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CN118339319A - Die-cast aluminum alloy - Google Patents

Die-cast aluminum alloy Download PDF

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Publication number
CN118339319A
CN118339319A CN202280079732.7A CN202280079732A CN118339319A CN 118339319 A CN118339319 A CN 118339319A CN 202280079732 A CN202280079732 A CN 202280079732A CN 118339319 A CN118339319 A CN 118339319A
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minutes
aluminum alloy
cast aluminum
alloy according
die cast
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Inventor
M·胡梅尔
S·奥特巴赫
H-W·赫佩尔
M·科尔黑普
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Audi AG
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Audi AG
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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B22—CASTING; POWDER METALLURGY
    • B22D—CASTING OF METALS; CASTING OF OTHER SUBSTANCES BY THE SAME PROCESSES OR DEVICES
    • B22D21/00—Casting non-ferrous metals or metallic compounds so far as their metallurgical properties are of importance for the casting procedure; Selection of compositions therefor
    • B22D21/02—Casting exceedingly oxidisable non-ferrous metals, e.g. in inert atmosphere
    • B22D21/04—Casting aluminium or magnesium
    • 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

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Materials Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Crystallography & Structural Chemistry (AREA)
  • Molds, Cores, And Manufacturing Methods Thereof (AREA)

Abstract

The invention relates to a die-casting aluminum alloy, which comprises the following alloy components in percentage by weight: 5 to 9.5wt%, in particular 6 to 8wt% silicon; 0.0001 to 0.3wt%, in particular 0.001 to 0.3wt%, in particular 0.05 to 0.25wt%, in particular 0.07 to 0.2wt% chromium; 0.0001 to 0.3wt%, in particular 0.001 to 0.3wt%, in particular 0.05 to 0.25wt%, in particular 0.05 to 0.2wt% manganese; 0.0001 to 0.2 wt.%, in particular 0.001 to 0.15 wt.%, in particular 0.01 to 0.15 wt.% molybdenum and/or tungsten; the balance of aluminum; and unavoidable impurities.

Description

Die-cast aluminum alloy
Technical Field
The invention relates to a diecast aluminum alloy, a method for heat treating a component for a motor vehicle made of such a diecast aluminum alloy, and a component for a motor vehicle.
Background
An aluminum alloy for die casting components having a high elongation in the as-cast state is known from EP 1 443 122 B1. Other compositions for die casting aluminum alloys are described in EP 1 719 820 A2, DE 10 2006 039 684 B4, DE 10 2010 055011a1 or DE 10 2019 205 267 B3.
DE 10 2005 037 738 A1 describes a cast aluminium alloy containing silicon, magnesium, iron, copper, zinc, manganese, titanium, zirconium, nickel and cobalt.
From EP 1 978 A1 an aluminum-silicon casting alloy is known, which additionally contains magnesium, titanium, zirconium, manganese, iron, copper and nickel.
A hardenable cast aluminum alloy containing silicon, magnesium, nickel and cobalt is described in DE 100 62 547a 1.
Alloy compositions known from these documents are used for engine parts, such as crankcase, cylinder head and, if necessary, pistons.
In general, die-cast components with very high demands on the mechanical properties are manufactured with aluminum-silicon alloys and with T6 heat treatments (T6 heat treatments mostly include solution annealing, quenching and aging). Because the ductility of the component decreases with increasing strength due to brittle eutectic silicon and Al (Fe, mn) Si phases in the material, particularly high strength alloys cannot be used universally for structural castings, since such alloys can no longer guarantee the ductility minima that are mostly derived from crash requirements or joining operations. This results in limited bondability and problems in component design, especially in terms of crash requirements, and therefore these alloys cannot be used universally in vehicles. Since iron and manganese are required for the castability of the alloy and the mold release of the component, a lower strength alloy is mostly used in this case due to the poor ductility, but this often results in an increase in the weight of the whole vehicle, fuel consumption and CO 2 emissions due to the increased size of the component.
