EP2749659A1 - Procédé de fabrication d'un composant de véhicule automobile et composant de véhicule automobile - Google Patents

Procédé de fabrication d'un composant de véhicule automobile et composant de véhicule automobile Download PDF

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Publication number
EP2749659A1
EP2749659A1 EP13194999.2A EP13194999A EP2749659A1 EP 2749659 A1 EP2749659 A1 EP 2749659A1 EP 13194999 A EP13194999 A EP 13194999A EP 2749659 A1 EP2749659 A1 EP 2749659A1
Authority
EP
European Patent Office
Prior art keywords
max
motor vehicle
sheet
vehicle component
steel plate
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.)
Withdrawn
Application number
EP13194999.2A
Other languages
German (de)
English (en)
Inventor
Andreas Frehn
Thomas Niendorf
Christian Rüsing
Hans Jürgen Maier
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.)
Benteler Automobiltechnik GmbH
Original Assignee
Benteler Automobiltechnik GmbH
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
Application filed by Benteler Automobiltechnik GmbH filed Critical Benteler Automobiltechnik GmbH
Publication of EP2749659A1 publication Critical patent/EP2749659A1/fr
Withdrawn legal-status Critical Current

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    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/14—Ferrous alloys, e.g. steel alloys containing titanium or zirconium
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D6/00—Heat treatment of ferrous alloys
    • C21D6/005—Heat treatment of ferrous alloys containing Mn
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D6/00—Heat treatment of ferrous alloys
    • C21D6/04—Hardening by cooling below 0 degrees Celsius
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D7/00—Modifying the physical properties of iron or steel by deformation
    • C21D7/02—Modifying the physical properties of iron or steel by deformation by cold working
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D8/00—Modifying the physical properties of ferrous metals or ferrous alloys by deformation combined with, or followed by, heat treatment
    • C21D8/02—Modifying the physical properties of ferrous metals or ferrous alloys by deformation combined with, or followed by, heat treatment during manufacturing of plates or strips
    • C21D8/0247—Modifying the physical properties of ferrous metals or ferrous alloys by deformation combined with, or followed by, heat treatment during manufacturing of plates or strips characterised by the heat treatment
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/02—Ferrous alloys, e.g. steel alloys containing silicon
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/04—Ferrous alloys, e.g. steel alloys containing manganese
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/06—Ferrous alloys, e.g. steel alloys containing aluminium
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/12—Ferrous alloys, e.g. steel alloys containing tungsten, tantalum, molybdenum, vanadium, or niobium
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D1/00—General methods or devices for heat treatment, e.g. annealing, hardening, quenching or tempering
    • C21D1/62—Quenching devices
    • C21D1/673—Quenching devices for die quenching
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D2211/00—Microstructure comprising significant phases
    • C21D2211/001—Austenite
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D2211/00—Microstructure comprising significant phases
    • C21D2211/008—Martensite

