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EP2041328B1 - Alliage en aluminium et son utilisation pour un composant coule notamment d'un véhicule automobile - Google Patents

Alliage en aluminium et son utilisation pour un composant coule notamment d'un véhicule automobile Download PDF

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Publication number
EP2041328B1
EP2041328B1 EP07787546A EP07787546A EP2041328B1 EP 2041328 B1 EP2041328 B1 EP 2041328B1 EP 07787546 A EP07787546 A EP 07787546A EP 07787546 A EP07787546 A EP 07787546A EP 2041328 B1 EP2041328 B1 EP 2041328B1
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Prior art keywords
cast
weight
component
cast component
alloy
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German (de)
English (en)
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EP2041328A1 (fr
Inventor
Jürgen Wüst
Markus Wimmer
Richard Weizenbeck
Dirk E. O. Westerheide
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Magna BDW Technologies GmbH
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Magna BDW Technologies GmbH
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Application filed by Magna BDW Technologies GmbH filed Critical Magna BDW Technologies GmbH
Priority to SI200730180T priority Critical patent/SI2041328T1/sl
Publication of EP2041328A1 publication Critical patent/EP2041328A1/fr
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    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22F—CHANGING THE PHYSICAL STRUCTURE OF NON-FERROUS METALS AND NON-FERROUS ALLOYS
    • C22F1/00—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working
    • C22F1/04—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working of aluminium or alloys based thereon
    • C22F1/043—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
    • 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
    • C22C21/02—Alloys based on aluminium with silicon as the next major constituent
    • C22C21/04—Modified aluminium-silicon alloys