Furthermore, hardening by a coating process accompanied by a T5 heat treatment has a great cost-saving potential, since a subsequent separate heat treatment can thereby be dispensed with entirely. However, since this variant does not allow the shaping of silicon, the ductility is even lower than for T6 alloys of the same strength. Furthermore, in this case, in addition to magnesium, a large amount of copper is often used for achieving higher strength at relatively low temperatures in the coating process. Thereby, corrosion resistance and ductility are significantly reduced. Since solution annealing is not performed during the T5 heat treatment, eutectic silicon exists in a cross-linked form as compared to the T6 heat treated alloy, whereby not only ductility but also maximum ultimate strength is even lower when the materials are the same. Thus, if the highest demands are made on mechanical properties and corrosiveness, the only choice left is mostly to use a more energy and costly T6 heat treatment.
In EP 2 471 966 A1 an aluminium-silicon alloy is described, which consists of 6% to 11.8% silicon, 0.02% to 0.5% magnesium, 0.005% to 0.7% manganese, 0.0005% to 0.6% copper, 0.001% to 0.06% titanium, 0.03% to 0.3% iron and up to 0.2% molybdenum and up to 0.2% zirconium and, if appropriate, 70ppm to 400ppm strontium.
EP 2 653 579 B1 describes an aluminum alloy for components with higher strength, in particular for structures and chassis parts of motor vehicles, comprising, in weight percent: 9 to 11.5wt% silicon, 0.5 to 0.8wt% manganese, 0.2 to 1.0wt% magnesium, 0.1 to 1.0wt% copper, 0.2 to 1.5wt% zinc, 0.05 to 0.4wt% zirconium, 0.01 to 0.4wt% chromium, up to 0.2wt% iron, up to 0.15wt% titanium, 0.01 to 0.02wt% strontium, and up to a total of 0.5wt% manufacturing related impurities.
EP2,735,621 B1 relates to a similar aluminum alloy for components with higher strength, in particular for structures and chassis parts of motor vehicles, comprising, in weight percent: 9 to 11.5wt% silicon, 0.45 to 0.8wt% manganese, 0.2 to 1.0wt% magnesium, 0.1 to 1.0wt% copper, up to 0.2wt% zinc, up to 0.4wt% zirconium, up to 0.4wt% chromium, up to 0.3wt% molybdenum, up to 0.2wt% iron, up to 0.15wt% titanium, 0.01 to 0.02wt% strontium, and the balance aluminum and up to a total of 0.5wt% manufacturing related impurities.
However, none of the alloys solves the above-described problems regarding target conflict between high ductility and sufficient strength of a member made of the alloy.
Disclosure of Invention
It is therefore an object of the present invention to provide a diecast aluminium alloy which not only has a high strength, in particular a high 0.2% yield strength, but at the same time has a high ductility.
According to the invention, this object is achieved by the features recited in claim 1.
As alloy components, the die-cast aluminum alloy according to the invention contains, in weight percent: 5 to 9.5wt%, in particular 6 to 8wt% silicon; 0.0001 to 0.3wt%, in particular 0.001 to 0.3wt%, in particular 0.05 to 0.25wt%, in particular 0.07 to 0.2wt% chromium; 0.0001 to 0.3wt%, in particular 0.001 to 0.3wt%, in particular 0.05 to 0.25wt%, in particular 0.05 to 0.2wt% manganese; 0.0001 to 0.2 wt.%, in particular 0.001 to 0.15 wt.%, in particular 0.01 to 0.15 wt.% molybdenum and/or tungsten; the balance of aluminum; and unavoidable impurities, the diecast aluminum alloy according to the invention has a significantly improved ductility while maintaining a high strength compared to known solutions, so that in the case of T6 heat treatment or T7 heat treatment, the diecast aluminum alloy according to the invention can be used universally in vehicles to achieve maximally reduced weight, material costs and CO 2. Further alternatively, T5 hardening by a coating process is possible as well as the use of natural hard variants of the alloy. Weak warpage occurs by this alloy composition in both types of heat treatments, whereby the leveling process cost can be kept low.