Definitions

  • the present invention relates to a method for producing a motor vehicle component according to the features in claim 1.
  • the present invention further relates to a motor vehicle component according to the features in claim 12.
  • motor vehicle bodies of metallic components For this purpose, motor vehicle pillars, rockers, roof rails or even longitudinal or transverse beams are first produced and then assembled into assemblies and then to the complete vehicle body.
  • a motor vehicle and thus also a motor vehicle body or other motor vehicle structural components or body components should be particularly light, have a high crash safety and at the same time be produced cheaply.
  • high-strength and ultra-high-strength steels have been developed in recent years, which are inexpensive to produce compared to light metals or fiber composites and at the same time have a particularly high stiffness and thus crash safety with low weight.
  • the hot forming and press-hardening technology first to harden the hardenable steels above austenitizing temperature and then to thermoform and harden them. This entails high strengths but limited ductility properties of the component. Under certain circumstances, elaborate heat aftertreatments are necessary in order to adjust ductility in specific areas.
  • TWIP steels An alternative to the hot-formed and press-hardened steels are so-called TWIP steels, in which an intensive mechanical twinning in austenitic steel occurs during plastic deformation. The process begins even at low load and solidifies the steel, with high elongation at break. The twin formation counteracts the dislocation movement like grain boundaries in the material structure and thus a further change of shape as resistance. The strain-induced twin formation causes a higher extensibility. Due to the martensitic areas results in a high strength at the same time.
  • the object of the present invention is to demonstrate a production method and a motor vehicle component which can be produced efficiently, have a particularly low inherent weight and have a high degree of hardness combined with high ductility.
  • a metallic component in particular of a high manganese-containing steel material, very particularly preferably of a TWIP steel, is provided with a predominantly austenitic structure.
  • the component is then further cooled at a temperature substantially below room temperature, in particular between + 30 ° C and -250 ° C, most preferably between + 25 ° C and -200 ° C, to a cold forming temperature.
  • a cold forming of the cooled sheet steel plate to the desired sheet metal component takes place at the achieved cold forming temperature.
  • the cold-formed component is then removed from the forming tool.
  • plastic deformation results in a transformation of the essentially austenitic microstructure into an at least partially, preferably complete, martensitic microstructure.
  • the strength properties of the component are increased accordingly. It is a deformation-induced martensite formation.
  • This simultaneously causes the increase in hardness and formability in the case of plastic stress in the manufacture of the motor vehicle component and / or in the use of the motor vehicle component.
  • a silicon fraction results in solid solution hardening, which increases the yield strength of the component.
  • the metastable carbon-rich austenite is transformed into martensite induced by deformation, as a result of which the motor vehicle component is at least partially solidified by the twinning of the TWIP effect.
  • the TRIP effect is utilized according to the invention, which causes a special martensite formation during forming.
  • the TRIP effect occurs in the case of deformation-induced martensite formation.
  • the TRIP effect causes a simultaneous increase in hardness and formability under plastic stress.
  • the TRIP effect is characterized in particular by the fact that as soon as the plastic area is reached during forming, the metastable carbon-rich austenite transforms into martensite induced by deformation. As a result, the steel is solidified during plastic deformation targeted.
  • the stacking fault energy is lowered such that the twin formation occurring due to the TWIP effect is reduced to a negligible level.
  • the transformation of the metastable austenite into martensite increases, which in turn increases the strength property of the component.
  • a good strength property is achieved if the set degree of deformation takes place on the component at least locally except for the uniform expansion of the alloy material used.
  • the aim is to convert as much as possible austenitic structure into martensite by plastic deformation.
  • Another Control parameter is the degree of deformation itself. The higher the degree of deformation, the stronger the transformation of austenite into martensite.
  • the cooling itself can be done with different cooling media, in particular liquid nitrogen is used.
  • liquid nitrogen is used.
  • a cold working temperature between + 25 ° C and -200 ° C, most preferably to a cooling temperature in the range of + 25 ° C to -197 ° C.
  • this disclosure means any temperature in the latter interval, and thus in the range of + 25 ° C to -197 ° C, as a cold forming temperature.
  • the sheet steel plate is pre-stretched at cold forming temperature.
  • the cooling or the tempering takes place at least partially within the scope of the invention. This makes it possible to selectively adjust the desired strength properties only in regions within the component.
  • the heat conduction within the sheet metal plate itself, for example, from a cooled region to a non-cooled region is negligible in the context of the invention by fast cooling times.
  • the cooling itself can be carried out in particular in a cooling station, wherein the cooled sheet metal plate is transferred after cooling in a forming tool, wherein the forming tool in turn, in turn itself is cooled.
  • the deformation itself then takes place in the forming tool at substantially the cold forming temperature. A slight warming during transfer and / or in the forming tool itself is again negligible within the scope of the invention.
  • the metal sheet itself is cooled in the forming tool to the cold forming temperature and then directly cold formed.
  • the sheet metal blank is preformed at least partially, in particular the preforming takes place at or above the room temperature.
  • the preforming is thus carried out in particular in a range between 0 ° C and + 50 ° C, most preferably at + 20 ° C to + 30 ° C. Following this, the preformed sheet metal blank is then cooled to the cold forming temperature and then cold-formed.
  • the preformed regions are formed directly to a final dimension, wherein the cold forming subsequently takes place in different regions from the preformed regions. Consequently, furthermore, preferably only the non-preformed areas are tempered or cooled and then cold-formed. As a result, the preformed areas have a lower strength than the cold-formed areas.
  • preforming is performed, for example, as Vorrecken, in particular at cold forming temperature.
  • the Vorrecken itself can then be carried out again partially.
  • the degree of deformation during pre-stretching is in particular 10 to 90% of the final dimension.
  • Another component of the present invention is a motor vehicle component that, according to a method with at least one of the aforementioned features is produced, wherein the motor vehicle component is formed from a TWIP steel alloy and according to the invention is characterized in that at least partial areas of the component have a substantially martensitic structure.
  • the production method according to the invention therefore makes it possible to reduce the TWIP effect, and hence the mechanical twinning, and at the same time to produce a higher martensite proportion in the areas which have been formed at cold forming temperature.
  • this is a TWIP steel alloy which, depending on the desired strength properties, is selected in the respective percentage proportion as well as the presence of the individual alloying elements.
  • the motor vehicle component in the martensitic regions preferably has a yield strength Rp 0.2 between 500 and 1500 MPa, in particular between 700 and 1300 MPa, and very particularly preferably between 750 and 1000 MPa.
  • Rp 0.2 yield strength between 500 and 1500 MPa, in particular between 700 and 1300 MPa, and very particularly preferably between 750 and 1000 MPa.
  • the other areas then have a mating boundary between 200 and 800 MPa, in particular between 300 and 500 MPa.
  • the motor vehicle component has a tensile strength Rm between 500 and 1800 MPa, in particular between 800 and 1700 MPa, and very particularly preferably between 1000 and 1650 MPa.
  • the remaining regions then have a tensile strength Rm of 500 to 1500 MPa, in particular from 800 to 1200 MPa, and most preferably from 850 to 1100 MPa.
  • FIG. 1 shows a stress-strain diagram of a steel formed according to the invention, wherein three different cold forming temperatures were selected. It can be seen that the lower the cold forming temperature has been chosen, the more the tensile strength increases. Thus, the steel of Curve 1 was transformed at room temperature and thus at substantially 20 ° C. The material was formed in curve 2 at -110.15 ° C and has a significantly higher tensile strength compared to the forming at room temperature. The component according to the curve 3 was formed at-196.15 ° C and has a significantly increased tensile strength again.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Materials Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • Crystallography & Structural Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Heat Treatment Of Sheet Steel (AREA)
  • Heat Treatment Of Articles (AREA)
EP13194999.2A 2012-12-07 2013-11-29 Procédé de fabrication d'un composant de véhicule automobile et composant de véhicule automobile Withdrawn EP2749659A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102012111959.7A DE102012111959A1 (de) 2012-12-07 2012-12-07 Verfahren zur Herstellung eines Kraftfahrzeugbauteils sowie Kraftfahrzeugbauteil

