O processo industrial não-contínuo de zincagem por imersão a quente (ZIQ) pode ocasionar a contaminação superficial do aço-carbono zincado por imersão a quente (AZIQ) com resíduos de cloreto. Estes resíduos, se não forem efetivamente eliminados, podem influenciar negativamente no desempenho dos esquemas de pintura dos sistemas dúplex (zincagem mais pintura). Sabe-se que no processo de ZIQ, a cromatização é amplamente utilizada, entretanto, o efeito que este pós-tratamento exerce no desempenho dos esquemas de pintura ainda não é bem estabelecido. Neste contexto, este trabalho teve como objetivos: I - verificar o grau de contaminação no AZIQ com sal de cloreto devido ao próprio processo de ZIQ; II - verificar os efeitos da contaminação com sal de cloreto e da cromatização do processo ZIQ no desempenho de tintas aplicadas sobre o AZIQ; e III – determinar pré-tratamentos para pintura adequados para o bom desempenho das tintas aplicadas sobre o AZIQ. A metodologia adotada para alcançar o objetivo I envolveu a zincagem de chapas de aço-carbono em diferentes prestadores de serviço de ZIQ, em diferentes condições. Estas chapas zincadas foram analisadas por microanálise química qualitativa por espectrometria de dispersão de energia (EDS) em microscópio eletrônico de varredura (MEV) e pela determinação dos teores de cloreto superficiais, por método de extração com água em ebulição. A partir dos resultados obtidos para se alcançar o objetivo I, foi possível definir as condições no processo de ZIQ que potencialmente causam maior contaminação da superfície do AZIQ com sal de cloreto. Assim, para se alcançar os objetivos II e III, chapas de aço-carbono foram zincadas naquelas condições de máxima contaminação com sal de cloreto e parte delas foi submetida ao pós-tratamento de cromatização. Em seguida, uma grande parte destas chapas zincadas (cromatizadas ou não) foi submetida aos pré-tratamentos para pintura de desengraxe com solvente orgânico, de hidrojateamento a alta pressão, de jateamento abrasivo ligeiro e de ação mecânica com esponja abrasiva e água quente. Finalmente, as chapas zincadas, incluindo as não submetidas aos pré-tratamentos, foram pintadas com uma demão de tinta de aderência mais uma demão de tinta de acabamento. As chapas zincadas e pintadas foram submetidas a ensaios acelerados (imersão em água destilada e exposição em câmara de umidade saturada) e não-acelerados de corrosão (exposição em estação de corrosão atmosférica) e avaliadas por meio dos ensaios tradicionais de acompanhamento de desempenho (grau de empolamento e ensaios de aderência de tinta) e eletroquímicos (medida de potencial de circuito aberto, curva de polarização e espectroscopia de impedância eletroquímica – E.I.E.). Algumas chapas zincadas, antes da pintura, foram submetidas aos ensaios de caracterização física (exame microestrutural e morfológico em MEV e rugosidade superficial), química microanálise por EDS, difração de raios X e teor de cloreto superficial pelo método de extração com água em ebulição) e eletroquímica. Os resultados obtidos, neste estudo, permitiram verificar que a aplicação adicional de sal cloreto de amônio sólido durante o processo de ZIQ tende a aumentar o grau de contaminação superficial do AZIQ com cloreto e, as etapas de resfriamento e/ou de cromatização do processo também contribuem para esta contaminação. No geral, o desempenho do AZIQ cromatizado teve desempenho inferior em relação ao não-cromatizados. O hidrojateamento a alta pressão e a lavagem com água e ação mecânica foram os prétratamentos que proporcionaram os melhores desempenhos dos esquemas de pintura. / The batch galvanizing process (BGP) can lead to surface contamination of hot-dip galvanized steel (HDGS) with chloride residues. If these residues are not effectively eliminated, they can influence negatively on the performance of duplex systems (galvanizing plus painting). It is known that the chromate quenching is widely used in the BGP, however the effect of this post-treatment on the performance of duplex systems is not well established yet. In this sense, this work aimed: I – to verify the contamination degree of HDGS with chloride salt due to the BGP itself; II – to verify the effects of the chloride salt contamination and chromate quenching on the performance of paints applied on HDGS; and III – to determine the suitable surface preparation for painting in order for obtaining a good paint performance applied on HDGS. The adopted methodology to achieve goal I involved the galvanizing of steel plates in different service renderings with BGP, in different conditions. These HDGS plates were submitted to the qualitative energy dispersive microanalyses (EDS) in scanning electron microscopy (SEM) and to the determination of superficial chloride contents by the boiling water extraction method. From the obtained results, the conditions in the BGP that potentially lead to greater surface contamination of HDGS with chloride salt were determined. Thus, to achieve goals II and III, steel plates were galvanized under the maximum chloride salt contamination condition and part of them were submitted to chromate quenching. After that, a great part of these HDGS plates (chromated or non chromated quenching) was submitted to the surface preparations for painting through organic solvent cleaning, high pressure hydroblasting, sweep blasting and handled scrub cleaning with an abrasive sponge and hot distilled water. Finally, the HDGS plates, including those not submitted to the surface preparations for painting, were painted with one coat of primer plus one coat of finishing paint. The HDGS painted plates were submitted to accelerated (distilled water immersion and humidity chamber exposure) and non accelerated (atmospheric exposure) corrosion tests and their performance were verified by means of traditional tests (degree of blistering and paint adhesion) and electrochemical measurements (open circuit potential, polarization curve and electrochemical impedance spectroscopy – E.I.S.). Before painting, some HDGS plates were submitted to tests for physical (microstructural and morphological analyses in MEV and surface roughness), chemical (EDS, X-ray diffraction and superficial chloride contents by the boiling water extraction method) and electrochemical characterization. The obtained results allowed verifying that the additional application of solid ammonium chloride salt during the BGP tends to increase the degree of superficial chloride contamination of the HDGS and, the water and/or chromate quenching also contribute for this contamination. In general, the chromated HDGS presented worst performances. The high pressure hydroblasting and the handled scrub cleaning with an abrasive sponge and hot distilled water were the surface preparations for painting that provided the best performances of paint systems.

