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EP1382698B2 - Knetprodukt aus Al-Cu-Mg-Legierung für das Strukturbauteil eines Flugzeugs - Google Patents

Knetprodukt aus Al-Cu-Mg-Legierung für das Strukturbauteil eines Flugzeugs Download PDF

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Publication number
EP1382698B2
EP1382698B2 EP03356108A EP03356108A EP1382698B2 EP 1382698 B2 EP1382698 B2 EP 1382698B2 EP 03356108 A EP03356108 A EP 03356108A EP 03356108 A EP03356108 A EP 03356108A EP 1382698 B2 EP1382698 B2 EP 1382698B2
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EP
European Patent Office
Prior art keywords
product according
alloy
mpa
product
sheet
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EP03356108A
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French (fr)
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EP1382698A1 (de
EP1382698B1 (de
Inventor
Timothy Warner
Ronan Dif
Bernard Bes
Hervé Ribes
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Constellium Issoire SAS
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Constellium France SAS
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Classifications

    • 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
    • C22C21/12—Alloys based on aluminium with copper as the next major constituent
    • C22C21/16—Alloys based on aluminium with copper as the next major constituent with magnesium
    • 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
    • C22C21/12—Alloys based on aluminium with copper as the next major constituent
    • C22C21/18—Alloys based on aluminium with copper as the next major constituent with zinc
    • 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
    • C22F1/057—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 copper as the next major constituent
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T428/00—Stock material or miscellaneous articles
    • Y10T428/12—All metal or with adjacent metals
    • Y10T428/12493—Composite; i.e., plural, adjacent, spatially distinct metal components [e.g., layers, joint, etc.]
    • Y10T428/12736—Al-base component
    • Y10T428/12764—Next to Al-base component