Definitions

  • the invention relates to an aluminum alloy, in particular a die-cast alloy and its use in a cast component, in particular for a motor vehicle. Moreover, the invention relates to a cast component, in particular for a motor vehicle made of such an aluminum alloy.
  • One way describes the use of relatively inexpensive secondary alloys, for example of the type AlSi10Mg, but which have a relatively high iron content of about 0.5 to 1.2 wt .-% Fe and a low manganese content of about 0.1 wt .-% Mn ,
  • the high iron content is required, inter alia, against the background of the relatively low addition of manganese, so that the tendency of the aluminum alloy to adhere within the die is reduced and the finished cast component can be reliably removed from the mold.
  • a cast component made of such a secondary alloy in the form of an oil pan for a motor vehicle is known from EP 0 611 832 B1 to be known, in which a local heat treatment is carried out at a corresponding temperature or a corresponding period of time, so that it is possible to set component regions of different hardness.
  • the oil sump in the region of a flange remains largely untreated and accordingly has a hardness of 85 to 110 HB and a ductility of 0.5 to 2.5%, while this is heat treated in a bottom area accordingly, so that it has a hardness of 55 to 80 HB and a ductility of above 4%.
  • the alternative to the above-described secondary alloy walkable way describes the use of primary alloys, for example, also of the type AlSi10 whose residual aluminum present in addition to the alloying elements individually a maximum of 0.05 wt .-% and a maximum of 0.2 wt .-% production-related impurities.
  • Such a primary alloy is for example already in the EP 0 997 550 B1 as known, which - in contrast to the previously described Secondary alloys - a lower iron content of 0.15 to 0.35 wt .-% Fe and a contrast high manganese content of 0.3 to 0.6 wt .-% Mn.
  • the intermetallic AlFeSi phases customary with secondary alloys do not exist in such a primary alloy. For example, an intermetallic Al 12 (Mn, Fe) Si 2 phase which is more roundish in cross-section is produced, which accordingly has no or no pronounced acicular form.
  • strontium is preferably added to the above-described primary alloy, which stops the acicular growth of the silicon within the AlSi eutectic.
  • the cast components produced by such a primary alloy have only an elongation at break of A 5 of ⁇ 5% after demoulding, they are first used as safety components in the automotive industry in a subsequent heat treatment process at a temperature of 400 to 490 ° C partially solution-annealed for a period of 20 to 120 min and then cooled in air.
  • a significant increase in the ductility of the cast component is achieved, so that sets an elongation at break of A 5 > 12%.
  • the hardness of the cast component drops to a value of about 60 to 65 HB.
  • Object of the present invention is therefore to provide an aluminum alloy and their use for a cast component in particular a motor vehicle of the type mentioned, with which the production of such a cast component can be realized much easier and therefore cheaper. Moreover, it is an object of the invention to produce a cast component made of such an aluminum alloy in particular for the motor vehicle industry with correspondingly high mechanical requirements in a simpler and more cost-effective manner.
  • the aluminum alloy which is to be used in particular as a die-cast alloy, comprises the following alloying elements: 6.5 to ⁇ 9.5 Wt .-% silicon 0.3 to 0.6 Wt .-% manganese 0.15 to 0.35 Wt .-% iron 0.02 to 0.6 Wt .-% magnesium Max. 0.1 %
  • titanium 90 to 180 ppm strontium and the balance aluminum with individually at most 0.05 wt .-% and a maximum of 0.2 wt .-% of production-related impurities.
  • the proportion of AlSi eutectic is significantly reduced and in contrast, the proportion of aluminum mixed crystals significantly increased.
  • the aluminum-silicon alloy according to the invention can be created with the aluminum alloy according to the invention, which have a hardness of> 80 HB, and preferably between 84 HB and 88 HB already in the cast state - ie without additional heat treatment after demoulding. It should be noted that these values are measured inside the cast component, ie below the casting skin of the component.
  • the aluminum alloy according to the invention it is possible, despite the relatively high hardness, to achieve a very high ductility of the cast component, whose elongation at break is determined by the Removal - ie in the cast state and without further heat treatment - has a value of A 5 > 5%, and preferably 8% to 12%.
  • the aluminum alloy according to the invention has - in one embodiment of the invention - compared to those according to EP 0 997 550 B1 a selected range between 0.22 to 0.4 wt .-% magnesium, since the hardness of the cast component produced from the aluminum alloy not only depends on the eutectic, but also on the resulting outsourcing. Due to the specially selected magnesium content, Mg 2 Si ultrafine precipitates are formed by which the strength or hardness of the cast component can be adjusted. In other words, the hardness of the cast component produced from the aluminum alloy according to the invention is also dependent on the magnesium content.
  • a particularly high hardness of the cast component of the aluminum alloy according to the invention can be achieved if the magnesium content is in a selected range of 0.3 to 0.4% by weight, and preferably 0 , 32 to 0.36 wt .-% is.
  • the aluminum alloy according to the invention or the cast component produced therefrom already has the above-described high hardness or high elongation at break in the cast state, this is particularly suitable for use in motor vehicle construction.
  • the use of the aluminum-silicon alloy according to the invention in oil pans for motor vehicles has proven to be particularly advantageous since it must have a relatively high ductility with an elongation at break A 5 of> 5% in order to provide adequate protection against crack formation within the oil pan to be able to, which may arise in particular due to falling rocks below the motor vehicle.
  • the sumps in the connection or flange area must be sealed with a corresponding motor housing, it is necessary that they have a correspondingly high hardness of> 80 HB. Since a cast component produced from the present aluminum-silicon alloy fulfills these requirements already in the cast state without further heat treatment, it is thus possible to create an oil pan or another component for a motor vehicle that is easy to manufacture and therefore cost-effective.
  • the aluminum alloy can be used in a die-casting process for the production of cast components, in particular for a motor vehicle, as a result, a particularly fast and cost-effective production of the cast components is possible.
