed by CAE simulation.
  • the aluminum alloy cargo compartment further includes a protective plate 30 , and the protective plate 30 is detachably installed on the upright 20 .
  • the protective plate 30 can be made of materials that are easy to purchase, light in quality, and low in cost, such as wooden materials, including but not limited to poplar wood boards, etc., and preferably the thickness of the protective plate 30 is not greater than 3 mm. In this way, through the arrangement of the protective plate 30, the cargo compartment side panels can be protected to prevent the impact force of cargo collision from being directly transmitted to the cargo compartment side panels, thereby extending the service life of the cargo compartment side panels, thereby solving the problem of the plug-in side panel solution.
  • the skeleton structure makes it difficult to install and adjust the inner protective plate.
  • the height of the protective plate 30 can be adjusted up and down according to the actual situation of loading goods, so as to effectively protect the side panels of the cargo compartment. Purpose.
  • the corrugated structure 40, the uprights 20 and the protective plates 30, it is finally possible to achieve a weight reduction of 30 to 50 kg in the cargo compartment side panels compared to the plug-in plate type side panels.
  • the use of the cargo compartment side panel solution provided by this application is conducive to promoting the development of aluminum alloy thickened plate rolling technology. Combined with subsequent stamping, rolling, molding, stretching, bending, welding and other processes, it can prepare newer products for automobiles. A wide range of aluminum alloy thickened plate products will accelerate the process of replacing steel with aluminum in auto parts.
  • This application also proposes a truck.
  • the truck includes an aluminum alloy cargo compartment.
  • the specific structure of the aluminum alloy cargo compartment refers to the above embodiment. It can be understood that since the truck provided by the present application adopts all the embodiments of the aluminum alloy cargo compartment provided by the present application, it has at least all the beneficial effects brought by the above embodiments, which will not be described again one by one.
  • This application also proposes a method for preparing an aluminum alloy cargo compartment plate 10A.
  • the aluminum alloy cargo compartment plate 10A is designed according to the structural design ideas of the aluminum alloy cargo compartment plate 10A provided above in this application, and then the aluminum alloy cargo compartment plate 10A is designed.
  • the aluminum alloy cargo box plate 10A is produced by single-pass rolling using round rollers with variable gaps. Refer to Figure 5 for details.
  • the preparation method of the aluminum alloy cargo box plate 10A includes the following steps:
  • Step S10 Select thick plates such as aluminum alloy as raw materials, and roll the thick plates such as aluminum alloy into shape one by one using a circular roller variable gap rolling method to obtain an aluminum alloy thickened plate;
  • Step S20 Perform annealing, mechanical pretreatment, chemical pretreatment and anodizing on the aluminum alloy thickened plate in sequence to prepare an aluminum alloy cargo box plate 10A with a thickened material.
  • Aluminum alloy and other thick plates are used as raw materials, and the aluminum alloy and other thick plates are rolled using a round roller variable gap rolling method.
  • the aluminum alloy and other thick plates are formed by single-pass rolling.
  • the round roller gap spacing is adjusted ( That is, the gap between the roller surfaces) to achieve variable thickness rolling
  • a thickness gauge is installed at the exit of the roll gap
  • a code reader is installed behind the thickness gauge to measure the rolling length of the plate.
  • the thick plates such as aluminum alloy are preferably made of 3XXX series aluminum alloy or 5XXX series aluminum alloy, which have the characteristics of good formability and cannot be strengthened by heat treatment, which is beneficial to ensuring the formability of the plate and reducing the cost of Heat treatment process and cost.
  • the thick plate such as aluminum alloy is made of AA5754-O aluminum alloy.
  • the roll gap distance of the round roller is B
  • the target thickness of the rolling area of the aluminum alloy and other thick plates is C
  • B (85 ⁇ 95%)*C. That is, the gap spacing of the round rollers is set to be 5 to 15% smaller than the target thickness of each part of the plate to offset the plate thickness deviation caused by elastic deformation of the plate and roll deflection and flattening deformation, thereby achieving high-precision forming of the plate.
  • the feed side and the discharge side of the round roller are both equipped with coilers, and the aluminum alloy and other thick plates during rolling are simultaneously rolled in reverse direction, wherein, the The curling force exerted by the motor on the discharge side of the round roller should be no less than the curling force exerted by the motor on the feed side of the round roller to achieve smooth feeding and rolling.
  • using the coiler to apply tension to the aluminum alloy plate 100 during rolling can improve the flatness of the rolled plate.
  • the curling tension is set to not exceed 30% of the yield strength of the plate itself, that is, the applied curling tension is defined as F1 , the yield strength of thick plates such as aluminum alloy is F2, and the following relationship is satisfied between F1 and F2: F1 ⁇ 30%*F2.
  • F1 the yield strength of thick plates such as aluminum alloy
  • F2 the yield strength of thick plates such as aluminum alloy
  • the rolling pressure is defined as F and the unit is t
  • the width of the aluminum alloy and other thick plates is H and the unit is mm
  • the yield strength of the aluminum alloy and other thick plates is ⁇ 0.2
  • the unit is MPa
  • the minimum target thickness of the aluminum alloy and other thick plates is d
  • the unit is mm
  • lubricating liquid is sprayed at the contact point between the round roller and the thick plate such as aluminum alloy to reduce the thermal crown of the roller and improve the flatness and internal stress of the surface of the rolled plate. Distribution uniformity.
  • the lubricating liquid includes kerosene and vegetable oil, and the volume ratio of the kerosene and the vegetable oil is 1:0 ⁇ 1:5. That is, in some embodiments of the present application, the lubricating fluid may only include kerosene. In other embodiments of the present application, the lubricating fluid may also include kerosene and vegetable oil at the same time, and the volume ratio of the kerosene and vegetable oil is not less than 1:5.
  • the step of annealing the aluminum alloy differential thickness plate in step S20 includes:
  • the aluminum alloy differential thickness plate is placed in a bell annealing furnace, heated to 240-320°C in a step-wise heating manner, and then kept warm for 2-6 hours.
  • the aluminum alloy differential thickness plate is placed in a bell annealing furnace.
  • the aluminum alloy differential thickness plate is a coil.
  • the inner diameter of the coil is greater than 100mm, the outer diameter is not larger than the inner diameter of the bell annealing furnace, and the center of the coil is is located on a straight line along the height direction; then, the aluminum alloy differential thick plate is heated to 240 to 320°C through a stepwise heating method, and then kept at this temperature for 2 to 6 hours to complete the annealing treatment.
  • embodiments of the present invention ensure that the strength of each region of the aluminum alloy differentially thick plate does not change significantly while greatly increasing the elongation of the thinnest region.
  • the annealing temperature and time can be appropriately adjusted within the above range according to actual use requirements to obtain different mechanical properties.
  • the mechanical properties change before and after annealing.
  • the law of transformation is also between the two. Therefore, it is necessary to impose strict requirements on the mechanical properties of the plate in its initial state to ensure that all areas of the differentially thick plate meet the usage requirements.
  • the aluminum alloy performance can be stabilized by stopping the heating after the annealing and heat preservation and opening the furnace door to allow the coil to cool down naturally and slowly. chemical treatment.
  • the coil material after annealing and heat preservation can be quickly transferred to an aging furnace for aging treatment.
  • the aging temperature of the aging treatment is 120 ⁇ 210°C
  • the aging time is 0.5 to 16 hours, and after completing the aging treatment, placing it in the air for natural cooling can stabilize the performance of the aluminum alloy and strengthen the aluminum alloy.
  • the aluminum alloy cargo compartment plate 10A is also designed with a corrugated structure 40, and a single corrugation in the corrugated structure 40 extends along the up and down direction, that is, a single corrugated
  • the direction of the corrugation is consistent with the thickness change direction of the aluminum alloy cargo compartment plate 10A.
  • the method for preparing the aluminum alloy cargo compartment plate 10A further includes the following steps after step S20:
  • Step S30 The aluminum alloy cargo compartment plate 10A is pressed to have a corrugated structure, with a single corrugation in the corrugated structure extending in the up and down direction.
  • the corrugated structure 40 can be made by a molding machine or a roller press.
  • the corrugated structure 40 can be evenly distributed on the aluminum alloy cargo box plate 10A, or can be only partially provided on the aluminum alloy cargo box plate 10A.
  • the corrugated structure 40 can be specifically considered based on actual strength requirements, processing difficulty, aesthetics and other factors.
  • an embodiment of the present application also provides a lightweight variable-section carriage 10B.
  • the carriage 10B has at least a bottom plate 11 and two side plates 12.
  • the two side plates 12 are respectively provided on the bottom plate 11.
  • the two side plates 12 On the left and right sides, the two side plates 12 have a variable cross-section structure, in which the thickness of the bottom of the side plates 12 is greater than the thickness of the top.
  • the thickness of the side panel 12 gradually decreases from the bottom toward the top thereof.
  • the bottom plate 11 also has a variable cross-section structure, in which the thickness of the middle part of the bottom plate 11 is greater than the thickness of its left and right sides.
  • the thickness of the bottom plate 11 gradually decreases from the middle toward its left and right sides.
  • the carriage 10B also includes a top plate 13.
  • the top plate 13 On the basis of the two side plates 12 having a variable cross-section structure, further, the top plate 13 also has a variable cross-section structure, wherein the thickness of the left and right sides of the top plate 13 is greater than the thickness of the middle thereof.
  • the thickness of the top plate 13 gradually decreases from the left and right sides toward the middle thereof.
  • the carriage 10B also includes a front panel 14.
  • the front panel 14 also has a variable cross-section structure. The thickness of the bottom of the front panel 14 is greater than the thickness of the top.
  • the thickness of the front panel 14 gradually decreases from the bottom toward the top thereof.