Definitions

  • the invention relates to aircraft structural elements, in particular fuselage sheets for commercial aircraft of large capacity, made from rolled, spun or forged products made of AlCuMg alloy in the treated, solution-quenched and quenched state. cold work hardening, and having, compared with the products of the prior art used for the same application, an improved compromise between the different required use properties.
  • the fuselage of commercial aircraft of large capacity is typically made of an AlCuMg alloy sheet skin, as well as longitudinal stiffeners and circumferential frames.
  • a type 2024 alloy is used which, according to the designation of the Aluminum Association or the standard EN 573-3, has the following chemical composition (% by weight): If ⁇ 0.5 Fe ⁇ 0.5 Cu: 3.8 - 4.9 Mg: 1.2 - 1.8 Mn: 0.3 - 0.9 Cr ⁇ 0.10 Zn ⁇ 0.25 Ti ⁇ 0 15.
  • Variants of this alloy are also used. These structural elements are required to compromise between several properties such as: mechanical resistance (ie static mechanical characteristics), damage tolerance (toughness and speed of fatigue cracking), fatigue resistance (particularly oligocyclic), resistance to different forms of corrosion, fitness. In some cases, especially for supersonic aircraft, creep resistance can be critical.
  • Zr antirecrystallizer
  • the patent US 5,652,063 (Alcoa) relates to an aircraft structural element made from a composition alloy (% by weight): Cu: 4.85 - 5.3 Mg: 0.51 - 1.0 Mn: 0.4 - 0.8 Ag: 0.2 - 0.8 If ⁇ 0.1 Fe ⁇ 0.1 Zr ⁇ 0, With Cu / Mg between 5 and 9.
  • the sheet of this alloy in the T8 state has a yield strength> 77 ksi (531 MPa).
  • the alloy is particularly intended for supersonic aircraft.
  • This alloy is intended more particularly for thin fuselage sheets and has improved toughness and resistance to crack propagation compared to 2024.
  • the patent application EP 0 731 185 of the Applicant relates to an alloy, subsequently recorded under No. 2024A, of composition: Si ⁇ 0.25 Fe ⁇ 0.25 Cu: 3.5 - 5 Mg: 1 - 2 Mn ⁇ 0.55 with the relation: 0 ⁇ Mn - 2Fe ⁇ 0.2
  • the thick plates in this alloy have both improved toughness and a reduced level of residual stresses, without loss on the other properties.
  • the alloy may also contain: Zr ⁇ 0.20% V ⁇ 0.20% Mn ⁇ 0.80% Ti ⁇ 0.05% Fe ⁇ 0.15% Si ⁇ 0.10%.
  • Licences US 5,376,192 and US 5,512,112 relate to alloys of this type containing from 0.1 to 1% of silver. It should be noted that the use of silver in this type of alloy leads to an increase in the cost of production and difficulties in the recycling of manufacturing scrap.
  • the present invention aims to obtain aircraft structural elements, and in particular fuselage elements, AlCuMg alloy, having, compared with the prior art, improved damage tolerance, mechanical strength at least equal , improved corrosion resistance, and this without resorting to expensive and troublesome addition elements for recycling.
  • the subject of the invention is a wrought product, in particular a laminated, spun or forged product, made of an alloy of composition (% by weight): Cu 3.80 - 4.30, Mg 1.25 - 1.45, Mn 0.20 - 0.50, Zn 0.40 - 0.70, Zr ⁇ 0.05, Fe ⁇ 0.15, Si ⁇ 0.15, Ag ⁇ 0.01 other elements ⁇ 0.05 each and ⁇ 0.15 in total, remain Al, said product can be treated by dissolving, quenching, and cold working, with a permanent deformation of between 0.5% and 15%, preferably between 1% and 5%, and even more preferably between 1.5% and 3.5%. Cold working can be obtained by controlled pulling and / or cold processing, for example rolling or drawing.
  • the invention also relates to a structural element for aircraft construction, including an aircraft fuselage element, manufactured from such a wrought product, and in particular from such a rolled product.
  • the copper content of the alloy according to the invention is between 3.80 and 4.30%, and preferably between 4.05 and 4.30%; it is therefore in the lower half of the content range of alloy 2024, so as to limit the residual volume fraction of coarse copper particles.
  • the interval of the magnesium content which must be between 1.25 and 1.45% and preferably between 1.28 and 1.42%, is shifted downwards relative to that of the 2024.