  • the inventive aluminum-silicon alloy used in the Following the casting process to be subjected to a heat treatment process.
  • the component can additionally be hot-hardened after partial solution annealing in the temperature range of the precipitation hardening of Mg2Si.
  • This thermosetting is preferably carried out in a temperature range of about 190 to 240 ° C, in particular about 190 to 220 ° C.
  • the casting component produced by the new aluminum-silicon alloy is characterized in particular by the fact that it has an at least approximately uniform hardness of> 80 HB and preferably between 84 and 88 HB in the cast state in all component regions.
  • the cast component advantageously has an at least approximately uniform elongation at break A 5 of> 5% and preferably 8% to 12% in all component regions.
  • a plurality of cast components in the form of oil pans for a motor vehicle have been produced in a die casting process from an aluminum-silicon casting alloy, which has the following composition: 6.5 to ⁇ 9.5 Wt .-% silicon 0.3 to 0.6 Wt .-% manganese 0.15 to 0.35 Wt .-% iron 0.22 to 0.4 Wt .-% magnesium Max. 0.1 %
  • the silicon content is between 7 and 9 wt .-% and the magnesium content between 0.32 and 0.36 wt .-%.
  • the present aluminum alloy is eminently suitable for use in die-casting of oil pans where an elongation at break A 5 of> 5% has to be achieved, in particular to prevent cracking when rockfall occurs during driving of the motor vehicle.
  • the oil pans cast by means of the above aluminum-silicon alloy have a hardness of> 80 HB, and in particular between 84 and 88 HB, so that the oil pans in the connection or flange area correspond to one another Motor housing of the motor vehicle can be tightly closed.
  • the casting skin of the as-cast condition The existing oil pans were correspondingly removed by a machining process, for example by milling, so that realistic hardness values of the oil pans in the cast state could be determined.
  • a plurality of cast components in the form of oil pans for a motor vehicle have been produced in a die-casting method from an aluminum-silicon casting alloy, which has the following composition: 7.8 to 8.2 Wt .-% silicon 0.5 to 0.6 Wt .-% manganese 0.15 to 0.2 Wt .-% iron 0.27 to 0.33 Wt .-% magnesium 0.04 to 0.08 %
  • an aluminum-silicon casting alloy which has the following composition: 7.8 to 8.2 Wt .-% silicon 0.5 to 0.6 Wt .-% manganese 0.15 to 0.2 Wt .-% iron 0.27 to 0.33 Wt .-% magnesium 0.04 to 0.08 %
  • the magnesium content is in particular about 0.3 wt .-%.
  • the present aluminum alloy in turn, is particularly well suited for use in die casting of oil pans where an elongation at break A 5 of> 5% must be achieved. Also in this alloy composition, a hardness of> 80 HB could be achieved.
  • the B-pillars have been produced in a die casting process from an aluminum-silicon casting alloy in two variants, which have the following compositions: Version 1: 7.8 to 8.2 Wt .-% silicon 0.5 to 0.6 Wt .-% manganese 0.15 to 0.2 Wt .-% iron 0.27 to 0.33 Wt .-% magnesium 0.04 to 0.08 %
  • Version 1 7.8 to 8.2 Wt .-% silicon 0.5 to 0.6 Wt .-% manganese 0.15 to 0.2 Wt .-% iron 0.27 to 0.33 Wt .-% magnesium 0.04 to 0.08 %
  • titanium 140 to 180 ppm strontium and the balance aluminum with individually at most 0.05 wt .-% and a maximum of 0.2 wt .-% of production-related impurities.
  • Variant 2 7.8 to 8.2 Wt .-% silicon 0.5 to 0.6 Wt .-% manganese 0.15 to 0.2 Wt .-% iron 0.5 to 0.6 Wt .-% magnesium 0.04 to 0.08 %
  • titanium 140 to 180 ppm strontium and the balance aluminum with individually at most 0.05 wt .-% and a maximum of 0.2 wt .-% of production-related impurities.
  • the component After the solution heat treatment in step 2, the component is still relatively soft or ductile and can therefore be deburred in step 3. In this case, the sprue A or other casting residues are removed from the product P. The product P remains soft.
  • the B-pillar or product P is straightened in step 4.
  • the product P is further soft for this purpose.
  • step 5 the product P is removed in step 5, specifically at one of the aging temperatures which will be described in more detail below. Thereafter, the product which is soft until after step 4 is adjusted according to its desired material properties.
  • the Fig. 2 shows a method which differs from that according to Fig. 1 in particular distinguished by the fact that the steps 2 and 3 are reversed in their sequence and thus in the present case, no utilization of a portion of the casting heat takes place.
  • step 1 the product P in the present case after step 1 is cooled together with the sprue A or other casting residues to room temperature or to about 20 ° C. Thereafter, the deburring 3 and the removal of the sprue and the casting remains, wherein the product is still soft.
  • the solution annealing 2 and the subsequent cooling takes place for example in the air by means of a fan.
  • the product P remains soft.
  • Steps 4 and 5 so the straightening of the B-pillar or the product P and the outsourcing in one of the hereinafter described in more detail Auslagerstemperaturen, then turn again analogous to the method according to Fig.1 , After step 5, the product which is soft until after step 4 is in turn adjusted in accordance with its desired material properties.
  • step 2 of the two methods according to Fig. 1 and Fig. 2 carried out solution annealing was carried out in different experiments at different temperatures between 460 and 490 ° C and during different annealing times of 15 to 120 min.
  • step 5 of the two methods according to Fig. 1 and Fig. 2 performed outsourcing was also carried out in different experiments at different temperatures between 160 and 240 ° C and during different aging times of 20 to 240 min.
  • the heat treatment components were created for use, for example, in the body, in the chassis or in the drive train of the motor vehicle, which has a yield strength R p0,2 between 90 and 180 MPa, a tensile strength R m between 180 and 250 MPa and an elongation at break A 5 in the range between 8 and 22%.
  • the present aluminum alloy is again particularly well suited for use in the motor vehicle.
  • the high-strength components of a T5 annealing were subjected to different temperatures between 160 and 240 ° C and for different times from 20 to 240 min.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Materials Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Crystallography & Structural Chemistry (AREA)
  • Motor Or Generator Frames (AREA)
  • Body Structure For Vehicles (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Compositions Of Macromolecular Compounds (AREA)
  • Induction Machinery (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Claims (14)