  • the carriage 10B also includes a rear panel 15.
  • the rear panel 15 On the basis that the two side panels 12 have a variable cross-section structure, further, the rear panel 15 also has a variable cross-section structure. The thickness of the bottom of the rear panel 15 is greater than the thickness of the top.
  • the thickness of the rear panel 15 gradually decreases from the bottom toward the top thereof.
  • base plate 11 may be a whole plate, or may be assembled from multiple sub-plates through welding or other methods.
  • any one of the above-mentioned side panels 12 , top panel 13 , front panel 14 or rear panel 15 may be a whole panel, or may be assembled from multiple sub-panels through welding or other methods.
  • the front panel 14 can be formed by splicing two sub-panels.
  • the two sub-panels of the front panel 14 are respectively hinged with the two side panels 12, so that each sub-panel of the front panel 14 can be independently rotated and opened for the convenience of personnel. and cargo entering and exiting the interior of compartment 10B.
  • the lightweight variable-section carriage provided in this embodiment is based on the idea of "equal strength" and the material thickness is designed as needed. Under the condition of meeting the load-bearing strength requirements, a variable-section design is adopted for the carriage to maximize weight reduction and realize the weight reduction of the truck.
  • the lightweight structural design effectively reduces vehicle fuel consumption and increases cargo capacity.
  • the length of the two side panels 12, the front panel 14 and the rear panel 15 9342mm
  • the side panel 12, the front panel 14 and the rear panel 15 can achieve weight reduction: 10.8kg
  • the weight reduction of the top plate 13 can be achieved: 12.8kg
  • the weight reduction of the top plate 13 can be achieved: 27.8kg
  • a plurality of beams 16 are provided on the lower surface of the base plate 11 .
  • Each beam 16 has a trapezoidal design, that is, the thickness of the beam 16 gradually decreases from the middle toward its left and right ends.
  • the thickness in the middle of the crossbeam 16 remains unchanged at 60mm, and the thickness at both ends of the crossbeam 16 is reduced to 30mm, then:
  • the lower surface of the bottom plate 11 is also provided with a plurality of longitudinal beams 17 , for example two.
  • Each longitudinal beam 17 is provided with a plurality of weight-reducing holes 171 distributed along its length direction.
  • each longitudinal beam 17 is made of aluminum, and each longitudinal beam 17 is provided with 17 ⁇ 60mm round holes, then:
  • Weight loss per weight loss hole 171 0.03kg
  • cross beams 16 and longitudinal beams 17 are used to carry the bottom plate 11 and to fix the entire compartment 10B to the frame (not shown) of the truck.
  • the two side panels 12 are respectively a left panel 121 and a right panel 122.
  • the left panel 121 has a lower half 1211 and an upper half 1212.
  • the side panel 122 has a lower half 1221 and an upper half 1222.
  • the top panel 13 is formed by splicing a left top panel 131 and a right top panel 132.
  • the left top panel 131 is rotatably connected to the top of the left panel 121 through a first rotating shaft 181.
  • the right top panel 132 It is rotatably connected to the top of the right side plate 122 through the second rotating shaft 182, and both the left top plate 131 and the right top plate 132 can rotate and transform between a horizontal state and a vertical state;
  • Figures 15 and 17 When the left top plate 131 is rotated to a vertical position and overlaps the upper half 1212 of the left side plate 121, the left top plate 131 and the left side plate 121 are combined to form a complete rectangular side. Board structure; when the right top plate 132 is rotated to a vertical position and overlaps the upper half 1222 of the right side plate 122, the right top plate 132 and the right side plate 122 are combined to form a complete rectangular side plate structure.
  • the thicknesses of the lower half 1211 of the left side panel 121 and the lower half 1221 of the right side panel 122 are uniform, and the upper half 1212 of the left side panel 121 and the right side panel 122 have the same thickness.
  • the thickness of the upper half 1222 gradually decreases from bottom to top, the thickness of the left top plate 131 gradually decreases from left to right, and the thickness of the right top plate 132 gradually decreases from right to left.
  • the thicknesses of the lower half 1211 of the left side panel 121 and the lower half 1221 of the right side panel 122 are uniform and have a first thickness T1
  • the upper half of the left side panel 121 1212 and the upper half 1222 of the right side panel 122 have a uniform thickness and have a second thickness T2
  • the left top panel 131 and the right top panel 132 have a uniform thickness and have a third thickness T3, wherein the second thickness T2 and the third thickness T3 are both less than The first thickness T1, and the sum of the second thickness T2 and the third thickness T3 is equal to the first thickness T1.
  • the top plate 13 is made of waterproof canvas or thin plates, where the thin plates can be made of plastic or composite materials. Among them, the top plate 13 is shown as a waterproof canvas in FIGS. 18 and 19 , and the top plate 13 is shown as a thin plate in FIGS. 20 and 21 .
  • waterproof canvas or thin plates By using waterproof canvas or thin plates as the top panel 13, the weight of the top panel 13 can be significantly reduced.
  • the carriage 10B also includes two fixed plates 191 (only one of the fixed plates 191 is visible in Figure 18).
  • the two fixed plates 191 are respectively installed on two The top of the outer surface of the side panel 12.
  • Each fixed plate 191 is, for example, in the shape of a strip, and is installed on the corresponding side plate 12 along the longitudinal direction of the carriage 10B.
  • Each fixing plate 191 is provided with a fixing piece 192 .
  • the left and right sides of the waterproof canvas used as the top plate 13 are fixed to the fixing members 192 on the two fixing plates 191 respectively.
  • the fixing member 192 is, for example, a fixing hook.
  • the number of the fixing hooks 192 may be multiple, and they are distributed on the fixing plate 191 .
  • the waterproof canvas 13 can be tensioned and fixed to avoid shaking of the waterproof canvas 13 during driving. or fall off.
  • the carriage 10B also includes a detachable reinforcing member 195.
  • the reinforcing member 195 has a first installation state and a second installation state.
  • the reinforcing member 195 is in a third installation state. In one installation state, the inner surface installed on the upper end of the side panel 12 is used to reinforce the strength of the side panel 12 .
  • the reinforcing member 195 is installed on the inner surface of the top panel 13 to reinforce the strength of the top panel 13 .
  • the reinforcing member 195 is detachable.
  • the reinforcing member 195 can be installed on the inner side of the upper end of the side plate 12 .
  • the surface is used to reinforce the side panels 12, as shown in Figure 20; when using the top panel 13 (for example, on rainy days, you need to use the top panel 13 to prevent rain), because the top panel 13 is a thin plate, its strength is weak, and the reinforcement is 195 can be removed from the inner surface of the upper end of the side plate 12 and optionally installed on the inner surface of the top plate 13 to reinforce the top plate 13, as shown in Figure 21.
  • the lightweight variable-section carriage 10B provided in the above embodiments of the present application is based on the idea of "equal strength" and the material thickness is designed as needed. Under the condition of meeting the load-bearing strength requirements, a variable-section design is adopted for the carriage to maximize weight reduction and realize cargo loading.
  • the car's weight-saving and lightweight structural design effectively reduces vehicle fuel consumption and increases cargo capacity.
  • this application also provides a vehicle, which includes the lightweight variable-section carriage 10B described in any of the above embodiments.
  • the prepared aluminum alloy cargo box plate is pressed by a molding machine to have a corrugated structure as shown in Figure 3, with a single corrugation extending in the up and down direction.
  • step (1) 3003-O aluminum alloy coil is selected as the rolling raw material.
  • step (2) The steps are the same as in Example 1, except that the volume ratio of kerosene and vegetable oil in step (2) is 1:2.
  • step (2) The steps are the same as in Example 1, except that the volume ratio of kerosene and vegetable oil in step (2) is 1:3.
  • step (2) The steps are the same as in Example 1, except that the volume ratio of kerosene and vegetable oil in step (2) is 1:4.
  • step (2) The steps are the same as in Example 1, except that the volume ratio of kerosene and vegetable oil in step (2) is 1:5.
  • step (2) kerosene is sprayed as lubricant at the contact point between the roller and the plate.
  • step (3) the aluminum alloy and other thick plates are heated to 250°C within 2 hours in a bell annealing furnace and kept warm for 6 hours.
  • step (3) the aluminum alloy and other thick plates are heated to 300°C within 2 hours in a bell annealing furnace and kept warm for 5 hours.
  • step (3) the aluminum alloy and other thick plates are heated to 350°C in a bell annealing furnace within 1.5 hours and kept warm for 4 hours.
  • step (3) the aluminum alloy and other thick plates are heated to 400°C within 1 hour in a bell annealing furnace and kept warm for 3 hours.
  • step (3) the aluminum alloy and other thick plates are heated to 450°C within 1 hour in a bell annealing furnace and kept warm for 2 hours.
  • the curling force of the motors on both sides is the same, and the curling tension is 10MPa; in addition, during the rolling process, a mixed lubricant of kerosene and vegetable oil is sprayed on the contact point between the roller and the plate (the volume ratio of kerosene and vegetable oil is 1:1); the plate For rolling forming in one pass, a thickness gauge is installed at the exit of the roll gap, and a code reader is installed behind the thickness gauge to measure the rolling length of the plate, and the thickness tolerance of the plate is controlled to ⁇ 0.05mm.
  • the annealing process is 260°C insulation. 3h.
  • the coil material is heated in a stepped heating method. First, the furnace temperature is set to 300°C. After the surface temperature of the coil material rises to 200°C, the furnace temperature is changed to 270°C. When the surface temperature of the coil material rises to After 240°C, change the furnace temperature to 260°C. After all parts of the coil are heated to 260°C, keep it at this temperature for 3 hours. After the heat preservation is completed, stop heating and open the furnace hood to slowly cool the coil to room temperature, which completes the annealing process.