  • the manganese content is maintained between 0.20 and 0.50%, preferably between 0.30 and 0.50, and even more preferably between 0.35 and 0.48%.
  • the implementation of the invention does not require significant addition of zirconium at a content greater than 0.05%.
  • the present invention requires careful control of the zinc content, the alloy being discharged into copper, magnesium and manganese.
  • the zinc content must be between 0.40 and 0.70%, and preferably between 0.50 and 0.70%.
  • the zinc content it is preferable for the zinc content to be at least equal to (1.2Cu - 0.3Mg + 0.3Mn - 3.75).
  • the silicon and iron contents are each maintained below 0.15%, and preferably below 0.10%, to have good toughness.
  • the person skilled in the art knows that the reduction in the content of iron and silicon improves the damage tolerance of the AlCuMg and AlZnMgCu alloys used in aircraft construction (see the article by JT Staley, "Microstructure and Toughness of High Strength Aluminum Alloys,” published in “Properties Related to Fracture Toughness,” ASTM STP605, ASTM, 1976, pp. 71-103 ).
  • the damage tolerance gain associated with the use of aluminum containing less than 0.06% of iron and silicon each is important enough to be valued.
  • the implementation of the present invention does not require that the iron and silicon content be less than 0.06% each, because in the selected composition range, the damage tolerance is very good.
  • the alloy contains no silver addition, nor any other element likely to increase the production cost of the alloy and pollute the other alloys produced on the same site by recycling manufacturing scrap.
  • the preferred method of manufacture comprises casting of plates, in the case where the product to be made is a rolled sheet, or billets in the case where it is a spun section or a forged part.
  • the plate or the billet is scalped, then homogenized between 450 and 500 ° C.
  • the hot transformation is then carried out by rolling, spinning or forging, optionally completed by a cold transformation step.
  • the laminated, spun or forged half-product is then dissolved between 480 and 505 ° C., so that this dissolution is as complete as possible, that is to say that the maximum of potentially soluble phases , in particular the precipitates Al 2 Cu and Al 2 CuMg, are effectively put back in solution.
  • the quality of the dissolution can be assessed by differential enthalpy analysis (AED) by measuring the specific energy using the area of the peak on the thermogram. This specific energy must preferably be less than 2 J / g.
  • AED differential enthalpy analysis
  • This cold working can be a controlled pull with a permanent elongation of between 1 and 5% bringing the product to a T351 state. Controlled traction with a permanent elongation of between 1.5% and 3.5% is preferred. It can also be a cold-rolled transformation in the case of sheets or stretching in the case of profiles, with a permanent elongation of up to 15%, bringing the product to state T39, or in the state T3951 if rolling or stretching is combined with traction. The product finally undergoes natural aging at room temperature. The final microstructure is generally largely recrystallized, with relatively fine and fairly equiaxized grains.
  • the product according to the present invention is well suited for use as an aircraft structural element, for example as a fuselage skin element, and especially as an element for the fuselage skin panel (skin).
  • These sheets preferably plated, have a thickness of between 1 and 16 mm, and have good resistance to intergranular corrosion and corrosion on riveted assembly. They have a breaking strength in the L direction and / or TL direction greater than 430 MPa, and preferably greater than 440 MPa, and a yield strength in the L and / or TL direction greater than 300 MPa, and preferably greater than 320. MPa.
  • the sheet according to the invention may be a sheet plated with at least one face with an alloy of the 1xxx series, and preferably with an alloy selected from the group consisting of alloys 1050, 1070, 1300 and 1145.
  • riveting is the most frequently used assembly method for fuselage skins
  • fuselage coating of plated sheets according to the invention which are particularly resistant to corrosion by galvanic coupling.