Publications (1)

Publication Number Publication Date
EP2749659A1 true EP2749659A1 (fr) 2014-07-02

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EP13194999.2A Withdrawn EP2749659A1 (fr) 2012-12-07 2013-11-29 Procédé de fabrication d'un composant de véhicule automobile et composant de véhicule automobile

Country Status (4)

Country Link
US (1) US20140158257A1 (fr)
EP (1) EP2749659A1 (fr)
CN (1) CN103866102A (fr)
DE (1) DE102012111959A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013101276A1 (de) * 2013-02-08 2014-08-14 Benteler Automobiltechnik Gmbh Verfahren zur Herstellung eines Kraftfahrzeugstabilisators
CN104152797A (zh) * 2014-08-14 2014-11-19 燕山大学 一种低温塑性高锰钢板及其加工方法
TWI504756B (zh) 2015-01-30 2015-10-21 中國鋼鐵股份有限公司 Manufacture method of high strength and high ductility steel
EP3298175B1 (fr) * 2015-05-21 2020-08-26 Ak Steel Properties, Inc. Acier raffiné en haute teneur de manganèse et haute résistance mécanique de troisième génération
EP3095889A1 (fr) * 2015-05-22 2016-11-23 Outokumpu Oyj Procédé de fabrication d'un composant en acier austénitique
KR101747034B1 (ko) * 2016-04-28 2017-06-14 주식회사 포스코 항복비가 우수한 초고강도 고연성 강판 및 이의 제조방법
DE102016110661A1 (de) 2016-06-09 2017-12-14 Salzgitter Flachstahl Gmbh Verfahren zur Herstellung eines kaltgewalzten Stahlbandes aus einem hochfesten, manganhaltigen Stahl
DE102016117494A1 (de) 2016-09-16 2018-03-22 Salzgitter Flachstahl Gmbh Verfahren zur Herstellung eines umgeformten Bauteils aus einem mittelmanganhaltigen Stahlflachprodukt und ein derartiges Bauteil
US11519050B2 (en) 2016-09-16 2022-12-06 Salzgitter Flachstahl Gmbh Method for producing a re-shaped component from a manganese-containing flat steel product and such a component
CN108118255A (zh) * 2018-01-08 2018-06-05 河北工业大学 一种具有高冲击韧性的高锰twip耐低温钢及其制造方法

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WO2008078962A1 (fr) 2006-12-26 2008-07-03 Posco Acier composite et son procédé de traitement thermique de celui-ci
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US20140158257A1 (en) 2014-06-12
DE102012111959A1 (de) 2014-06-12
CN103866102A (zh) 2014-06-18

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