  • the annealed coil is uncoiled, cut and straightened to obtain an aluminum alloy differential thickness plate, which is then subjected to mechanical pretreatment and surface treatment to obtain an aluminum alloy plate.

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Abstract

一种铝合金货厢板材（10A），其用于围合形成货厢，在货厢的上下方向上，铝合金货厢板材的厚度渐变。通过设计铝合金货厢板材在上下方向上呈渐变设置，使得利用铝合金货厢板材围合形成货厢时，可以根据货厢在实际使用过程中的受力情况来对应设置铝合金货厢侧板各个位置的厚度。以及一种铝合金货厢板材的制备方法及货厢、车厢和货车。

Description

铝合金货厢板材、制备方法及货厢、变截面车厢和货车
相关申请
本申请要求于2022年3月11日申请的、申请号为202210242897.3的申请专利、于2022年3月11日申请的、申请号为202220538775.4的申请专利、于2022年8月25日申请的、申请号为202222286143.6的申请专利，以及于2022年8月25日申请的、申请号为202211030393.1的申请专利的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及货车技术领域，特别涉及货车货厢侧板技术领域，具体涉及一种铝合金货厢板材、制备方法及货厢、变截面车厢和货车。
背景技术
铝合金具有密度低、比强度高、耐腐蚀性能好以及回收价值高等优点，是实现汽车轻量化的重要材料载体。但铝合金成本过高、强硬度值偏低等缺点又在延缓汽车行业以铝代钢的进程。目前，铁质货厢市场占比很高，铝质货厢市场占比则很小，在不影响使用性能的前提下，进一步降低铝质货厢的重量，以缩小铝质和铁质货厢的价格差距，是提升铝质货厢市场占比、促进以铝代钢进程的关键。
铝合金具有密度低、比强度高、耐腐蚀性能好以及回收价值高等优点，是实现汽车轻量化的重要材料载体。但铝合金成本过高、强硬度值偏低等缺点又在延缓汽车行业以铝代钢的进程。目前，铁质货厢市场占比很高，铝质货厢市场占比则很小，在不影响使用性能的前提下，进一步降低铝质货厢的重量，以缩小铝质和铁质货厢的价格差距，是提升铝质货厢市场占比、促进以铝代钢进程的关键。
轧制差厚板是指厚度沿轧制方向变化的板材，简称差厚板，相比于等厚板而言，使用差厚板组装成车厢，例如货车车厢时，可以降低车厢的重量，实现铝质货厢的轻量化。然而，铝质差厚板在轧制过程中往往存在轧制压痕明显，涂装难以掩盖等问题，严重影响了铝质差厚板的表观质量，难以确保铝质差厚板的外观符合相关要求。
发明内容
本申请的主要目的是提出一种铝合金货厢板材及其制备方法、铝合金货厢以及货车，旨在实现铝质货厢的轻量化和旨在改善铝质差厚板的表观质量。
为实现上述目的，本申请提出一种铝合金货厢板材，所述铝合金货厢板材用于围合形成货厢，在所述货厢的上下方向上，所述铝合金货厢板材的厚度渐变并构成变截面结构。
在一实施例中，所述铝合金货厢板材以铝合金等厚板为原材料，采用圆辊变间隙一道次轧制成铝合金变厚板。
在一实施例中，所述铝合金货厢板材被压制成瓦楞结构。
在一实施例中，所述瓦楞结构中的单个瓦楞沿上下方向延伸。
在一实施例中，在自下至上的方向上，所述铝合金货厢板材的厚度逐渐减小。
在一实施例中，所述铝合金货厢板材设有至少一个沿上下方向延伸的过渡区，所述铝合金货厢板材位于所述过渡区的厚度连续变化。
在一实施例中，所述过渡区包括厚度呈线性变化的直线型过渡区和/或厚度呈非线性变化的曲线型过渡区。
在一实施例中，所述铝合金货厢板材还设有至少一个沿上下方向延伸的等厚区，所述等厚区与所述过渡区邻接，且所述等厚区与所述过渡区的连接处厚度一致。
在一实施例中，所述铝合金货厢板材设有多个所述过渡区和多个所述等厚区，多个所述过渡区和多个所述等厚区交替布设。
在一实施例中，所述铝合金货厢板材的最大厚度为E1，所述铝合金货车板材的最小厚度为E2，E1/E2≤3。
在一实施例中，所述铝合金货厢板材在轧制方向上，所述铝合金板材设有至少一个过渡区，所述过渡区的厚度沿轧制方向连续变化，其中，在轧制方向上，所述过渡区具有相对设置的第一端和第二端， 所述过渡区位于所述第一端的厚度为A1，所述过渡区位于所述第二端的厚度为A2，所述过渡区沿轧制方向的长度为D，定义A1与A2的差值为A3，则D≥100*A3。
本申请还提出一种轻量化变截面车厢，所述车厢至少具有底板和两个侧板，两个所述侧板分别设于所述底板的左右两侧，其中，两个所述侧板为变截面结构，所述侧板底部的厚度大于其顶部的厚度。
在一实施例中，所述侧板的厚度从所述底部朝向其顶部逐渐减小。
在一实施例中，所述底板为变截面结构，所述底板中部的厚度大于其左右两侧的厚度。
在一实施例中，所述底板的厚度从中部朝向其左右两侧逐渐减小。
在一实施例中，所述底板的下表面设置有多根横梁，所述横梁厚度从中部朝向其左右两端逐渐减小。
在一实施例中，所述底板的下表面还设置有多根纵梁，每根纵梁沿其长度方向上分布设有多个减重孔。
在一实施例中，所述车厢还包括顶板，所述顶板的左右两侧的厚度大于其中部的厚度。
在一实施例中，所述顶板的厚度从左右两侧朝向其中部逐渐减小。
在一实施例中，所述车厢还包括前板，所述前板的底部的厚度大于其顶部的厚度。
在一实施例中，所述前板的厚度从底部朝向其顶部逐渐减小。
在一实施例中，所述车厢还包括后板，所述后板的底部的厚度大于其顶部的厚度。
在一实施例中，所述后板的厚度从底部朝向其顶部逐渐减小。
本申请还提出一种铝合金货厢，所述铝合金货厢包括货厢侧板，所述货厢侧板包括如上所述的铝合金货厢板材。
在一实施例中，所述铝合金货厢还包括多个沿上下方向延伸的立柱，所述立柱与所述铝合金货厢侧板的内侧面固定连接。
在一实施例中，所述铝合金货厢还包括防护板，所述防护板可拆卸地安装于所述立柱上。
本申请还提出一种货车，所述货车包括如上所述的铝合金货厢。
此外，本申请还提出一种铝合金货厢板材的制备方法，所述铝合金货厢板材用于围合形成货厢，在所述货厢的上下方向上，所述铝合金货厢板材的厚度渐变，所述铝合金货厢板材的制备方法包括以下步骤：
选用铝合金等厚板作为原材料，采用圆辊变间隙轧制的方式将所述铝合金等厚板一道次轧制成形，得铝合金变厚板；
对所述铝合金变厚板依次进行退火、机械预处理、化学预处理以及阳极氧化，制得变料厚的铝合金货厢板材。
在一实施例中，所述铝合金等厚板的材质为3XXX系铝合金或5XXX系铝合金。
在一实施例中，所述铝合金等厚板的材质为AA5754-O态铝合金。
在一实施例中，采用圆辊变间隙轧制对所述铝合金等厚板进行轧制的步骤中：
所述圆辊的辊缝间距为B，所述铝合金等厚板的轧制区域目标厚度为C，B＝(85～95％)*C。
在一实施例中，采用圆辊变间隙轧制的方式将所述铝合金等厚板一道次轧制成形的步骤中：
所述圆辊的进料侧和出料侧均设有卷料机，对轧制中的所述铝合金等厚板同时反向施卷，其中，所施加的卷曲张力为F1，所述铝合金等厚板的屈服强度为F2，F1≤30％*F2。
在一实施例中，采用圆辊变间隙轧制的方式将所述铝合金等厚板一道次轧制成形的步骤中，定义轧制压力为F、单位为t，所述铝合金等厚板的宽度为H、单位为mm，所述铝合金等厚板的屈服强度为δ0.2、单位为MPa，所述铝合金等厚板厚度与差厚板最小目标厚度之差为Δd、单位为mm，则：H≤900mm且F＝K*H*Δd*δ0.2，其中，K＝0.005～0.015t/MPa*mm2。
在一实施例中，采用圆辊变间隙轧制对所述铝合金等厚板进行轧制的步骤中：
在所述圆辊和所述铝合金等厚板的接触处喷洒润滑液。
在一实施例中，所述润滑液包括煤油和植物油，所述煤油和植物油的体积比为1:0～1:5。
在一实施例中，对所述铝合金差厚板进行退火的步骤，包括：
将所述铝合金差厚板置于罩式退火炉中，以阶梯式升温方式升温至240～320℃后保温2～6h。
在一实施例中，将所述铝合金差厚板置于罩式退火炉中，以阶梯式升温方式升温至240～320℃后保 温2～6h的步骤之后，还包括：
对所述铝合金差厚板进行时效处理，所述时效处理的时效温度为120～210℃、时效时间为0.5～16h。
在一实施例中，对所述铝合金变厚板依次进行退火、机械预处理、化学预处理以及阳极氧化，制得变料厚的铝合金货厢板材的步骤之后，还包括：
对所述铝合金货厢板材进行压制，使其具有瓦楞结构，所述瓦楞结构中的单个瓦楞沿上下方向延伸。