Due to the increased ductility, components made of the die-cast aluminum alloy according to the invention, which can be used in all regions of all vehicle structural castings and in particular in collision-related regions, can furthermore be joined by standard methods, such as, for example, semi-hollow self-piercing rivets (Halbhohlstanznieten). Thus, there is no need to use a lower strength alloy and a larger component cross section or wall thickness associated therewith, whereby vehicle weight, consumption and CO 2 emissions can be reduced. In addition to the improved ductility, the alloy according to the invention additionally has an enhanced heat and electrical conductivity, which is important, for example, for applications in electric vehicles.
These advantages result, inter alia, from the reduction of the silicon content (in weight percent) from generally 8 to 12 to 5 to 9.5, in particular to 6 to 8, since in this way the fraction of brittle phase in the material is reduced and the ductility is significantly increased. If necessary, the reduction in castability due to the lower silicon content can be compensated for by the addition of zinc, strontium, nickel and/or zirconium.
Furthermore, in the die cast aluminum alloy according to the invention, the manganese fraction (in weight percent) is reduced from typically 0.5 to 0.8 to 0.0001 to 0.3, especially to 0.001 to 0.3, especially to 0.05 to 0.25, especially to 0.05 to 0.2wt% in the die cast alloy. As a result, the proportion of brittle Al (Fe, mn) Si phases in the material is reduced, which in known alloys often cause cracks during deformation and reduce the ductility. Whereby ductility can be significantly improved.
In order to prevent die sticking and to ensure mold release despite the reduced silicon and manganese content in the manner described, the aluminum die casting alloy according to the invention additionally comprises, in weight percent: 0.0001 to 0.3wt%, in particular 0.001 to 0.3wt%, in particular 0.05 to 0.25wt%, in particular 0.07 to 0.2wt% chromium; and 0.0001 to 0.2 wt.%, in particular 0.001 to 0.15 wt.%, in particular 0.01 to 0.15 wt.% molybdenum and/or tungsten. This combination of elements, in particular at the indicated levels, is particularly effective in preventing sticking, so that it is sufficient to add significantly less of the corresponding elements than if only manganese were added.
Advantageously, chromium reduces the diffusion of the die steel particularly effectively and thus reduces die abrasion and undesired chemical reactions between the die and the component. The inventors have found that at contents of less than 0.0001 wt.%, in particular less than 0.001 wt.%, in particular less than 0.05 wt.%, in particular less than 0.07 wt.%, the described effect is very weak and die abrasion and die blocking may still occur. However, when the chromium content calculated as weight percentage is higher than 0.3wt%, particularly higher than 0.25wt%, particularly higher than 0.2wt%, the strength may be drastically reduced because chromium increases the quench sensitivity of the alloy. Further, ductility may be reduced due to the formation of coarse phases.
Another advantage of the diecast aluminium alloy according to the invention is that chromium, manganese, molybdenum and tungsten prevent the formation of needle-like β -AlFeSi phases and thereby also prevent the chemical combination reaction between the mould and the component. Furthermore, in this way, a decrease in the ductility of the material can be suppressed, because the negative effect of β -AlFeSi on the ductility is very large. It has been found that the above-described limits for the respective element fractions are particularly effective here, since at higher fractions, the ductility is again reduced by the formation of large coarse phases, and at lower fractions the effect is too low, so that the β -AlFeSi phase still occurs and the ductility is likewise reduced. Surprisingly, therefore, a maximum value of ductility is obtained in the stated range of the respective element fractions.
Furthermore, the use of molybdenum and/or tungsten ensures that the excess fractions of chromium and manganese are combined as early as possible in a relatively small circular phase. Thereby preventing the formation of coarse primary iron-rich phases, which contributes to further improvement of ductility. In this range, too, an optimum value for ductility is obtained for the stated proportions of molybdenum and/or tungsten. If too little molybdenum and/or tungsten is added, a coarse iron-rich phase still exists, which will reduce ductility.