  • plated sheets which exhibit a galvanic corrosion current of less than 4 ⁇ A / cm 2 , and preferably less than 2.5 ⁇ A / cm 2 , for exposure of up to 200 hours, during corrosion tests in a riveted assembly are preferred, placing the core alloy in a non-deaerated solution containing 0.06 M NaCl and the plating alloy in 0.02 M AlCl 3 solution deaerated by nitrogen sparging.
  • Table 1 Chemical composition Alloy Yes Fe Cu mn mg Zn Cr N0 0.03 0.08 4.16 0.41 1.35 0.59 * 0,001 N1 0.03 0.08 4.00 0.40 1.22 0.63 N2 0.03 0.07 3.98 0.39 1.32 0.59 N3 0.06 0.07 4.14 0.43 1.26 1.28 * E 0.06 0.19 4.14 0.51 1.36 0.11 0,007 F 0.06 0.16 4.15 0.51 1.38 0.12 0.014 Plating 1050 0.14 0.25 0,003 0,029 0,001 0,017 * chemical analysis carried out on solutions
  • alloy plating 1050 is about 2% of the thickness.
  • alloys according to the prior art alloys E and F
  • the plates were heated to around 450 ° C and then hot rolled at the reversing mill to a thickness of about 20 mm.
  • the strips thus obtained were rolled on a tandem rolling mill with three stands to a final thickness close to 5 mm, and then wound (at temperatures of 320 ° C. and 260 ° C. respectively for alloys F and E).
  • the coil thus obtained was cold rolled to a thickness of 3.2 mm.
  • Sheets were cut, dissolved in a salt bath oven at a temperature of 498.5 ° C for a duration of 30 min (sheet E of thickness 5 mm) or 25 min (sheet F of thickness 3, 2 mm), then completed (wrinkling followed by controlled traction with a permanent elongation of between 1.5 and 3%).
  • the N0 plate has undergone the following homogenization cycle: 8h at 495 ° C + 12h at 500 ° C (nominal values) while alloys N1, N2 and N3 have been homogenized for 12 hours at 500 ° C.
  • the plates After reheating (about 18 hours at 425-445 ° C), the plates were hot-rolled (inlet temperature: 413 ° C) to a thickness of about 90 mm.
  • the N0 band thus obtained was cut in half in the direction perpendicular to the rolling direction. There were thus obtained two bands, labeled N01 and N02. These strips were rolled on a tandem hot rolling mill 3 cages to a final thickness of 6 mm (winding temperature about 320 - 325 ° C).
  • N1 and N3 alloy plate and one N3 alloy plate were hot rolled at 5.5 mm before being cold rolled to the final thickness of 3.2 mm, and another N1 alloy plate. was hot rolled to 4.5 mm before being cold rolled to the final thickness of 1.6 mm.
  • N2 alloy plate was hot rolled to a final thickness of 6 mm (tandem winding temperature 270 ° C).
  • the N01 coil did not undergo another rolling pass, while the NO2 coil was cold rolled to a final thickness of 3.2 mm.
  • the sheets once cut were dissolved in a salt bath oven (thickness 6 mm: 60 minutes at 500 ° C., thickness 3.2 mm: 40 minutes at 500 ° C., thickness 1, 6 mm: 30 minutes at 500 ° C) followed by quenching with water at about 23 ° C. After quenching, the sheets have undergone wrinkling and traction with a cumulative permanent elongation of between 1.5 and 3.5%. The waiting time between quenching and wrinkling did not exceed 6 hours.
  • the tensile strength R m (in MPa), the conventional yield stress at 0.2% elongation R p0.2 (in MPa) and the elongation at break A (in%) were measured by a tensile test according to EN 10002-1.
  • Table 2 Static mechanical characteristics sheet metal Ep [mm] Meaning L TL direction R m [MPa] R p0,2 [MPa] AT [%] R m [MPa] R p0,2 [MPa] AT [%] N01 6.0 442 336 22.8 442 323 23.5 N02 3.2 456 353 20.3 449 318 24.7 N1 1.6 455 359 20.2 434 298 21.8 N1 3.2 460 360 19.3 438 308 22.3 N2 6 471 384 19.8 462 343 19.9 N3 3.2 453 360 21.3 443 317 24.2 E 5.0 Not measured 456 341 17.7 F 3.2 454 318 19.2
  • Table 3 Results of the R curve test sheet metal Ep [Mm] meaning K r [MPa ⁇ m] for a value ⁇ a eff of 10 mm 20 mm 30 mm 40 mm 50 mm 60 mm N02 3.2 TL 81 108 129 148 164 180 N01 6.0 TL 77 105 127 144 159 173 N1 1.6 TL 102 123 138 152 164 175 N1 3.2 TL 85 110 130 147 161 175 N2 6 TL 89 117 137 153 167 179 N3 3.2 TL 91 119 139 155 168 181 F 3.2 TL 82 107 125 139 151 162 E 5.0 TL 83 105 120 132 142 151 N2 3.2 LT 84 119 145 166 184 199 N1 6.0 LT 90 122 145 163 179 193 N1 1.6 LT 92 118 138 157 174 191 N1 3.2 .