本申请的技术方案中，通过设计所述铝合金货厢板材在上下方向上呈渐变设置，使得利用所述铝合金货厢板材围合形成货厢时，可以根据所述货厢在实际使用过程中的受力情况来对应设置所述铝合金货厢侧板各个位置的厚度，在货厢侧板承载货物冲撞压力较大的位置适当增厚，提高铝合金货厢侧板的耐穿刺耐冲撞能力，而在货厢侧板承载货物冲撞压力相对较小的位置，则在确保板材具有足够使用强度的前提下适当减薄，从而在整体上降低了铝质货厢的重量。
本申请技术方案提供的铝合金板材是一种变截面结构的差厚板，其在轧制方向上设有至少一个过渡区，所述过渡区的厚度沿轧制方向连续变化，其中，在轧制方向上，所述过渡区具有相对设置的第一端和第二端，所述过渡区位于所述第一端的厚度为A1，所述过渡区位于所述第二端的厚度为A2，所述过渡区沿轧制方向的长度为D，定义A1与A2的差值为A3，则D≥100*A3；如此，通过根据铝合金差厚板过渡区两端的厚度差来合理调整过渡区的长度，可成功实现消除铝合金板材表面的轧辊压痕，提高了铝合金板材的表观质量。
附图说明
为了更清楚地说明本申请实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图示出的结构获得其他的附图。
图1为铝合金货厢插接式侧板的俯视图；
图2为本申请提供的铝合金货厢板材的一实施例的断面结构示意图；
图3为图2的侧视图；
图4为本申请提供的铝合金货厢的一实施例中立柱和防护板的结构示意图；
图5为本申请提供的铝合金货厢板材的制备方法的一实施例的流程示意图；
图6为本申请提供的铝合金货厢板材的制备方法的另一实施例的流程示意图。
图7为本申请第一实施例中轻量化变截面车厢的立体结构示意图。
图8为图7中轻量化变截面车厢沿A-A线的横向截面示意图。
图9为图7中轻量化变截面车厢沿B-B线的纵向截面示意图。
图10为图7中轻量化变截面车厢的侧板的结构示意图。
图11为图7中轻量化变截面车厢的底面立体示意图。
图12为图11中的横梁的结构示意图。
图13为图11中的纵梁的结构示意图。
图14为本申请第二实施例中轻量化变截面车厢的第一状态示意图。
图15为本申请第二实施例中轻量化变截面车厢的第二状态示意图。
图16为本申请第三实施例中轻量化变截面车厢的第一状态示意图。
图17为本申请第三实施例中轻量化变截面车厢的第二状态示意图。
图18为本申请第四实施例中轻量化变截面车厢的立体结构示意图。
图19为本申请第四实施例中轻量化变截面车厢沿C-C线的横向截面示意图。
图20为本申请第五实施例中轻量化变截面车厢的第一状态示意图。
图21为本申请第五实施例中轻量化变截面车厢的第二状态示意图。
图22为本申请的合金差厚板沿轧制方向的断面结构设计示意图。
图23为本申请的合金差厚板沿轧制方向的断面结构设计示意图。
本申请目的的实现、功能特点及优点将结合实施例，参照附图做进一步说明。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请的一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。实施例中未注明具体条件者，按照常规条件或制造商建议的条件进行。所用试剂或仪器未注明生产厂商者，均为可以通过市售购买获得的常规产品。
需要说明，若本申请实施例中有涉及方向性指示(诸如上、下、左、右、前、后……)，则该方向性指示仅用于解释在某一特定姿态(如附图所示)下各部件之间的相对位置关系、运动情况等，如果该特定姿态发生改变时，则该方向性指示也相应地随之改变。
另外，若本申请实施例中有涉及“第一”、“第二”等的描述，则该“第一”、“第二”等的描述仅用于描述目的，而不能理解为指示或暗示其相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。另外，全文中出现的“和/或”的含义，包括三个并列的方案，以“A和/或B”为例，包括A方案、或B方案、或A和B同时满足的方案。另外，各个实施例之间的技术方案可以相互结合，但是必须是以本领域普通技术人员能够实现为基础，当技术方案的结合出现相互矛盾或无法实现时应当认为这种技术方案的结合不存在，也不在本申请要求的保护范围之内。
本申请提出一种铝合金货厢板材，所述铝合金货厢板材用于围合形成货厢，所述铝合金货厢板材为单层板，图2至图3所示为本申请提供的铝合金货厢板材的一实施例，在所述货厢的上下方向(本文中所述上下方向均为货厢或货车的上下方向)上，所述铝合金货厢板材10A的厚度渐变。也即，在上下方向上，所述铝合金货厢板材10A的厚度不等。
为降低铝质货厢的重量，在本申请改进前，通常采用的为插接式侧板方案，如图1所示，该侧板是由若干个插接板单元插接而成，插接板单元通过挤压成型制得，分为内外两层板，中间是加强筋，内外层板厚度为0.8mm，加强筋厚度为1.0mm，内外两层板间距约为25mm。这种空心挤压型材结构有助于提高侧板的刚度，但双层板也导致侧板重量较大(4.2m*2.1m*2.1m货厢侧板总重约为0kg)，此外，插接板单元单层板厚度仅为0.8mm，在货物冲撞时容易被刺穿及划伤，同时，在装载货物时，出于稳定性的考虑，货物通常位于侧板中下部位置，侧板上方位置承受货物冲撞的压力相对较小，因此存在结构优化和减重的空间，但插接式侧板方案难以实现有效的结构优化及减重。
本申请的技术方案中，通过设计所述铝合金货厢板材在上下方向上呈渐变设置，使得利用所述铝合金货厢板材围合形成货厢时，可以根据所述货厢在实际使用过程中的受力情况来对应设置所述铝合金货厢侧板各个位置的厚度，在货厢侧板承载货物冲撞压力较大的位置适当增厚，提高铝合金货厢侧板的耐穿刺耐冲撞能力，而在货厢侧板承载货物冲撞压力相对较小的位置，则在确保板材具有足够使用强度的前提下适当减薄，从而在整体上降低了铝质货厢的重量。
在一实施例中，在本申请的一些实施例中，所述铝合金货厢板材以铝合金等厚板为原材料，采用圆辊变间隙一道次轧制成铝合金变厚板。如此，通过采用圆辊变间隙单道次轧制成形的方式，实现了板材厚度和性能的双重调控，以保证所述铝合金货厢板材厚度较薄的地方仍能够满足使用强度需求，而且还可以避免采用激光拼焊等方式带来的连接处性能恶化、生产工序增加等问题，进一步保证了铝合金货厢板材的使用性能。
参阅图3所示，在本申请的一些实施例中，所述铝合金货厢板材10A还被压制成瓦楞结构40，有助于提高所述铝合金货厢板材10A的刚度。具体地，所述瓦楞结构40中的单个瓦楞沿上下方向延伸，也即，单个瓦楞的走向与所述铝合金货厢板材10A的厚度变化方向一致。所述瓦楞结构40可以采用模压机或辊压机制成，所述瓦楞结构40可以均匀分布在所述铝合金货厢板材10A上，也可以仅在所述铝合金货厢板材10A局部设置所述瓦楞结构40，具体可以根据实际的强度需求、加工难度、美观性等等因素综合考虑。
所述铝合金货厢板材10A的厚度在上下方向上呈渐变设置的方式有多种，例如可以是所述铝合金货厢板材10A下部的厚度大于上部的厚度，也即下厚上薄；也可以是所述铝合金板材10A中部的厚度 大于上部和下部的厚度，也即中间厚两头薄，等等，具体可以根据货厢在实际应用过程的受力情况来进行设计，均属于本申请的保护范围。
具体地，在本申请的一实施例中，设置为在自下至上的方向上，所述铝合金货厢板材10A的厚度逐渐减小。在货厢的实际使用过程中，较多出现的情况可能是货厢侧板的下部承载更多的货物撞击，受力较大，而货厢侧板的上部承载的货物撞击则相对较小，受力也就较小，因此设置所述铝合金货厢板材10A下厚上薄，能够较好地实现在保证所述铝合金货厢板材10A具有足够使用强度的情况下，减轻铝合金货厢的重量。
设置所述铝合金货厢板材10A的厚度渐变有多种实现方式，例如厚度呈连续变化，或者呈阶梯变化，或者是连续变化与阶梯变化组合的方式等等。在本申请的一实施例中，设置为所述铝合金货厢板材10A的厚度呈连续变化，具体地，所述铝合金货厢板材10A设有至少一个沿上下方向延伸的过渡区，所述铝合金货厢板材10A位于所述过渡区的厚度连续变化。通过所述过渡区的设置，能够更好地保证所述铝合金货厢板材10A的使用强度，且有利于简化所述铝合金货厢板材10A的制备工艺。
在本申请的具体实施例中，所述过渡区包括厚度呈线性变化的直线型过渡区和/或厚度呈非线性变化的曲线型过渡区。也即，当所述过渡区仅设置有1个时，所述过渡区可以设置成为厚度呈线性变化或者是设置为厚度呈非线性变化，当所述过渡区设置有多个时，每个所述过渡区可以彼此独立地设置成为厚度呈线性变化或者呈非线性变化。