In a very advantageous development of the invention, it can be provided that the ratio of the sum of the proportions of molybdenum and tungsten to the sum of the proportions of manganese, iron and chromium is 0.1 to 0.5. Surprisingly, it was found that at the stated mo+w/mn+fe+cr ratio, a round Al (Mo, W) Si phase is suddenly formed without iron fraction, which significantly improves the ductility. However, if the sum of the fractions of molybdenum and tungsten is too high, the fraction of such a circular phase in the material becomes too high, so that the ductility decreases again. In this case, the ratio is related to the solidification speed of the alloy and thus the corresponding component. In addition, this effect is important for using recycled alloy to improve sustainability, since there is a higher iron content as an impurity at this time. This impurity typically severely limits the ductility of the recycled alloy. By choosing a suitable ratio of the sum of the molybdenum and tungsten fractions to the sum of the manganese, iron and chromium fractions, the formation of a primary AlFeSi phase can be prevented and the ductility can be significantly improved.
In a very advantageous development of the diecast aluminum alloy, the diecast aluminum alloy can contain 0.25 wt.% to 0.6 wt.%, in particular 0.3 wt.% to 0.45 wt.% magnesium. The addition of this proportion of magnesium leads to the formation of a hardened Mg2Si phase and, in addition, ensures a strong solid solution hardening. The upper limit of 0.6wt% given advantageously prevents the alloy from becoming brittle.
In a very advantageous development of the diecast aluminum alloy, the diecast aluminum alloy can contain 0.08 to 0.35 wt.% zinc. The zinc fraction improves the castability and surface quality of the alloy and increases the strength of the alloy by stimulating Mg2Si nucleation. By a weight percentage of not more than 0.35wt%, a reduction of the adhesive attachment and an increase of the corrosion tendency can be counteracted.
In addition, the die cast aluminum alloy may contain 0.05wt% to 0.3wt% zirconium in weight percent.
Furthermore, it can be provided that the diecast aluminum alloy has 0.05 wt.% to 0.2 wt.% titanium, calculated as weight percent.
Not only zirconium but also titanium serves to refine the grains and thereby improve the ductility and strength of the alloy. Further improvement in strength is obtained by the Ti phase and Zr phase produced. The range given is the optimal solution to achieve the stated objective.
In a very advantageous development of the invention, it can be provided that the ratio of the proportion of titanium to the proportion of zirconium is 0.8 to 4.0. Surprisingly, it has proved to be advantageous in particular if the proportion of titanium is greater than the proportion of zirconium.
In a very advantageous development of the diecast aluminum alloy, the diecast aluminum alloy can contain 0.006 wt.% to 0.025 wt.% strontium. This portion of strontium refines or refines the eutectic silicon and thereby increases both the castability and ductility of the alloy.
In addition, the die cast aluminum alloy may contain 0.0001wt% to 0.2wt% vanadium in weight percent.
Furthermore, it can be provided that the diecast aluminum alloy contains 0.0001 wt.% to 0.2 wt.% cobalt, calculated as weight percent.
Both vanadium and cobalt can improve the mold release of components made from the alloy after the casting process.
In a very advantageous development of the diecast aluminum alloy, the diecast aluminum alloy can contain 0.05 wt.% to 0.5 wt.%, in particular 0.05 wt.% to 0.3 wt.% copper, calculated as weight percent. By using copper, the formation of the Q phase (Al 4Mg8Si7Cu2) can be achieved and the strength is improved during the subsequent heat treatment, in particular the T6/T7 heat treatment, similarly to by using magnesium. Furthermore, the copper fraction improves the nucleation and precipitation kinetics of Mg2Si and is therefore particularly effective in particular in combination with magnesium. The upper limit of 0.5wt%, in particular 0.3wt%, prevents copper from adversely affecting the corrosion performance of the alloy.
Further alternatively, the diecast aluminum alloy may contain 0.05wt% to 0.7wt%, in particular 0.05wt% to 0.35wt% copper, calculated as weight percent. By means of the copper fraction, the formation of the Q phase (Al 4Mg8Si7Cu2) can also be achieved and, similarly to the use of magnesium, the strength is increased during a subsequent heat treatment, for example a T5 heat treatment or a T6/T7 heat treatment. Furthermore, this copper fraction also improves the nucleation and precipitation kinetics of Mg2Si and is therefore particularly effective in particular in combination with magnesium. In this case, an upper limit of 0.7wt%, in particular 0.35wt%, prevents copper from adversely affecting the corrosion performance of the alloy.