  1. Alliage d'aluminium, en particulier alliage à coulée sous pression de préférence pour un composant en fonte d'une automobile, caractérisé par les éléments d'alliage suivants : 6,5 à < 9,5 % en poids de silicium 0,3 à 0,6 % en poids de manganèse 0,15 à 0,35 % en poids de fer 0,02 à 0,6 % en poids de magnésium max. 0,1 % en poids de titane 90 à 180 ppm de strontium
    et de l'aluminium en tant que résidu avec individuellement au maximum 0,05 % en poids et au total au maximum 0,2 % en poids d'impuretés dues au procédé de fabrication.
  2. Alliage d'aluminium selon la revendication 1,
    caractérisé en ce
    que celui-ci présente à l'état brut de coulée une dureté > à 80 HB et de préférence entre 84 HB et 88 HB.
  3. Alliage d'aluminium selon la revendication 1 ou 2,
    caractérisé en ce
    que celui-ci présente à l'état brut de coulée un allongement à la rupture A5 > 5 % et de préférence 8 % à 12 %.
  4. Alliage d'aluminium selon l'une des revendications 1 à 3,
    caractérisé en ce
    que celui-ci présente comme autre élément d'alliage 0,1 à 0,4 % en poids de cuivre.
  5. Alliage d'aluminium selon l'une des revendications 1 à 4,
    caractérisé en ce
    que celui-ci présente 0,22 à 0,4 % en poids et de préférence 0,32 à 0,36 % en poids de magnésium.
  6. Utilisation d'un alliage en aluminium selon l'une des revendications 1 à 5 dans le cas d'un composant en fonte, en particulier d'une cuvette à huile d'une automobile.
  7. Utilisation selon la revendication 6,
    caractérisé en ce
    que le composant en fonte est fabriqué suivant un procédé de coulée sous pression.
  8. Utilisation selon la revendication 6 ou 7,
    caractérisé en ce
    que le composant en fonte est soumis, après le processus de coulée, à un processus de traitement thermique.
  9. Utilisation selon la revendication 8,
    caractérisé en ce que le composant en fonte est soumis partiellement à un traitement thermique de mise en solution à une plage de températures de 400 à 490° C, en particulier à une plage de températures de 420 à 460° C pendant une durée de 20 à 120 min et ensuite refroidi à l'air.
  10. Composant en fonte en particulier pour une automobile dans un alliage d'aluminium selon l'une des revendications 1 à 5.
  11. Composant en fonte selon la revendication 10,
    caractérisé en ce
    que celui-ci est constitué en tant que cuvette à huile d'une automobile.
  12. Composant en fonte selon la revendication 10 ou 11,
    caractérisé en ce
    que celui-ci présente à l'état brut de coulée, dans tous les secteurs du composant, une dureté au moins approximativement homogène > 80 HB et de préférence entre 84 HB et 88 HB.
  13. Composant en fonte selon l'une des revendications 10 à 12,
    caractérisé en ce
    que celui-ci présente à l'état brut de coulée, dans tous les secteurs du composant, un allongement à la rupture A5 au moins approximativement homogène > 5 % et de préférence de 8 % à 12 %.
  14. Composant en fonte selon la revendication 13,
    caractérisé en ce
    que celui-ci est soumis partiellement à un traitement thermique de mise en solution au moins partiellement à une plage de températures de 400 à 490° C, en particulier à une plage de températures de 420 à 460° C pendant une durée de 20 à 120 min et ensuite refroidi à l'air.
EP07787546A 2006-07-14 2007-07-13 Alliage en aluminium et son utilisation pour un composant coule notamment d'un véhicule automobile Active EP2041328B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
SI200730180T SI2041328T1 (sl) 2006-07-14 2007-07-13 Aluminijeva zlitina in uporaba le-te za lite dele, posebno motornega vozila

