There is no doubt that the cost of producing the next generation of transport aircraft it is possible for more, so that operations of the airline will sell a remunerative price, allows. Advanced design concepts must be developed to achieve the goal of reduced production costs.
current design practice for aluminum structures is the use of semi-finished and is based on four main categories are purchased in the following product form:
-Forged 6%
- Extruded 13%
- Thin sheets of 17%
- Thickness of layers 64%
Obviously the use of plates of thickness for a large portion remains within the full amount of aluminum products needed. However, large quantities of raw materials lacking in most current applications processed at an extremely high level in order to buy on the fly report.
Cost reduction design of aluminum components, rather than using aluminum plates of thickness and increase the use of profiles and forgingsor enter into new production technology to keep buying the fly ratio as small as possible. extensive research and technology programs have been initiated several years ago to buy the Airbus system and validate the necessary progress in the production of the most promising techniques, such as
- Aluminum Castings
- Integral extruded wing and fuselage panels
- Welded structures.
Just to name a few dominant
Casting is theconsistent "form" process of near-net. The potential for savings is significant for the casting of aluminum alloys. Because of good quality surface, almost no finishing is required.
The success story is a big A320 loading door, which has already resulted in a study of industrial applications for the A340-600 Airbus passenger door.
Extruded plates for hull structures built with welded beams or, alternatively to compare cross very positiveToday riveting in terms of weight and cost reduction. On riveted structures, there is a significant additional volume of material cross and skin thickness, as well as offset the rivet holes.
Currently, the partners to produce Airbus fuselage structures traditionally have large investments in machinery C02 laser beam welding for the production of full panels, about 4 feet wide and about 10 m long done. First test panels are designed to streamline the process andto collect statistical information. welding speed of 15m/min to a high speed and high degree of automation in the face of lower production costs 20% to enable the automatic process of riveting.
Sheet of aluminum foil.
For wing structures technology for heavy and long extruded sheets was investigated. This principle has long been used by Russian aerospace, primarily designed for large Antonov transport plane.
The large wings at 124Structure, for example, is extruded along 44 to up to 28m. Indeed, the change is still necessary to some extent, but initial investigations show a double victory, which could be achieved by reducing buy-to-fly-values, as well as greater structural efficiency than conventional riveted structures.
Airbus wing design provides outstanding aerodynamic performance. But achieving this requires the use of wings complex double curvature, particularly near the mainThickness, where the largest. This is a challenge, production, testing whether our skin with stiffeners being attached or fully rigid panels. A process called Adaptive Creep Forming (ACF) is Airbus' industrial partners in a consortium with various research organizations, the Group for quick precise form of structure with adaptive control software Tooling has developed. The process of ACF also supports our automated wing box assembly. ThisSystem currently being demonstrator is a jig-less mounting without tools for high throughput scanning machine together with visual feature detection and location of the laser. This manufacturing process promises to maximize the use of factory equipment. It provides for the production and greater flexibility to introduce or develop new products that are exclusively within the machine geometric capacity, the concept of software changes.
Welding of fuselage structures with thin laser beamThe technology for the welding of thick wings, friction stir welding, the technology is being studied, with very promising results.
Friction Stir Welding is a process based non-fusion welding, solid phase in a research consortium with the TWI. It 'a continuous process of hot shear. Non-consumable rotating tool with a material that is harder than the workpiece along a narrow gap between the two sheets are passed thick.
The friction heat produces a plasticised regionpin underwater welding, which consolidated behind the formation of a solid phase binding.
This process leads to a lower zone of alteration of traditional welding methods. This allows the maintenance of a high percentage of ownership of the materials for the high strength aluminum alloys heat treated.
It 'also good for joints and long speed, similar to machines used for milling. It offers the opportunity, low cost, high-mounted wing full integrityStructures.
These few examples of innovation in design and production give the cell a clue to the overall efficiency of Airbus aircraft to improve.
metal and advanced composite materials are combined with new production technologies, the possible ways the economic challenge to meet the expectations of the airlines improved 15% to 20% of current operating costs face large transport aircraft.
We must not deny that significant efforts arenecessary political, technological and industrial innovation in a world where progress must be a process increasingly self-generation.
kept with fewer opportunities in the current climate, companies like British Aerospace Marshall from some long-term contracts. MA started the structural design and construction of aircraft engine nacelles for the new advanced light jet, HondaJet.
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