Furthermore, the diecast aluminum alloy may contain 0.05wt% to 0.3wt%, in particular 0.1wt% to 0.2wt% nickel, calculated as weight percent. The use of nickel is advantageous in particular when the component made of the diecast aluminum alloy according to the invention is to be subjected to a T5 heat treatment.
In a further advantageous embodiment of the invention, the diecast aluminum alloy can contain 0.0001 wt.% to 0.1 wt.% tin and/or tantalum, based on the weight percentage. These two elements can bond vacancies during casting, either alone or in combination with each other. Thus, these elements prevent natural aging from occurring during the time from casting to hardening at T5 heat treatment (i.e., heat treatment in combination with or during vehicle painting, particularly cathodic dip coating). The thermal aging subsequently during the coating process is thereby improved by a significantly faster strength increase compared to the absence of tin and/or tantalum.
In claim 15, a method for heat treatment of a component for a motor vehicle made of a diecast aluminum alloy according to any of claims 1 to 11 is given. Here, the component is annealed for a first time at a temperature of 320 ℃ to 470 ℃, in particular 380 ℃ to 450 ℃, for a duration of 20 minutes to 75 minutes, in particular 20 minutes to 45 minutes; next, the component is annealed a second time at a temperature of 460 ℃ to 535 ℃, in particular 490 ℃ to 520 ℃ for a duration of 5 minutes to 35 minutes, in particular 5 minutes to 20 minutes; subsequently, the component is quenched in the manner of 3K/s to 200K/s, in particular in the manner of 3K/s to 12K/s, and in particular in the manner of 80K/s to 200K/s, using air; subsequently, a first ageing treatment is carried out at a temperature of 100 ℃ to 180 ℃, in particular 120 ℃ to 170 ℃ for a duration of 40 minutes to 150 minutes, in particular 40 minutes to 90 minutes; and subsequently, a second ageing treatment is carried out at a temperature of 180 ℃ to 300 ℃, in particular 200 ℃ to 240 ℃, for a duration of 30 minutes to 120 minutes, in particular 40 minutes to 80 minutes. In the case of this type of heat treatment, the addition of nickel and tin and/or tantalum can be dispensed with. The copper fraction can also be slightly reduced if copper is added to the alloy.
In an advantageous development of the method, it can be provided that the component is subjected to a third aging treatment at a temperature of 210 ℃ to 300 ℃, in particular 230 ℃ to 260 ℃, for a duration of 5 minutes to 60 minutes, in particular 5 minutes to 30 minutes. This is another approach to improving ductility, since a greater and more uniform deformation is now achieved under multiaxial stress conditions. Advantageously, this type of heat treatment results in an increase in electrical and thermal conductivity. But this can be partly observed in the other heat treatment methods mentioned herein.
Another method for heat treatment of a component for a motor vehicle made of a diecast aluminium alloy according to any one of claims 1 to 14 is given in claim 17. The component is subjected to a coating process, in particular cathodic dip coating, at a temperature of at least 160 ℃, in particular from 160 ℃ to 200 ℃, in particular from 160 ℃ to 180 ℃ for a duration of from 15 minutes to 30 minutes. In this method, in particular, the above-described proportions of copper, nickel, tin and/or tantalum are used in order to ensure that a faster and better hardening is achieved in the coating process with little effect on corrosion. Thus, the diecast aluminum alloy according to the invention can be used in the expanded field, which previously required a T6/T7 heat treatment due to the high mechanical property requirements for the component, compared to the known alloys. Thus, although the heat treatment is relatively simple (in which the component "only" undergoes the coating process, in particular cathodic dip coating), high strength is achieved, in particular without reducing the corrosion resistance. Thus, by omitting the necessary heat treatment equipment in addition to reducing the weight of the vehicle, a lot of costs can be saved, and the energy costs and the CO 2 footprint can be reduced. Nevertheless, the flushability of the component is also ensured in this heat treatment method.
A component for a motor vehicle, which is made of a diecast aluminum alloy according to any of claims 1 to 14 or is made according to a method according to any of claims 15 to 17, is given in claim 18.