本申请不限定所述过渡区的设置个数，当所述过渡区仅有一个时，所述过渡区可以自所述铝合金货厢板材10A的底部一直延伸到顶部，也可以是只分布在所述铝合金货厢板材10A的一部分。也即，所述铝合金货厢板材10A可以设置成整体厚度在上下方向上连续变化，也可以设置成其厚度在上下方向上呈阶梯式变化。具体地，在图2所示的实施例中，所述过渡区包括沿上下方向依次设置的第一过渡区101和第二过渡区102，且所述第一过渡区101和所述第二过渡区102均设置成为厚度呈线性变化，有利于简化所述铝合金货厢板材10A的制备工艺。更具体地，所述第一过渡区101和所述第二过渡区102的高度(本文中的高度均是指沿上下方向的尺寸)均设置为50mm。
在本申请实施例中，所述铝合金货厢板材10A还设有至少一个沿上下方向延伸的等厚区，所述等厚区与所述过渡区邻接，且所述等厚区与所述过渡区的连接处厚度一致，如此，使得所述铝合金货厢板材10A整体上较为平滑，避免了出现厚度突变而导致所述铝合金货厢板材更容易因货物冲撞而受损，以及带来加工上的难度。
同样地，本申请不限定所述等厚区的设置个数，可以设置一个，也可以设置多个，优选地，在本申请的实施例中，所述铝合金货厢板材10A设有多个所述过渡区和多个所述等厚区，多个所述过渡区和多个所述等厚区交替布设。具体地，在图2所示的实施例中，所述等厚区包括沿上下方向依次设置的第一等厚区103、第二等厚区104和第三等厚区105，所述第一等厚区103和所述第二等厚区104通过所述第一过渡区101连接，所述第二等厚区104和所述第三等厚区105通过所述第二过渡区102连接。更具体地，所述第一等厚区103的高度为1000mm，所述第二等厚区104的高度为700mm，所述第三等厚区105的高度为300mm。需要说明的是，图2所示仅为本申请提供的一实施例，其中所标注的尺寸并不代表实际尺寸，在所述铝合金货厢板材10A的实际设计和加工过程中，应当以铝合金货厢的实际需求来进行相应的尺寸设计。
在本申请的实施例中，所述铝合金货厢板材10A的最大厚度为E1，所述铝合金货厢板材10A的最小厚度为E2，E1/E2≤3。如此，能够保证所述铝合金货厢板材在减重的基础上满足使用性能需求。也即，无论所述铝合金货厢板材10A的厚度最大处或最小处位于所述过渡区还是位于所述等厚区，只需要满足最大厚度E1和最小厚度E2的比值不超过3即可。具体地，在图2所示的实施例中，所述铝合金货厢板材10A的厚度最大处位于所述第三等厚区105，所述铝合金货厢板材10A的厚度最小处位于所述第一等厚区103，其中，所述第一等厚区103、所述第二等厚区104、所述第三等厚区105的厚度依次设置为0.8mm、1.2mm和1.5mm。
本申请还提出一种铝合金货厢，所述铝合金货厢包括货厢侧板，所述货厢侧板包括铝合金货厢板材10A，所述铝合金货厢板材10A的具体结构参照上述实施例。可以理解的是，由于本申请提供的铝合金 货厢采用了本申请上述提供的铝合金货厢板材10A的全部实施例，因此至少具有上述实施例所带来的的全部有益效果，在此不再一一赘述。
所述铝合金货厢板材10A在围合形成所述铝合金货厢时，货厢侧板下厚上薄，货厢侧板之间通过焊接、铆接或胶接等当时进行连接，并与货厢上下纵框进行铆接或焊接实现固定。进一步参阅图4所示，所述铝合金货厢还包括多个沿上下方向延伸的立柱20，所述立柱20与所述货厢侧板的内侧面固定连接。如此，通过在货厢内设置所述立柱20，并将所述货厢侧板与所述立柱20连接，以实现所述铝合金货厢板材10A的进一步固定，提高结构稳定性和强度。需要说明的是，当所述铝合金货厢板材10A设有所述瓦楞结构40时，所述立柱20的数量可适当减少，图4所示实施例中所述立柱20的设置数量为9根。
所述立柱20可以选用铝质或非铝制型材，例如选用实木质型材等，与货厢上下纵框通过钉接、铆接或螺栓连接等形式进行固定。在所述铝合金货厢板材10A和所述立柱20的组装完成后，可对货厢进行整体CAE分析，以及进行侧板刚度CAE分析，根据仿真结果及时调整所述铝合金货厢板材10A上的瓦楞结构40和/或所述立柱20的结构设计，直至通过CAE仿真分析为止。
参阅图4所示，在本申请的实施例中，所述铝合金货厢还包括防护板30，所述防护板30可拆卸地安装于所述立柱20上。所述防护板30可选用易于购买、质量轻、成本低的材料，例如木质材料等，包括但不限于为杨木板等，且优选为所述防护板30的厚度不大于3mm。如此，通过所述防护板30的设置，能够保护货厢侧板避免货物冲撞的冲击力直接传导至货厢侧板，延长货厢侧板的使用寿命，从而解决插接式侧板方案中没有骨架结构而不便于内防护板的安装及调节等问题。并且，通过设置所述防护板30与所述立柱20可拆卸连接，例如钉接等，可以根据装载货物的实际情况，上下调整所述防护板30的高度，以实现有效保护货厢侧板的目的。本申请实施例中，通过所述瓦楞结构40和所述立柱20及所述防护板30的设置，最终可实现货厢侧板相较于插接板式侧板减重30～50kg。
采用本申请提供的货厢侧板方案，有利于促进铝合金变厚板材轧制技术的发展，结合后续的冲压、辊压、模压、拉伸、折弯、焊接等工序，可以为汽车制备更多的铝合金变厚板材产品，加速汽车零部件以铝代钢的进程。
本申请还提出一种货车，所述货车包括铝合金货厢，所述铝合金货厢的具体结构参照上述实施例。可以理解的是，由于本申请提供的货车采用了本申请上述提供的铝合金货厢的全部实施例，因此至少具有上述实施例所带来的全部有益效果，在此不再一一赘述。
本申请还提出一种铝合金货厢板材10A的制备方法，首先按照本申请上述提供的铝合金货厢板材10A的结构设计思路对铝合金货厢板材10A进行相应的结构和尺寸设计，再采用圆辊变间隙轧制的方式单道次轧制成形，制得所述铝合金货厢板材10A，具体参阅图5所示，所述铝合金货厢板材10A的制备方法包括以下步骤：
步骤S10、选用铝合金等厚板作为原材料，采用圆辊变间隙轧制的方式将所述铝合金等厚板一道次轧制成形，得铝合金变厚板；
步骤S20、对所述铝合金变厚板依次进行退火、机械预处理、化学预处理以及阳极氧化，制得变料厚的铝合金货厢板材10A。
以铝合金等厚板作为原材料，采用圆辊变间隙轧制的方式对所述铝合金等厚板进行轧制，单道次轧制成形，在轧制过程中通过调整圆辊辊缝间距(即圆辊辊面之间的间隙)实现变厚度轧制，在辊缝出口设置测厚仪，在测厚仪后面安装读码器测量板材轧制长度。通过采用圆辊变间隙单道次轧制成形的方式，可以避免采用激光拼焊等方式带来的连接处性能恶化、生产工序增加等问题，进一步保证了铝合金货厢板材10A的使用性能。轧制完毕后，再对完成轧制的所述铝合金变厚板进行退火处理，通过简单的一个热处理工艺，实现所述铝合金变厚板的厚度及性能双重差异化调控，保证所述铝合金变厚板厚度较薄处的强度。接着，再依次进行机械预处理、化学预处理以及阳极氧化处理，提高所述铝合金变厚板的表面质量。
在本申请实施例中，所述铝合金等厚板优先选用材质为3XXX系铝合金或5XXX系铝合金的板材，具有成形性好、不可热处理强化的特点，有利于确保板材的成形性并减少热处理的工序及成本。
在本申请的一具体实施例中，所述铝合金等厚板的材质为AA5754-O态铝合金。
采用圆辊变间隙辊对所述铝合金车厢板材10A进行轧制成形时，优选选用比目标板材最厚区域的厚度略厚的铝合金等厚板作为轧制对象，在轧制过程中及时调控圆辊的辊缝间距，以实现变厚度轧制。具体地，所述圆辊的辊缝间距为B，所述铝合金等厚板的轧制区域目标厚度为C，B＝(85～95％)*C。也即，设置圆辊辊缝间距比板材的各部位目标厚度小5～15％，以抵消板材弹性变形以及轧辊挠曲、压扁变形导致的轧板厚度偏差，从而实现板材的高精度成形。
在本申请的一具体实施例中，B＝(88～90％)*C。
在本发明的一些实施例中，所述圆辊的进料侧和出料侧均设有卷料机，对轧制中的所述铝合金等厚板同时反向施卷，其中，所述圆辊出料侧电机施加的卷曲力应不小于所述圆辊进料侧电机所施加的卷曲力，以实现顺利送料轧制。如此，利用所述卷料机对轧制中的铝合金板材100施加张力，可提高轧板的平整度。实验表明，卷曲力越高，则轧板平整度越高，在本发明的一些实施例中，设置为卷曲张力不超过板材自身屈服强度的30％，也即，定义所施加的卷曲张力为F1，所述铝合金等厚板的屈服强度为F2，F1和F2之间满足以下关系：F1≤30％*F2。如此，通过调整卷曲张力，能够极大地避免轧制过程中出现断带等现象，有效提高生产效率，同时也能改善板材出现浪形等问题，提高板材的表观质量。
在本发明的一些实施例中，定义轧制压力为F、单位为t，所述铝合金等厚板的宽度为H、单位为mm，所述铝合金等厚板的屈服强度为δ0.2、单位为MPa，所述铝合金等厚板的最小目标厚度为d、单位为mm，则H≤900mm且轧制压力与板材的屈服强度、宽度及厚度大致遵循一下数学关系：F＝K*H*δ0.2/d，其中，K＝0.005～0.015t/MPa。如此，通过调整轧板宽度及轧制压力，可实现成功消除轧板边部出现松枝状花纹，从而改善所述铝合金板材100的表观质量。
