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How to deal with the challenges of processing aviation special alloy parts more efficiently? You are here: Home — How to deal with aviation special alloy parts more effectively?
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How to deal with the challenges of processing aviation special alloy parts more efficiently?
阅读: 0 Posted by: 2014-1-9 16 : 52 : 08Read : 0 times

Titanium alloy, Inconel nickel-based alloy and other high-strength heat-resistant alloys and carbon fiber-reinforced composite materials are replacing traditional aluminum alloys, becoming the primary materials for aviation engineering applications. At present, there are about 17,000 passenger and cargo aircraft in operation around the world, and the sky seems to be getting more and more congested. The professor guessed that by 2025, 25,000 new aircraft would be needed. Although the development is rapid, aviation operations still face difficulties such as rising prices of raw materials, increasing use of difficult-to-process materials, and limited production capacity. In order to provide new and reliable processing plans, new processing strategies need to be adopted. . Aviation parts manufacturers often need to process multiple materials compounded on the same part, because a metal (such as titanium) can be sandwiched between multiple layers of compound materials to enhance the stability of the composite layout.

As airlines seek to significantly reduce fuel consumption, lightweight layouts are becoming standard and standard. For example, Lufthansa expects the aircraft's per capita fuel consumption to reach 1.25 gallons (that is, 1.25 gallons per passenger flying 100 miles). However, to complete this policy, it is a valuable question for the part maker. Due to the processing requirements of light data, large-scale funding for new machine tools and cutting plans can be included. The production line consisting of machine tools (with six or more axes) is converted to process parts on a single piece of equipment in the middle of the selection process to improve processing flexibility. However, these costs can be offset by choosing the first new processing concept.

In today's aircraft manufacturing operations, extending tool life and maximizing process reliability is critical. In addition to the processing of challenging workpiece data, it is also required to complete a processing rate of up to 90%. In other words, it is necessary for the processing machine to use 90% of the time for cutting.

Uncovering processing potentials that fit economic norms

Many aviation parts still need to be machined from a single blank. There is a reason to do this, because these parts are not only affected by extreme environmental conditions, and generally require high mechanical stress. In order to eliminate the occurrence of fragmentation of these parts, And other damage capabilities, it is necessary to release the stress to a large extent, and this can be completed by processing the part with a blank, but to complete the processing of this part, it often requires a lot of man-hours.

So, is there any way to improve productivity? Considering that the cutting speed is closely related to the tool load, it is necessary for the part manufacturer to process within the certain speed limit. They can't hope for a breakthrough development of the processing speed of most difficult-to-machine materials. For example, when machining titanium alloys, increasing the cutting speed from 150sfm to 200sfm is now considered to be high-speed cutting.

Therefore, for users, the only way to realize new potential is to change the processing strategy. Just a few years ago, machining in the aerospace industry was still dominated by the use of high-speed steel tools, and the applicable cutting speed was lower than that of cemented carbide tools. However, following the concession of the traditional high-speed steel tool materials, all carbide tools and indexable tools have entered the aerospace industry with the advantage of improving productivity. However, this requires investment in new machine tools or costly upgrades to existing machine tools to provide the rigidity required for the use of more brittle carbide tools and the higher cutting parameters of suitable carbide tools for processing. This poses a serious problem for the producers, who find that it takes too long to complete the demand for capital return.

A simple switch to a more advanced tool can no longer be enough to deal with this problem. Therefore, tool makers are working with machine tool makers and end users to start from the beginning of the production development process and consider the entire production process.

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In the automotive industry, tool makers have been involved from the early stages of product development.

Unlike this, the aerospace product processing professor of the tool maker is generally required to be involved after the product development is completed, which is largely determined by the inherent tradition of the profession.

In the past few decades, airlines have paid little attention to capital, because flying safety is the most important thing to guarantee at all costs. But with the beginning of globalization and the sharp increase in bargaining air tours, the age of disregarding capital is now over. The aviation industry is gradually realizing that although flying safety is the most important element, it should also be completed at an acceptable lower cost. This puts tremendous pricing pressure on aircraft manufacturers and component suppliers. They are eager to learn from other occupations (especially automotive manufacturing operations). The biggest challenge is to compete with low-cost Asian manufacturers. .


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