  • the product according to the invention thus has a better breaking strength in the case of a cracked panel.
  • the sheets of 2024 especially for ⁇ K ⁇ 20 MPa ⁇ m, have a cracking rate two to three times higher than for the product according to the invention. The latter therefore allows longer inspection intervals (at given mass of structure) or lightening of the fixed inspection interval structure.
  • the breaking K values for a limiting load greater than 200 MPa are greater than about 120 MPa ⁇ m for the described R curves, with apparent K (K r ) greater than about 110 MPa m.
  • K r apparent K
  • the corrosion resistance of the sheets has also been characterized. It is found that the alloy according to the invention shows intrinsically, that is to say after machining displacement, an intergranular corrosion resistance, measured according to ASTM G 110, substantially comparable to that of the reference 2024.
  • the test consists in measuring the current which is established naturally between the anode (alloy of plating placed in a cell containing a solution of AlCl 3 (0,02 M, deaerated by sparging of nitrogen)) and the cathode (alloy core placed in a cell containing a solution of NaCl (0.06 M, aerated)), a salt bridge ensuring the electrolytic contact between the two cells. Both elements (veneer and core) have the same surface (2.54 cm 2 ). The coupling current densities are recorded throughout the duration of the test. It is observed that the current reaches a plateau after about 55 hours and hardly changes during the tests (200 hours or 15 days, depending on the sample). The results are summarized in Table 6.
  • the product according to the invention (N1 and N2) has a corrosion current and a loss of mass much lower than the standard product according to the prior art. For some applications, for example structural elements for aircraft, this provides a very significant advantage in terms of service life.
  • state F From hot-rolled and possibly cold-rolled sheets (state F) of the alloy according to the invention (see example 1), several other metallurgical states were developed in the form of a size of 600 mm (L-direction) x 160 mm (TL direction) x thickness.
  • the marks ending in A, D, F and I correspond to T351 states.
  • the different samples were characterized by tensile tests (L and TL directions) as well as by toughness tests.
  • the tenacity was first evaluated in the TL and LT directions using the maximum stress R e (in MPa) and the flow energy E ec according to the Kahn test.
  • the stress Kahn is equal to the ratio of the maximum load F max that the specimen can withstand on the section of the specimen (product of the thickness B by the width W).
  • the flow energy is determined as the area under the Force-Displacement curve up to the maximum force F max supported. by the test tube.
  • the test is described in the article Kahn-Type Tear Test and Crack Toughness of Aluminum Alloy Sheet, published in Materials Research & Standards, April 1964, p. 151-155 .
  • the test specimen used for the Kahn toughness test is described, for example, in the "Metals Handbook", 8th Edition, Vol. 1, American Society for Metals, pp. 241-242 .
  • the tenacity was also approached for sheets of thickness 6 mm, using a curve-type test R, in the TL direction, but on smaller specimens than that described in Example 1.
  • Table 8 Static mechanical characteristics landmark Maturation Traction Static characteristics sense L Static characteristics TL sense R m [MPa] R p0,2 [MPa] AT [%] R m [MPa] R p0,2 [MPa] AT [%] N0A ⁇ 2h 2% 450 345 21.6 444 307 23.7 N0B ⁇ 2h 4% 456 369 21.4 448 322 21.1 N0C ⁇ 2h 6% 464 394 17.6 453 339 18.2 N0D 24 2% 457 351 22.1 449 313 23.2 N0E 24 6% 473 413 18.7 464 352 18.6 N0F ⁇ 2h 2% 433 334 22.5 432 297 21.5 N0G ⁇ 2h 4% 437 353 22.3 436 308 21.1 N0H ⁇ 2h 6% 443 375 19.5 443 324 20.9 N0I 24 2% 440 338 24.1 443
  • Sheets made according to Example 2 were subjected to a 5% cold work (by controlled pulling) after quenching.
  • Tables 10 and 11 show the results of the characterizations.
  • Table 10 Static mechanical characteristics sheet metal Ep [mm] Meaning L TL direction rm [MPa] R p0,2 [MPa] AT [%] rm [MPa] R p0,2 [MPa] AT [%] N1 1.6 468 404 20.1 456 341 20.6 N1 3.2 472 408 18.2 464 348 19.3 N2 6 488 422 19.1 475 368 20.2