L’essai de type simple recouvrement est très largement utilisé dans l’industrie automobile pour évaluer la compatibilité entre une tôle d’acier et une colle. Dans ce cadre, deux critères de validation ont été définis par les constructeurs automobiles : un chargement à rupture minimum, et un facies de rupture cohésif. La rupture au niveau de l’interface colle/acier (rupture interfaciale), ne permet pas d’attester d’une bonne adhésion entre la colle et la tôle, elle n’est donc pas acceptée. Ainsi dans certains cas, l’assemblage n’est pas validé à cause de son faciès de rupture, même s’il démontre une résistance mécanique élevée. Une meilleure compréhension du phénomène de rupture interfaciale permettrait d’adapter le cahier des charges des constructeurs automobiles. Le premier objectif de la thèse a été de comprendre les mécanismes de rupture qui peuvent engendrer une rupture interfaciale. Des études expérimentales et numériques ont montré que la rigidité de la tôle a une forte influence sur la cinématique de déformation de l’éprouvette (rotation, plasticité de la tôle, effet de bords), et qu’elle influe beaucoup sur le faciès de rupture. La déformation plastique de la tôle semble être un paramètre-clef favorisant la rupture interfaciale. En effet, une étude à l’échelle microscopique sur la structure hétérogène du revêtement galvanique de la tôle a mis en évidence la présence de déformations localisées très importantes, qui semblent capable d’endommager l’interface collée. Le second objectif de la thèse a été de caractériser mécaniquement une interface tôle/adhésif. Deux méthodes complémentaires ont été proposées. La première consistait à caractériser l’interface dans des conditions « pures » de sollicitation, grâce à l’essai Arcan modifié. La seconde méthode a permis d’évaluer la capacité de l’interfaces à résister à un effet de bord, grâce à un essai de flexion trois points sur une éprouvette en coin. / The single lap-shear test is widely used by carmakers to characterize the adhesion of bonded joints. Two criteria govern the validation of the adhesion properties in the bonded joints: the shear strength and the failure mode which has to be cohesive. However, in some special cases, particularly when thin mild galvanized steel substrates were bonded with structural toughened adhesive, an interfacial pattern is obtained instead of cohesive failure. So the bonded assembly is not accepted even if its shear load at failure is high. A better understanding of the interfacial failure is required to adapt the carmakers specifications. The first objective of the PhD thesis was to analyze the critical phenomenon which favor the interfacial failure during single lap test. Substrate rigidity has significant effect on the failure pattern, because it influences the kinematic of deformation of the sample (rotation, steel plasticity, edge effect). Steel plasticity has been identified as a key factor for interfacial failure. The galvanized coating of the steel has a heterogeneous structure, which generate significant heterogeneous strain that could damage the interface. The second objective was to characterize the strength of the substrate-adhesive interface. Two methods have been proposed. The first one enable to measure the strength of an interface which homogeneous loading without edge effect (modified Arcan test). In the second method, the interface capability to resist to edge effects has been assessed. Thus, three different interfaces have been characterized using a three point bending test and thanks to an optical microscopy in situ analysis.

