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Introduction
Considerable eort is being directed to reducing the weight of aerospace
structures and their associated manufacturing costs. Derivatives from
current aluminium alloys are being developed to provide materials for low
fatigue crack propagation rate and damage tolerance design. For titanium
alloys the target is a better balance between strength and fracture toughness
and higher fatigue resistance. Process technology is being improved to
produce one-piece complex conguration parts, to reduce assembly costs
and to reduce weight through fewer parts. For future structures, such as in
supersonic transport, further developments in forming technology for lightweight heat resistant materials will be needed.
Materials
Aluminium alloys
Generally the fracture toughness of 2024 is improved by decreasing the volume
fraction of constituent particles (Cu2 FeAl17 , Mg2 Si etc.), and fatigue crack
growth rate at high applied stress intensity K is reduced with improved fracture toughness [13]. Investigation shows that: (a) fracture toughness is
proportional to the square root of the spacing of the constituent particles;
(b) fatigue crack growth rates at low and medium K depend on the size of
dispersoids (Cu2 Mn3 Al20 ); and (c) coarse dispersoids reduce the fatigue
crack growth rate. Both fracture toughness and fatigue crack growth rate
are thus improved by careful control of constituent and dispersoid particles.
Current Approach
Properties
Fracture Toughness
Fatigue Crack
Growth Rate
Control of
Microstructure
Alloy Composition
Amount of
Constituent
Amount of
Fe+Si
MHI/KSL Approach
Properties
Fracture Toughness
Fatigue Crack
Growth Rate
Control of
Microstructure
Alloy Composition
and Process
Amount of
Fe, Si, Cu
Size of
Dispersoid
Amount of Mn
Homogenizing Condition
Figure 2.1. New approach to improving fracture toughness and fatigue crack growth rate.
Figure 2.2. Fracture toughness of 2X24 improved by 20% compared with 2024.
Figure 2.3. Fatigue crack growth rate of 2X24 improved by 50% compared with 2024.
shows approximately 20% higher fracture toughness than 2024 without loss
of tensile yield strength, because of an increased spacing of constituent
particles in the microstructure. At the same time 2X24 shows approximately
50% lower fatigue crack growth rate over the whole range of K. From
scanning electron microscope observations of the fracture surfaces of fatigue
test specimens, narrow and wavy striation patterns are observed. Coarse
dispersoids are associated with the waviness, showing that they obstruct
the crack propagation.
Figure 2.4. Crack growth simulation, showing the possibility of reducing the skin gauge by
21% compared with 2024.
Aluminum
11%
Composites
35%
Titanium
33%
Others
16%
Steel
5%
Process technology
General
Many unique manufacturing methods have been used to produce aerospace
components. Techniques have been developed to optimize dicult-to-work
materials and complicated component congurations, resulting from a
pursuit of ultimate lightweight structures. On the other hand, manufacturing
cost savings are a universal requirement even when there is a limited amount
of parts production. Die-less forming has been used extensively to reduce
manufacturing costs. Peen forming of complex curvature wing panels, roll
forming of stringers and/or frames, and chip forming of the cylindrical
skins of rocket tanks and/or skin panels of airliners are typical examples of
representative die-less forming used in the aerospace industries. Aerospace
applications also require integrated components, large-size structures and
panel thickness control to achieve ultimate weight reduction. Superplastic
forming and roll forming are typical examples of technologies combining
die-less forming with integrated manufacture and thickness control to
achieve substantial cost saving and weight reduction.
Superplastic forming
Superplastic forming was developed as a technology to form integrated single
piece structures, which could replace assembled structures with intricate detail
and fasteners, by making the most of the exceptional formability of superplastic materials. Superplastic forming can reduce the numbers of parts and
fasteners, which leads to considerable cost saving and weight reduction.
Figure 2.9 [6] shows a superplastic formed inner skin made of 7475 aluminium
alloy, which is to be put together with an outer skin of the same material to
form an access-door panel. The conventional door panel consists of 15 to 25
detailed parts assembled with many fasteners. In this particular case, more
than 20% weight reduction and 40% cost saving was achieved by using superplastic forming compared with the conventional manufacturing methods.
Superplastic formed parts can have as close a tolerance as machined parts,
allowing the manufacture of elaborate components like fuel tanks, which
require high accuracy and thin wall thickness. Figure 2.10 [7] shows a teardrop
shaped fuel tank for a satellite fabricated by superplastic forming and electron
beam welding. The fuel tank is made of Ti-6Al-4V and has the optimum thickness distribution leading to exceptional weight reduction. The spherical area
has a constant thickness of 0.75 mm and the cone area has a thickness distribution varying from 0.93 to 0.56 mm corresponding to the curvature. Since
superplastic forming is necessarily accompanied by non-uniform thin out,
Figure 2.10. Teardrop shaped fuel tank for a satellite with the optimum thickness
distribution.
Figure 2.11. Missile n made of a SiC whisker-reinforced 7075 composite which replaced
the conventional n with weight reduction of more than 50%.
the stock sheets were machined to provide suitable thickness distribution after
forming.
Superplastic behaviour has been of great importance as a forming
technology for dicult-to-work materials such as metal matrix composites
and intermetallic compounds. Superplastic forming has enabled advanced
but less workable materials to be plastically formed and therefore become
cost competitive, facilitating the practical use of high performance materials
and improving the performance of many aerospace components. Figure 2.11
[6] shows a missile n fabricated by superplastic forming of SiC whiskerreinforced 7075 composites, which replaced the conventional n with a
weight reduction exceeding 50%. The next generation of aerospace
components will require further weight reduction and cost saving, and the
combined process of superplastic forming and diusion bonding is a promising technology. The fabrication of various kinds of sandwich panel has been
under development, focusing on the way to combine superplastic forming
with diusion bonding and the edge structure needed to join panels to
each other. Figure 2.12 shows a hollow fan blade fabricated by 4-sheet
superplastic forming/diusion bonding, and a at panel with the same core
structure.
Roll forming
Stringer and frames, major components of aircraft structure, are manufactured by machining from extrusions or by roll forming from sheet.
Figure 2.13 [8] shows a roll-formed stringer having an optimum thickness
Figure 2.12. Hollow fan blade fabricated by 4-sheet superplastic forming/diusion bonding and core structure.
Figure 2.13. Taper-rolled stringer with controlled thickness corresponding to stress distribution.
Figure 2.14. Dependence of the threshold stress for stress corrosion cracking on the aspect
ratio of grains.
Summary
Recently, new metallic materials technologies have been developed to
enhance lightweight structure and reduce costs in aerospace applications.
References
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