在一实施例中，在轧制过程中，在所述圆辊和所述铝合金等厚板的接触处喷洒润滑液，以减少轧辊的热凸度，提高轧板表面的平整度和内应力分布均匀性。具体地，所述润滑液包括煤油和植物油，所述煤油和所述植物油的体积比为1:0～1:5。也即，在本申请的一些实施例中，所述润滑液可以仅包括煤油。在本申请的另一些实施例中，所述润滑液也可以同时包括煤油和植物油，且所述煤油和植物油的体积比不小于1:5。
为便于后续对所述铝合金差厚板进行退火处理，优选为将完成轧制后的所述铝合金差厚板制成卷料，再进行退火处理。根据铝合金板材100冷轧变形的一般规律，单道次变形量越大，板材加工硬化效果越好，但延伸率会变差，因此，差厚板最薄处具有较高强度，但延伸率可能会显著下降，所以有必要需结合后续退火工艺，以实现板材各区域性能全部达标。具体地，在本发明的一些实施例中，步骤S20中对所述铝合金差厚板进行退火的步骤，包括：
将所述铝合金差厚板置于罩式退火炉中，以阶梯式升温方式升温至240～320℃后保温2～6h。
具体地，将所述铝合金差厚板置于罩式退火炉中，所述铝合金差厚板为卷料，卷料内径大于100mm，外径不大于罩式退火炉的内径，卷料圆心沿高度方向位于一条直线上；然后，对所述铝合金差厚板进行加热，在通过阶梯式升温的方式升温至240～320℃，然后在该温度下保温2～6h，即完成退火处理。对于铝合金差厚板的最厚区域，由于单道次变形量不大，板材内部缺陷及储能较少，强度及延伸率较初始态略有变化，在320℃以下温度退火对该区域力学性能影响同样不大。而对于铝合金差厚板的最薄区域，由于该区域单道次变形量较大，甚至达到该区域变形极限，加工硬化效果大大提升，导致该区域强度较初始态有大幅提升，也高于差厚板其它区域。相应地，加工硬化也导致最薄区域的延伸率明显下降。当退火温度太低时(低于240℃)，各区域退火软化效果都很差。对于可时效强化的合金体系，还会发生高温时效，导致时效析出相尺寸粗大，分布不均，严重影响析出强化效果。而当退火温度过高时(高于320℃)，最薄区域发生静态再结晶软化，该区域延伸率大幅提升的同时，强度快速下降。而对于最厚区域，则发生晶粒长大，强度和延伸率均降低。因此难以确保差厚板各区域力学性能全部达标。而经240～320℃退火一定时间，板材内部发生静态回复，位错等缺陷的密度大幅下降，导致合金强度有所下降，但延伸率大幅提升。如此，本发明实施例通过优化退火工艺，在确保铝合金差厚板各区域强度变化不大的同时，大幅提高最薄区域的延伸率。
需要说明的是，在铝合金板材100的实际加工过程中，可根据实际使用需求，在上述范围适当调整退火温度及时间，以获得不同力学性能。而板材厚度介于最厚及最薄区域之间的，退火前后力学性能变 化规律同样介于两者之间。因此，需要对板材初始态的力学性能严格要求，以确保差厚板所有区域全部达到使用要求。
在所述退火处理结束后，在本发明的一些实施例中，对于不可热处理强化的铝合金体系，退火保温结束后停止加热并敞开炉门，让卷料自然缓慢降温即可实现铝合金性能稳定化处理。在本发明的一些实施例中，对于可热处理强化的铝合金体系，可将退火保温结束后的卷料快速转移至时效炉中进行时效处理，具体地，所述时效处理的时效温度为120～210℃、时效时间为0.5～16h，完成所述时效处理后置于空气中自然降温冷却即可实现铝合金性能稳定化处理，实现铝合金强化。
参阅图3所示，在本申请的另一些实施例中，所述铝合金货厢板材10A还设计有瓦楞结构40，且所述瓦楞结构40中的单个瓦楞沿上下方向延伸，也即，单个瓦楞的走向与所述铝合金货厢板材10A的厚度变化方向一致。对应地，参阅图6所示，所述铝合金货厢板材10A的制备方法在步骤S20之后，还包括以下步骤：
步骤S30、对所述铝合金货厢板材10A进行压制，使其具有瓦楞结构，所述瓦楞结构中的单个瓦楞沿上下方向延伸。
所述瓦楞结构40可以采用模压机或辊压机制成，所述瓦楞结构40可以均匀分布在所述铝合金货厢板材10A上，也可以仅在所述铝合金货厢板材10A局部设置所述瓦楞结构40，具体可以根据实际的强度需求、加工难度、美观性等等因素综合考虑。
参图7至图9，本申请的一实施例还提供一种轻量化变截面车厢10B，所述车厢10B至少具有底板11和两个侧板12，两个侧板12分别设于底板11的左右两侧，两个侧板12为变截面结构，其中侧板12底部的厚度大于其顶部的厚度。
在本实施例中，侧板12的厚度从底部朝向其顶部逐渐减小。
在两个侧板12为变截面结构的基础上，进一步地，底板11也为变截面结构，其中底板11中部的厚度大于其左右两侧的厚度。
在本实施例中，底板11的厚度从中部朝向其左右两侧逐渐减小。
所述车厢10B还包括顶板13，在两个侧板12为变截面结构的基础上，进一步地，顶板13也为变截面结构，其中顶板13的左右两侧的厚度大于其中部的厚度。
在本实施例中，顶板13的厚度从左右两侧朝向其中部逐渐减小。
所述车厢10B还包括前板14，在两个侧板12为变截面结构的基础上，进一步地，前板14也为变截面结构，前板14的底部的厚度大于其顶部的厚度。
在本实施例中，前板14的厚度从底部朝向其顶部逐渐减小。
所述车厢10B还包括后板15，在两个侧板12为变截面结构的基础上，进一步地，后板15也为变截面结构，后板15的底部的厚度大于其顶部的厚度。
在本实施例中，后板15的厚度从底部朝向其顶部逐渐减小。
可以理解地，上述的底板11可以是一块整板，也可以是由多块子板通过焊接等方式组装形成。
同理，上述的侧板12、顶板13、前板14或后板15中的任一者，可以是一块整板，也可以是由多块子板通过焊接等方式组装形成。
例如，前板14可以由两块子板拼接形成，前板14的两块子板分别与两个侧板12铰接，使得前板14的每块子板均可以独立地转动打开，以便于人员和货物进出车厢10B内部。
本实施例提供的轻量化变截面车厢，根据“等强度”思想，按需设计材料厚度，在满足承载强度要求下，对车厢采取变截面设计，以最大化减重，实现载货汽车的减重轻量化的结构设计，有效降低车辆行驶油耗并增加载货量。
针对某一由复合材料制成的车厢10B，假如车厢10B的侧板12、前板14和后板15底部的厚度维持20mm不变，侧板12、前板14和后板15顶部的厚度减薄到15mm，则：
侧板12、前板14和后板15的密度：220kg/m3
截面积减小：5275mm2
两个侧板12、前板14和后板15的长度：9342mm
因此，侧板12、前板14和后板15可以实现减重：10.8kg
又假如车厢10B的顶板13两侧的厚度维持20mm不变，顶板13中部的厚度减薄到10mm，则：
顶板13的密度：220kg/m3
截面积减小：13967mm2
顶板13的长度：4168mm
因此，顶板13可以实现减重：12.8kg
另外，假如顶板13改为防水帆布(可参下面图18和图19)，则：
顶板13的密度：220kg/m3
顶板13的重量：37.8kg
帆布+附件重量：10kg
因此，顶板13可以实现减重：27.8kg
请参图11和图12，底板11的下表面设置有多根横梁16，例如为10根，每根横梁16为梯形设计，即横梁16的厚度从中部朝向其左右两端逐渐减小。
假如横梁16由铝制成，横梁16中间的厚度维持60mm不变，横梁16两端的厚度减小到30mm，则：
铝横梁16的密度：2700kg/m3
每根横梁16减重：2kg
因此，10根横梁16可以实现减重：20kg
请参图11和图13，底板11的下表面还设置有多根纵梁17，例如为2根，每根纵梁17沿其长度方向上分布设有多个减重孔171。
假如纵梁17由铝制成，每根纵梁17设置有17个Φ60mm的圆孔，则：
铝纵梁17的密度：2700kg/m3
每个减重孔171减重：0.03kg
因此，两根纵梁17可以实现减重：0.03*17*2＝1.02kg
上述的横梁16和纵梁17，用于承载底板11，并用于将整个车厢10B固定安装到载货汽车的车架(图未示)上。
请参图14至图17，在本申请的其他实施例中，两个侧板12分别为左侧板121和右侧板122，左侧板121具有下半部分1211和上半部分1212，右侧板122具有下半部分1221和上半部分1222，顶板13由左顶板131和右顶板132拼接形成，左顶板131与左侧板121的顶部通过第一转轴181可转动地连接，右顶板132与右侧板122的顶部通过第二转轴182可转动地连接，左顶板131和右顶板132均可在水平状态和竖直状态之间转动变换；
如图14和图16所示，左顶板131和右顶板132均转动至位于水平状态时，左顶板131和右顶板132相互拼接形成顶板13；
如图15和图17所示，左顶板131转动至位于竖直状态时，左顶板131与左侧板121的上半部分1212相重叠；右顶板132转动至位于竖直状态时，右顶板132与右侧板122的上半部分1222相重叠。
具体地，请参图15和图17，左顶板131转动至位于竖直状态与左侧板121的上半部分1212相重叠时，左顶板131与左侧板121共同组合形成一个完整的矩形侧板结构；右顶板132转动至位于竖直状态与右侧板122的上半部分1222相重叠时，右顶板132与右侧板122共同组合形成一个完整的矩形侧板结构。