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006032699A DE102006032699B4 (de) 2006-07-14 2006-07-14 Aluminiumlegierung und deren Verwendung für ein Gussbauteil insbesondere eines Kraftwagens
PCT/EP2007/057278 WO2008006908A1 (fr) 2006-07-14 2007-07-13 alliage en aluminium et son utilisation pour un composant coulé notamment d'un vÉhicule AUTOMOBILE

Publications (2)

Publication Number Publication Date
EP2041328A1 EP2041328A1 (fr) 2009-04-01
EP2041328B1 true EP2041328B1 (fr) 2010-01-27

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ID=38523382

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07787546A Active EP2041328B1 (fr) 2006-07-14 2007-07-13 Alliage en aluminium et son utilisation pour un composant coule notamment d'un véhicule automobile

Country Status (9)

Country Link
US (1) US20090297393A1 (fr)
EP (1) EP2041328B1 (fr)
JP (1) JP2009543944A (fr)
AT (1) ATE456682T1 (fr)
CA (1) CA2657731A1 (fr)
DE (2) DE102006032699B4 (fr)
ES (1) ES2340218T3 (fr)
SI (1) SI2041328T1 (fr)
WO (1) WO2008006908A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2455505A1 (fr) * 2010-11-19 2012-05-23 Martinrea Honsel Germany GmbH Tête de cylindre pour moteurs à combustion à partir d'un alliage en aluminium
DE102018214739A1 (de) * 2018-08-30 2020-03-05 Magna BDW technologies GmbH Hochfestes Gehäuse, sowie Verfahren zur Herstellung von hochfesten Guss-Gehäusen

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DE102010007531B4 (de) * 2010-02-11 2014-11-27 Audi Ag Verfahren zum Herstellen eines Karosseriebauteils
EP2471967B2 (fr) * 2010-12-28 2025-07-30 Casa Maristas Azterlan Procédé pour obtenir des propriétés mécaniques améliorées dans des moulages d'aluminium recyclés dépourvus de phases bêta en forme de plaquettes
CZ2015521A3 (cs) * 2015-07-28 2016-12-14 Univerzita J. E. Purkyně V Ústí Nad Labem Hliníková slitina, zejména pro výrobu odlitků segmentů forem pro lisování pneumatik, a způsob tepelného zpracování odlitků segmentů forem
MX2018001765A (es) * 2015-08-13 2018-11-22 Alcoa Usa Corp Aleaciones de fundicion de aluminio 3xx mejoradas y metodos para fabricarlas.
ES2877453T3 (es) 2016-03-31 2021-11-16 Rio Tinto Alcan Int Ltd Aleaciones de aluminio que tienen propiedades de tracción mejoradas

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2455505A1 (fr) * 2010-11-19 2012-05-23 Martinrea Honsel Germany GmbH Tête de cylindre pour moteurs à combustion à partir d'un alliage en aluminium
DE102018214739A1 (de) * 2018-08-30 2020-03-05 Magna BDW technologies GmbH Hochfestes Gehäuse, sowie Verfahren zur Herstellung von hochfesten Guss-Gehäusen

Also Published As

Publication number Publication date
DE102006032699A1 (de) 2008-01-17
EP2041328A1 (fr) 2009-04-01
JP2009543944A (ja) 2009-12-10
ES2340218T3 (es) 2010-05-31
ATE456682T1 (de) 2010-02-15
WO2008006908A1 (fr) 2008-01-17
US20090297393A1 (en) 2009-12-03
DE502007002755D1 (de) 2010-03-18
DE102006032699B4 (de) 2010-09-09
CA2657731A1 (fr) 2008-01-17
SI2041328T1 (sl) 2010-04-30

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