Detailed Description
The different alloys are compared below in terms of strength, ductility, castability and corrosion resistance. The results are shown in the table:
comparative alloy and use state:
alloy 1: alSi10.5Mn0.60Mg0.30 Sr0.0125i0.06 (normalized reference alloy)/T6 state
Alloy 2: alSi9Mn0.60Sr0.0125i0.06/F state
Alloy 3: alSi7.5Mn0.50Mg0.30Sr0.0125i0.06/T5 state
Alloy 4: alSi8.5Cu0.8Mn0.5Fe0.3/T5 State
Alloy and use state according to the invention:
Alloy 5: alSi7Zn0.2Cr0.15Mo0.075Mn0.05Ti0.12Zr0.06Sr0.012W0.01/F State
Alloy 6:
AlSi7Mg0.4Zn0.2Cr0.15Mo0.075Mn0.05Ti0.12Zr0.06Sr0.012W0.01/T7 State
Alloy 7:
AlSi7Mg0.4Cr0.15Cu0.1Mo0.075Mn0.05Sn0.05Ti0.12Zr0.06Sr0.012W0.01/T5 State
* Warpage in case of assuming T6 heat treatment
Meaning in table:
Rm: tensile strength of
Rp0.2:0.2% yield strength
A5: elongation at break
FDI: a strength-ductility-index calculated from the material characteristic values Rm, rp0.2 and A5 related to the design of the vehicle body structural member; fdi= (rm+3×rp0.2)/4×a5/100
For FDI, the intensity values are weighted according to priority in the body structure (Rm: single; rp0.2: triple). The average intensity value with the corresponding weight (Rm: single; rp0.2: triple) is multiplied by the elongation at break A5 and divided by the divisor 100 for the sake of clarity.
From the test results shown in the table, the following conclusions can be drawn:
Alloy 5 according to the invention has a significantly higher elongation at break at the same 0.2% yield strength compared to the naturally hard comparative alloy 2, due to the advantageous combination of chromium, molybdenum, manganese and tungsten. In addition, fluidity is improved by using zinc.
Alloy 6 according to the invention has a significantly higher 0.2% yield strength in the T7 state and still has a higher elongation at break than comparative alloy 1 in the T6 state. Thus, the alloy can be widely used in a vehicle body despite its high strength, and can be joined without problems. In addition, since zinc is used, fluidity is improved.
Alloy 7 according to the present invention has been hardened by the cathodic dip coating process and is superior to comparative alloys 3 and 4, which are also hardened in the coating process. With the addition of copper and a combination of chromium, molybdenum, manganese and tungsten, both 0.2% yield strength and elongation at break were higher than the comparative alloy 3. By limiting the copper content, a high corrosion resistance is obtained. Although comparative alloy 4 has a slightly higher 0.2% yield strength, the elongation at break is very low due to the high content of iron and manganese. Corrosion resistance is also poor due to the high copper content.
Additionally, alloys 5,6 and 7 have higher heat and electrical conductivity than all four of the comparative alloys and have higher resistance to warping when subjected to a T6/T7 heat treatment.
The examples show that the alloy according to the invention is superior to the comparative alloy in all states (F, T or T7, T5).

Claims (18)

1. A die cast aluminum alloy comprising the following alloy components in weight percent: 5 to 9.5wt%, in particular 6 to 8wt% silicon; 0.0001 to 0.3wt%, in particular 0.001 to 0.3wt%, in particular 0.05 to 0.25wt%, in particular 0.07 to 0.2wt% chromium; 0.0001 to 0.3wt%, in particular 0.001 to 0.3wt%, in particular 0.05 to 0.25wt%, in particular 0.05 to 0.2wt% manganese; 0.0001 to 0.2 wt.%, in particular 0.001 to 0.15 wt.%, in particular 0.01 to 0.15 wt.% molybdenum and/or tungsten; the balance of aluminum and unavoidable impurities.
2. Die cast aluminum alloy according to claim 1, characterized in that the ratio of the sum of the molybdenum and tungsten fractions to the sum of the manganese, iron and chromium fractions is 0.1 to 0.5.