在图14和图15所示的实施例中，左侧板121的下半部分1211和右侧板122的下半部分1221的厚度均一，左侧板121的上半部分1212和右侧板122的上半部分1222的厚度从下往上逐渐减小，左顶板131的厚度从左往右逐渐减小，右顶板132的厚度从右往左逐渐减小。
在图16和图17所示的实施例中，左侧板121的下半部分1211和右侧板122的下半部分1221的厚度均一并具有第一厚度T1，左侧板121的上半部分1212和右侧板122的上半部分1222的厚度均一并具有第二厚度T2，左顶板131和右顶板132的厚度均一并具有第三厚度T3，其中第二厚度T2和第三厚度T3均小于第一厚度T1，且第二厚度T2与第三厚度T3之和等于第一厚度T1。
请参图18至图21，在本申请的其他实施例中，顶板13采用防水帆布或薄板，其中薄板可以由塑料或复合材料制成。其中，在图18和图19中示意顶板13为防水帆布，在图20和图21中示意顶板13为薄板。通过将顶板13采用防水帆布或薄板，可以大幅降低顶板13的重量。
请参图18和图19，当顶板13为防水帆布时，所述车厢10B还包括两个固定板191(图18中仅其中一个固定板191可见)，两个固定板191分别安装在两个侧板12的外表面的顶部。每个固定板191例如为长条状，并沿着车厢10B的纵向安装在对应的侧板12上。每个固定板191上设有固定件192。作为顶板13的防水帆布，其左右两侧分别固定到两个固定板191上的固定件192上。具体地，固定件192例如为固定钩，固定钩192的数量可以为多个，分布设置在固定板191上。通过将防水帆布13的左右两侧分别通过紧固绳193固定到两个固定板191的固定钩192上，可以实现防水帆布13的张紧和固定，避免在行车的过程中防水帆布13的抖动或脱落。
请参图20和图21，当顶板13为薄板时，所述车厢10B还包括可拆卸的补强件195，补强件195具有第一安装状态和第二安装状态，补强件195在第一安装状态下安装于侧板12上端的内表面用于补强侧板12的强度，补强件195在第二安装状态下安装于顶板13的内表面用于补强顶板13的强度。本实施例中，补强件195是可拆卸的，因此在不使用顶板13时(例如在晴天，可以不需要使用顶板13)，此时补强件195可以选择安装在侧板12上端的内表面用于补强侧板12，如图20所示；在使用顶板13时(例如在雨天，则需要使用顶板13防雨)，由于顶板13为薄板，其强度较弱，此时补强件195可以从侧板12上端的内表面拆卸下来，并选择安装在顶板13的内表面用于补强顶板13，如图21所示。
本申请上述实施例提供的轻量化变截面车厢10B，根据“等强度”思想，按需设计材料厚度，在满足承载强度要求下，对车厢采取变截面设计，以最大化减重，实现载货汽车的减重轻量化的结构设计，有效降低车辆行驶油耗并增加载货量。
进一步地，本申请还提供一种车辆，所述车辆包括上述任意一实施例中所述的轻量化变截面车厢10B。
以下结合具体实施例和附图对本申请的技术方案作进一步详细说明，应当理解，以下实施例仅仅用以解释本申请，并不用于限定本申请。
实施例1
(1)选用厚度1.8mm的AA5754-O态铝合金卷材作为铝合金变厚板的轧制原材料，铝合金变厚板的断面结构设计如图2所示，在铝合金变厚板的底部朝上依次为：高度300mm、厚度1.5mm的第三等厚区105，高度50mm且厚度呈非线性变化的第二过渡区102，高度700mm、厚度1.2mm的第二等厚区104，高度50mm且厚度呈非线性变化的第一过渡区101，高度1000mm、厚度0.8mm的第一等厚区103。
(2)采用圆辊变间隙轧制的方式对铝合金卷材进行变料厚轧制，定义铝合金卷材的待轧制区域的目标厚度为C，在轧制过程中及时调整圆辊辊缝间距B，使其满足B＝(88～90％)*C；同时，在轧辊的进料侧和出料侧分别安置一台卷料机，对板材进行反向卷曲，轧辊两侧的电机卷曲力相同；另外，在轧制过程中，对轧辊与板材的接触处喷洒煤油和植物油的混合润滑液(煤油和植物油的体积比为1:1)；板材一道次轧制成形，在辊缝出口设置测厚仪，在测厚仪后面安装读码器测量板材轧制长度，控制板材厚度公差为±0.1mm。
(3)将完成轧制的铝合金等厚板材进行卷料，卷料内径250mm，外径600mm，以卷料圆心沿高度方向位于同一直线的形式堆叠在罩式退火炉中，在1h内升温至350℃并保温2h，然后停止加热并打开炉罩，使卷料缓慢冷却至室温；再对退火后的铝合金等厚板材依次进行机械预处理、化学预处理以及阳极氧化，制得铝合金货厢板材。
实施例2
(1)选用厚度1.8mm的AA5754-O态铝合金卷材作为铝合金变厚板的轧制原材料，铝合金变厚板的断面结构设计如图2所示，在铝合金变厚板的底部朝上依次为：高度300mm、厚度1.5mm的第三等厚区105，高度50mm且厚度呈非线性变化的第二过渡区102，高度700mm、厚度1.2mm的第二等厚区104，高度50mm且厚度呈非线性变化的第一过渡区101，高度1000mm、厚度0.8mm的第一等厚区103。
(2)采用圆辊变间隙轧制的方式对铝合金卷材进行变料厚轧制，定义铝合金卷材的待轧制区域的目标厚度为C，在轧制过程中及时调整圆辊辊缝间距B，使其满足B＝(88～90％)*C；同时，在轧辊的进料侧和出料侧分别安置一台卷料机，对板材进行反向卷曲，轧辊两侧的电机卷曲力相同；另外，在轧制过程中，对轧辊与板材的接触处喷洒煤油和植物油的混合润滑液(煤油和植物油的体积比为1:1)；板材一道次轧制成形，在辊缝出口设置测厚仪，在测厚仪后面安装读码器测量板材轧制长度，控制板材厚度公差为±0.1mm。
(3)将完成轧制的铝合金等厚板材进行卷料，卷料内径250mm，外径600mm，以卷料圆心沿高度方向位于同一直线的形式堆叠在罩式退火炉中，在1h内升温至350℃并保温2h，然后停止加热并打开炉罩，使卷料缓慢冷却至室温；再对退火后的铝合金等厚板材依次进行机械预处理、化学预处理以及阳极氧化，制得铝合金货厢板材。
(4)通过模压机对制得的铝合金货厢板材进行压制，使其具有如图3所示的瓦楞结构，单个瓦楞沿上下方向延伸。
实施例3
步骤与实施例1相同，不同之处在于，步骤(1)中选用3003-O态铝合金卷材作为轧制原材料。
实施例4
步骤与实施例1相同，不同之处在于，步骤(2)中B＝(85～87％)*C。
实施例5
步骤与实施例1相同，不同之处在于，步骤(2)中B＝(90～92％)*C。
实施例6
步骤与实施例1相同，不同之处在于，步骤(2)中B＝(93～95％)*C。
实施例7
步骤与实施例1相同，不同之处在于，步骤(2)中煤油和植物油的体积比为1:2。
实施例8
步骤与实施例1相同，不同之处在于，步骤(2)中煤油和植物油的体积比为1:3。
实施例9
步骤与实施例1相同，不同之处在于，步骤(2)中煤油和植物油的体积比为1:4。
实施例10
步骤与实施例1相同，不同之处在于，步骤(2)中煤油和植物油的体积比为1:5。
实施例11
步骤与实施例1相同，不同之处在于，步骤(2)中对轧辊与板材的接触处喷洒煤油作为润滑液。
实施例12
步骤与实施例1相同，不同之处在于，步骤(3)中，铝合金等厚板材在罩式退火炉中于2h内升温至250℃并保温6h。
实施例13
步骤与实施例1相同，不同之处在于，步骤(3)中，铝合金等厚板材在罩式退火炉中于2h内升温至300℃并保温5h。
实施例14
步骤与实施例1相同，不同之处在于，步骤(3)中，铝合金等厚板材在罩式退火炉中于1.5h内升温至350℃并保温4h。
实施例15
步骤与实施例1相同，不同之处在于，步骤(3)中，铝合金等厚板材在罩式退火炉中于1h内升温至400℃并保温3h。
实施例16
步骤与实施例1相同，不同之处在于，步骤(3)中，铝合金等厚板材在罩式退火炉中于1h内升温至450℃并保温2h。
实施例17
(1)铝合金差厚板沿轧制方向的断面结构设计如图22和23所示，只有一个过渡区，无等厚区。过渡区最厚处厚度为3mm，最薄处厚度为1mm。过渡区厚度呈线性变化。
(2)选用宽度为600mm，厚度为3.3mm的AA3003铝合金等厚板作为轧制初始态板材。采用圆辊变间隙轧制的方式对铝合金等厚板进行变厚度轧制，定义铝合金等厚板的待轧制区域的目标厚度为C，在轧制过程中及时调整圆辊辊缝间距B，使其满足B＝(87～90％)*C，轧制压力为485t；同时，在轧辊的进料侧和出料侧分别安置一台卷料机，对板材进行反向卷曲，轧辊两侧的电机卷曲力相同，卷曲张力为10MPa；另外，在轧制过程中，对轧辊与板材的接触处喷洒煤油和植物油的混合润滑液(煤油和植物油的体积比为1:1)；板材一道次轧制成形，在辊缝出口设置测厚仪，在测厚仪后面安装读码器测量板材轧制长度，控制板材厚度公差为±0.05mm。