Foram estudados dois tipos de aços, aço convencional ZAR 230 (ZAR - Zincagem de alta resistência) e aço microligado ZSTE 380 (segundo norma SEW 093), sendo que foram avaliadas as suas propriedades mecânicas visando a substituição do aço convencional por aço microligado na estrutura tubular de uma carroceria para veículos de transporte coletivo de passageiros. O aço convencional vem sendo utilizado pela indústria de carrocerias há vários anos, já o aço microligado é utilizado basicamente em estruturas específicas que requeiram boas propriedades mecânicas e conseqüentemente redução de peso. A análise de viabilidade para a substituição de aço convencional por aço microligado em um módulo estrutural completo requereu uma série de ensaios: ensaios padronizados em laboratório foram executados para avaliação de suas principais propriedades mecânicas e químicas; ensaios de nós estruturais submetidos a uma carga forneceram informações para o uso em software de elementos finitos tanto para execução de cálculos estruturais, quanto para calibração de resultados. Os módulos estruturais foram preparados de acordo com as regulamentações ECE R66-00 (mercado europeu) e CONTRAN 811/96 (mercado brasileiro) e foram ensaiados exaustivamente até se obter o melhor resultado de deslocamento comparativamente aos dois materiais analisados. A validação da estrutura tubular foi obtida com a utilização do software Ansys Workbench 9.0 e a confecção de estrutura representativa de uma carroceria ensaiada conforme regulamentação CONTRAN 811/96. / Two kinds of steel were studied, conventional steel ZAR 230 (a standard for high strength galvanizing) and microalloyed steel ZSTE 380 (according to the regulation SEW 093). The study of its mechanical properties aimed to replace the steel for microalloyed steel in bodywork s tubular structure for collective transport vehicles of passengers. The conventional steel has been used for the bodywork industry for years, and the microalloyed steel is basically used in specific structures, those who require good mechanical properties and mass reduction. The analysis of the feasibility for the replacement of conventional steel for microalloyed steel in a complete structural model requires a series of tests. Lab tests were done to evaluate their main mechanical and chemical properties. The tests of the structural nodes and the structural behaviour when subjected to a load provided information to be used in the finite elements method software to do structural calculation and to calibrate the results. The structural modules were prepared according to the regulations ECE R66-00 (European market) and CONTRAN 811/96 (Brazilian market) and these modules were tested exhaustively to achieve the best displacement between the two materials that were analysed comparatively. The validation of the tubular structure was obtained using the software Ansys Workbench 9.0 and the production of the representative structure of a bodywork tested according the regulation CONTRAN 811/96.

La nouvelle génération de revêtement métallique à base de zinc, aluminium et magnésium (ZM) développée par ArcelorMittal permet une meilleure résistance à la corrosion pour une épaisseur plus faible que les aciers galvanisés standard du type GI. Toutefois, leur homologation pour l’utilisation dans des assemblages collés dans le secteur automobile pose problème car, contrairement au système adhésif crash/GI, des ruptures adhésives sont observées lors du test de traction-cisaillement d’un assemblage adhésif crash/ZM. Ce travail a visé à comprendre la ou les raison(s) de ces ruptures adhésives afin de proposer des solutions industrielles pour y remédier. Pour cela, une stratégie multi-technique et multi-échelle (XPS, IRRAS, Raman, AFM, …) a été mise au point afin de caractériser la surface métallique et ses oxydes, les interactions de ces derniers et les composants réactifs de l’adhésif à savoir la résine (DGEBA) et le durcisseur (DDA), et le système complet adhésif/ZM. Nous avons montré que la chimie de surface du ZM est bien plus complexe que celle du GI et est dominée par des phases riches en magnésium et très peu par des oxydes/hydroxydes de zinc contrairement au GI d’où une réactivité différente vis-à-vis de la DGEBA et la DDA. En particulier le piégeage de la DDA par interaction avec le magnésium perturbe la réticulation dans une interphase chimique ainsi que l’interaction du réseau polymérique avec la silice colloïdale et les charges à base de calcium dans une interphase mécanique affaiblissant la mécanique d’ancrage de l’adhésif. Divers solutions telles que l’application d’un traitement de surface sont proposées pour remédier à cet effet négatif du magnésium / New generation of metallic coatings based on zinc, aluminum and magnesium chemistry (ZM) developed by ArcelorMittal allows a higher corrosion resistance with a thinner layer than standard galvanized steel GI. However, its homologation for bonding structure application in automobile sector is a problem because of observation of adhesive failure after lap shear test with crash adhesive unlike GI coatings. This work’s aim is to understand the reason(s) behind the adhesive failure in order to resolve this problem by proposing industrial solutions. Thus, a multi-technical and multi-scale strategy (XPS, IRRAS, Raman, AFM,… ) was developed to characterize the metallic surface and its oxides, interactions between these oxides and the reactive components of the adhesive, namely the epoxide resin (DGEBA) and the hardener (DDA) and finally the whole system, i.e. ZM/adhesive. It was demonstrated that ZM surface chemistry is far more complex than GI surface chemistry and is dominated by rich magnesium phases and low in zinc oxides/hydroxides unlike GI leading to a different reactivity towards DGEBA and DDA. In particular, the DDA trapping by interaction with magnesium disrupts reticulation process in a chemical interphase and interaction of the polymeric network with colloidal silica and mineral fillers (calcium types) in a mechanical interphase which is weakening the adhesive mechanical anchoring. Several solutions like application of surface treatments can be proposed to solve the negative effect of magnesium