3. Die cast aluminum alloy according to claim 1 or 2, characterized in that the weight percentage is 0.25 to 0.6 wt.%, in particular 0.3 to 0.45 wt.% magnesium.
4. A die cast aluminum alloy according to claim 1,2 or 3, characterized by 0.08 to 0.35wt% zinc.
5. Die cast aluminum alloy according to any of claims 1 to 4, characterized by 0.05 to 0.3wt% zirconium.
6. Die cast aluminum alloy according to any of claims 1 to 5, characterized by 0.05 to 0.2wt% titanium.
7. Die cast aluminum alloy according to claims 5 and 6, characterized in that the ratio of the titanium fraction to the zirconium fraction is 0.8 to 4.0.
8. The die cast aluminum alloy according to any one of claims 1 to 7, characterized by 0.006wt% to 0.025wt% strontium.
9. Die cast aluminum alloy according to any of claims 1 to 8, characterized by 0.0001 to 0.2wt% vanadium.
10. Die cast aluminum alloy according to any of claims 1 to 9, characterized by 0.0001 to 0.2wt% cobalt.
11. Die cast aluminum alloy according to any of claims 1 to 10, characterized by 0.05 to 0.5 wt. -%, in particular 0.05 to 0.3 wt. -% of copper.
12. Die cast aluminum alloy according to any of claims 1 to 10, characterized by 0.05 to 0.7 wt. -%, in particular 0.05 to 0.35 wt. -% of copper.
13. Die cast aluminum alloy according to any of claims 1 to 12, characterized by 0.05 to 0.3wt%, in particular 0.1 to 0.2wt% nickel.
14. Die cast aluminum alloy according to any of claims 1 to 13, characterized in that the weight percentage is 0.0001 to 0.1wt% of tin and/or tantalum.
15. A method for heat treating a component for a motor vehicle made of a diecast aluminium alloy according to any one of claims 1 to 11, wherein the component is annealed a first time at a temperature of 320 ℃ to 470 ℃, in particular 380 ℃ to 450 ℃, for a duration of 20 minutes to 75 minutes, in particular 20 minutes to 45 minutes; next, the component is annealed a second time at a temperature of 460 ℃ to 535 ℃, in particular 490 ℃ to 520 ℃ for a duration of 5 minutes to 35 minutes, in particular 5 minutes to 20 minutes; subsequently, the component is quenched in the manner of 3K/s to 200K/s, in particular in the manner of 3K/s to 12K/s, and in particular in the manner of 80K/s to 200K/s, using air; subsequently, a first ageing treatment is carried out at a temperature of 100 ℃ to 180 ℃, in particular 120 ℃ to 170 ℃ for a duration of 40 minutes to 150 minutes, in particular 40 minutes to 90 minutes; and subsequently, a second ageing treatment is carried out at a temperature of 180 ℃ to 300 ℃, in particular 200 ℃ to 240 ℃, for a duration of 30 minutes to 120 minutes, in particular 40 minutes to 80 minutes.
16. The method according to claim 15, characterized in that the component is subjected to a third ageing treatment at a temperature of 210 ℃ to 300 ℃, in particular 230 ℃ to 260 ℃, for a duration of 5 minutes to 60 minutes, in particular 5 minutes to 30 minutes.
17. A method for heat treating a component for a motor vehicle made of a diecast aluminium alloy according to any one of claims 1 to 14, wherein the component is subjected to a coating process, in particular cathodic dip coating, at a temperature of at least 160 ℃, in particular 160 ℃ to 200 ℃, in particular 160 ℃ to 180 ℃ for a duration of 15 minutes to 30 minutes.
18. A component for a motor vehicle made of the die cast aluminum alloy according to any one of claims 1 to 14 or made according to the method according to any one of claims 15 to 17.
CN202280079732.7A 2021-12-03 2022-10-24 Die-cast aluminum alloy Pending CN118339319A (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102021131973.0 2021-12-03
DE102021131973.0A DE102021131973A1 (en) 2021-12-03 2021-12-03 Die-cast aluminum alloy
PCT/EP2022/079580 WO2023099080A1 (en) 2021-12-03 2022-10-24 Aluminium die casting alloy

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