(3)将完成轧制的铝合金板材进行卷料，卷料内径200mm，外径800mm，以卷料圆心沿高度方向位于同一直线的形式堆叠在罩式退火炉中，退火工艺为260℃保温3h，具体为以阶梯式升温的方式对卷料进行升温，首先设置炉温为300℃，待卷料表面温度升至200℃后将炉温改设为270℃，当卷料表面温度升至240℃后将炉温改设为260℃，至卷料所有部位全部升温至260℃后，在该温度下保温3h。保温结束后停止加热并打开炉罩，使卷料缓慢冷却至室温，即完成退火处理。
(4)对退火后的卷料进行开卷、裁剪即矫直处理得到铝合金差厚板，再依次进行机械预处理、表面处理，制得铝合金板材。
以上所述仅为本申请的优选实施例，并非因此限制本申请的专利范围，凡是在本申请的申请构思下，利用本申请说明书及附图内容所作的等效结构变换，或直接/间接运用在其他相关的技术领域均包括在本申请的专利保护范围内。

Claims (38)

  1. 一种铝合金货厢板材，其中，所述铝合金货厢板材用于围合形成货厢，在所述货厢的上下方向上，所述铝合金货厢板材的厚度渐变并构成变截面结构。
  2. 如权利要求1所述的铝合金货厢板材，其中，所述铝合金货厢板材以铝合金等厚板为原材料，采用圆辊变间隙一道次轧制成铝合金变厚板。
  3. 如权利要求1所述的铝合金货厢板材，其中，所述铝合金货厢板材被压制成瓦楞结构。
  4. 如权利要求3所述的铝合金货厢板材，其中，所述瓦楞结构中的单个瓦楞沿上下方向延伸。
  5. 如权利要求1所述的铝合金货厢板材，其中，在所述货厢自下至上的方向上，所述铝合金货厢板材的厚度逐渐减小。
  6. 如权利要求5所述的铝合金货厢板材，其中，所述铝合金货厢板材设有至少一个沿上下方向延伸的过渡区，所述铝合金货厢板材位于所述过渡区的厚度连续变化。
  7. 如权利要求6所述的铝合金货厢板材，其中，所述过渡区包括厚度呈线性变化的直线型过渡区和/或厚度呈非线性变化的曲线型过渡区。
  8. 如权利要求6所述的铝合金货厢板材，其中，所述铝合金货厢板材还设有至少一个沿上下方向延伸的等厚区，所述等厚区与所述过渡区邻接，且所述等厚区与所述过渡区的连接处厚度一致。
  9. 如权利要求8所述的铝合金货厢板材，其中，所述铝合金货厢板材设有多个所述过渡区和多个所述等厚区，多个所述过渡区和多个所述等厚区交替布设。
  10. 如权利要求5所述的铝合金货厢板材，其中，所述铝合金货厢板材的最大厚度为E1，所述铝合金货车板材的最小厚度为E2，E1/E2≤3。
  11. 如权利要求6所述的铝合金货厢板材，其中，在轧制方向上，所述铝合金板材设有至少一个过渡区，所述过渡区的厚度沿轧制方向连续变化，其中，在轧制方向上，所述过渡区具有相对设置的第一端和第二端，所述过渡区位于所述第一端的厚度为A1，所述过渡区位于所述第二端的厚度为A2，所述过渡区沿轧制方向的长度为D，定义A1与A2的差值为A3，则D≥100*A3。
  12. 一种轻量化变截面车厢，所述车厢至少具有底板和两个侧板，两个所述侧板分别设于所述底板的左右两侧，其中，两个所述侧板为变截面结构，所述侧板的底部的厚度大于其顶部的厚度。
  13. 如权利要求12所述的轻量化变截面车厢，其中，所述侧板的厚度从所述底部朝向其顶部逐渐减小。
  14. 如权利要求12所述的轻量化变截面车厢，其中，所述底板为变截面结构，所述底板中部的厚度大于其左右两侧的厚度。
  15. 如权利要求14所述的轻量化变截面车厢，其中，所述底板的厚度从中部朝向其左右两侧逐渐减小。
  16. 如权利要求14所述的轻量化变截面车厢，其中，所述底板的下表面设置有多根横梁，所述横梁的厚度从中部朝向其左右两端逐渐减小。
  17. 如权利要求16所述的轻量化变截面车厢，其中，所述底板的下表面还设置有多根纵梁，每根纵梁沿其长度方向上分布设有多个减重孔。
  18. 如权利要求12所述的轻量化变截面车厢，其中，所述车厢还包括顶板，所述顶板的左右两侧的厚度大于其中部的厚度。
  19. 如权利要求18所述的轻量化变截面车厢，其中，所述顶板的厚度从左右两侧朝向其中部逐渐减小。
  20. 如权利要求12所述的轻量化变截面车厢，其中，所述车厢还包括前板，所述前板的底部的厚度大于其顶部的厚度。
  21. 如权利要求20所述的轻量化变截面车厢，其中，所述前板的厚度从所述底部朝向其顶部逐渐减小。
  22. 如权利要求12所述的轻量化变截面车厢，其中，所述车厢还包括后板，所述后板的底部的厚度大于其顶部的厚度。
  23. 如权利要求22所述的轻量化变截面车厢，其中，所述后板的厚度从所述底部朝向其顶部逐渐减小。
  24. 一种铝合金货厢，其中，所述铝合金货厢包括货厢侧板，所述货厢侧板包括如权利要求1至10中任意一项所述的铝合金货厢板材。
  25. 如权利要求24所述的铝合金货厢，其中，所述铝合金货厢还包括多个沿上下方向延伸的立柱，所述立柱与所述铝合金货厢侧板的内侧面固定连接。
  26. 如权利要求25所述的铝合金货厢，其中，所述铝合金货厢还包括防护板，所述防护板可拆卸地安装于所述立柱上。
  27. 一种货车，其中，所述货车包括如权利要求11至13中任意一项所述的铝合金货厢或如权利要求24至26中任意一项所述的铝合金货厢。
  28. 一种铝合金货厢板材的制备方法，其中，所述铝合金货厢板材用于围合形成货厢，在所述货厢的上下方向上，所述铝合金货厢板材的厚度渐变，所述铝合金货厢板材的制备方法包括以下步骤：
    选用铝合金等厚板作为原材料，采用圆辊变间隙轧制的方式将所述铝合金等厚板一道次轧制成形，得铝合金变厚板；
    对所述铝合金变厚板依次进行退火、机械预处理、化学预处理以及阳极氧化，制得变料厚的铝合金货厢板材。
  29. 如权利要求28所述的铝合金货厢板材的制备方法，其中，所述铝合金等厚板的材质为3XXX系铝合金或5XXX系铝合金。
  30. 如权利要求28所述的铝合金货厢板材的制备方法，其中，所述铝合金等厚板的材质为AA5754-O态铝合金。
  31. 如权利要求28所述的铝合金货厢板材的制备方法，其中，采用圆辊变间隙轧制的方式将所述铝合金等厚板一道次轧制成形的步骤中：
    所述圆辊的辊缝间距为B，所述铝合金等厚板的轧制区域目标厚度为C，B＝(85～95％)*C。
  32. 如权利要求28所述的铝合金板材的制备方法，其中，采用圆辊变间隙轧制的方式将所述铝合金等厚板一道次轧制成形的步骤中：
    所述圆辊的进料侧和出料侧均设有卷料机，对轧制中的所述铝合金等厚板同时反向施卷，其中，所施加的卷曲张力为F1，所述铝合金等厚板的屈服强度为F2，F1≤30％*F2。
  33. 如权利要求28所述的铝合金板材的制备方法，其中，采用圆辊变间隙轧制的方式将所述铝合金等厚板一道次轧制成形的步骤中，定义轧制压力为F、单位为t，所述铝合金等厚板的宽度为H、单位为mm，所述铝合金等厚板的屈服强度为δ0.2、单位为MPa，所述铝合金等厚板厚度与差厚板最小目标厚度之差为Δd、单位为mm，则：H≤900mm且F＝K*H*Δd*δ0.2，其中，K＝0.005～0.015t/MPa*mm2。
  34. 如权利要求28所述的铝合金货厢板材的制备方法，其中，采用圆辊变间隙轧制对所述铝合金等厚板进行轧制的步骤中：
    在所述圆辊和所述铝合金等厚板的接触处喷洒润滑液。
  35. 如权利要求34所述的铝合金货厢板材的制备方法，其中，所述润滑液包括煤油和植物油，所述煤油和植物油的体积比为1:0～1:5。
  36. 如权利要求28所述的铝合金货厢板材的制备方法，其中，对所述铝合金变厚板进行退火的步骤，包括：
    将所述铝合金变厚板置于罩式退火炉中，在2h内升温至240～320℃，保温2～6h，然后停止加热使所述铝合金变厚板在炉内自然冷却。
  37. 如权利要求28所述的铝合金货厢板材的制备方法，其中，将所述铝合金差厚板置于罩式退火炉中，以阶梯式升温方式升温至240～320℃后保温2～6h的步骤之后，还包括：
    对所述铝合金差厚板进行时效处理，所述时效处理的时效温度为120～210℃、时效时间为0.5～16h。
  38. 如权利要求28所述的铝合金货厢板材的制备方法，其中，对所述铝合金变厚板依次进行退火、机械预处理、化学预处理以及阳极氧化，制得变料厚的铝合金货厢板材的步骤之后，还包括：
    对所述铝合金货厢板材进行压制，使其具有瓦楞结构，所述瓦楞结构中的单个瓦楞沿上下方向延伸。
PCT/CN2023/081184 2022-03-11 2023-03-13 铝合金货厢板材、制备方法及货厢、变截面车厢和货车 Ceased WO2023169586A1 (zh)

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