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Claims (23)

  1. Knetprodukt, insbesondere Walz-, Strangpress- oder Schmiedeprodukt aus AlCuMg-Legierung, dadurch gekennzeichnet, dass es enthält (Gew.-%):
    Cu: 3,80 - 4,30 Mg: 1,25 - 1,45 Mn: 0,20 - 0,50 Zn: 0,40 - 0,70 Fe < 0,15 Si < 0,15 Zr ≤ 0,05 Ag < 0,01,
    weitere Elemente jeweils < 0,05 und insgesamt < 0,15, Rest Al.
  2. Produkt nach Anspruch 1, mit Cu 4,05 - 4,30.
  3. Produkt nach Anspruch 1 oder 2, mit Mg 1,28 - 1,42.
  4. Produkt nach irgendeinem der Ansprüche 1 bis 3, mit Mn 0,30 - 0,50 und bevorzugt Mn 0,35 - 0,48.
  5. Produkt nach irgendeinem der Ansprüche 1 bis 4, mit Zn 0,50 - 0,70.
  6. Produkt nach irgendeinem der Ansprüche 1 bis 5, mit Fe < 0,10.
  7. Produkt nach irgendeinem der Ansprüche 1 bis 6, mit Si < 0,10.
  8. Produkt nach Anspruch 1, mit
    Cu < 4,20 Mg < 1,38 Mn < 0,42 Zn ≥ (1,2 Cu - 0,3 Mg + 0,3 Mn - 3,75).
  9. Produkt nach irgendeinem der Ansprüche 1 bis 8, dadurch gekennzeichnet, dass es lösungsgeglüht, abgeschreckt und kaltverfestigt wurde mit einer bleibenden Verformung zwischen 0,5 und 15 %, bevorzugt zwischen 1 und 5 % und besonders bevorzugt zwischen 1,5 und 3,5 %.
  10. Produkt nach irgendeinem der Ansprüche 1 bis 9, dadurch gekennzeichnet, dass das Produkt ein Blech ist mit einer Dicke zwischen 1 und 16 mm.
  11. Produkt nach irgendeinem der Ansprüche 1 bis 10, dadurch gekennzeichnet, dass das Blech ein wenigstens einseitig mit einer Legierung der Serie 1xxx und bevorzugt mit einer aus der Gruppe der Legierungen 1050, 1070, 1300 und 1145 gewählten Legierung plattiertes Blech ist.
  12. Produkt nach irgendeinem der Ansprüche 1 bis 11, dadurch gekennzeichnet, dass seine Bruchfestigkeit in Längsrichtung und/oder Quer-Längsrichtung größer als 430 MPa und bevorzugt größer als 440 MPa ist.
  13. Produkt nach irgendeinem der Ansprüche 1 bis 12, dadurch gekennzeichnet, dass seine Elastizitätsgrenze in Längsrichtung und/oder Quer-Längsrichtung größer als 300 MPa und bevorzugt größer als 320 M Pa ist.
  14. Produkt nach irgendeinem der Ansprüche 1 bis 13, dadurch gekennzeichnet, dass seine Bruchdehnung in Längsrichtung und/oder Quer-Längsrichtung größer als 19 % und bevorzugt größer als 20 % ist.
  15. Produkt nach irgendeinem der Ansprüche 1 bis 14, dadurch gekennzeichnet, dass seine Schadentoleranz Kr, berechnet aus einer nach ASTM E 561 bei einem Wert Δ aeff von 60 mm erhaltenen Kurve R, größer als 165 MPa√m in Quer-Längsrichtung und Längs-Querrichtung ist.
  16. Produkt nach irgendeinem der Ansprüche 1 bis 15, dadurch gekennzeichnet, dass seine Schadentoleranz Kr, berechnet aus einer nach ASTM E 561 bei einem Wert Δaeff von 60 mm erhaltenen Kurve R, größer als 180 MPa√m in Längs-Querrichtung ist.
  17. Produkt nach irgendeinem der Ansprüche 1 bis 16, dadurch gekennzeichnet, dass seine Rissausbreitungsgeschwindigkeit da/dn, ermittelt nach der Norm ASTM E 647 in Quer-Längsrichtung oder Längs-Querrichtung bei einem Lastverhältnis R = 0,1 und einem Wert ΔK von 50 MPa√m, kleiner als 2,5 10-2 mm / Zyklus und bevorzugt kleiner als 2,0 10-2 mm / Zyklus ist.
  18. Plattiertes Blech nach irgendeinem der Ansprüche 1 bis 17, dadurch gekennzeichnet, dass der galvanische Korrosionsstrom geringer ist als 4µA/cm2 bei einer Expositionszeit von bis zu 200 Stunden während Korrosionsprüfungen in einer Nietverbindung, bei denen die Kernlegierung in eine belüftete Lösung mit 0,06 M NaCl und die Plattierungslegierung in eine durch Stickstoffspülung entlüftete Lösung mit 0,02 M AlCl3 eingebracht wird.
  19. Plattiertes Blech nach Anspruch 18, dadurch gekennzeichnet, dass der galvanische Korrosionsstrom geringer ist als 2,5µA/cm2.
  20. Strukturbauteil für ein Luftfahrzeug, hergestellt aus mindestens einem Produkt nach irgendeinem der Ansprüche 1 bis 19.
  21. Strukturbauteil nach Anspruch 20, dadurch gekennzeichnet, dass das Strukturbauteil ein Rumpfhautbauteil ist.
  22. Verfahren zur Herstellung eines Knetproduktes nach einem der Ansprüche 1 bis 19 mit folgenden Schritten:
    (a) Gießen einer Platte oder eines Pressbarrens
    (b) Homogenisierung zwischen 450°C und 500°C
    (c) Warmumformung durch Strangpressen, Walzen oder Schmieden
    (d) eventuell eine Kaltumformung
    (e) Lösungsglühen zwischen 480°C und 505°C
    (f) Abschrecken
    (g) Kaltverfestigung, bei der eine bleibende Verformung zwischen 0,5 % und 15 % entsteht.
  23. Verfahren nach Anspruch 22, bei dem die Kaltverfestigung so durchgeführt wird, dass eine bleibende Verformung zwischen 1 und 5 % und bevorzugt zwischen 1,5 und 3,5 % entsteht.
EP03356108A 2002-07-11 2003-07-09 Knetprodukt aus Al-Cu-Mg-Legierung für das Strukturbauteil eines Flugzeugs Expired - Lifetime EP1382698B2 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE60300004T DE60300004T3 (de) 2002-07-11 2003-07-09 Knetprodukt aus Al-Cu-Mg-Legierung für das Strukturbauteil eines Flugzeugs

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0208737A FR2842212B1 (fr) 2002-07-11 2002-07-11 Element de structure d'avion en alliage a1-cu-mg
FR0208737 2002-07-11

Publications (3)

Publication Number Publication Date
EP1382698A1 EP1382698A1 (de) 2004-01-21
EP1382698B1 EP1382698B1 (de) 2004-05-26
EP1382698B2 true EP1382698B2 (de) 2013-01-09

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EP (1) EP1382698B2 (de)
AT (1) ATE267885T1 (de)
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FR (1) FR2842212B1 (de)

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US20040086418A1 (en) 2004-05-06
DE60300004T3 (de) 2013-06-20
EP1382698A1 (de) 2004-01-21
US7993474B2 (en) 2011-08-09
FR2842212B1 (fr) 2004-08-13
DE60300004T2 (de) 2005-01-20
ES2220902T5 (es) 2013-05-09
FR2842212A1 (fr) 2004-01-16
ATE267885T1 (de) 2004-06-15
DE60300004D1 (de) 2004-07-01
US7294213B2 (en) 2007-11-13
EP1382698B1 (de) 2004-05-26
US20080210350A1 (en) 2008-09-04
ES2220902T3 (es) 2004-12-16

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