氮化硅陶瓷超塑性研究

以非晶氮化硅纳米陶瓷粉体为起始材料,以纳米氧化钇和氧化铝为添加剂液相烧结获得超塑性陶瓷块体材料,实现氮化硅陶瓷的超塑性拉伸和超塑性成形。氮化硅陶瓷的平均晶粒直径为280nm,在1550℃的较低温度,4.7×10-4/s的相对较高应变速率下,延伸率可达到110%,在成形速率0.2mm/min的条件下,可拉深成形出完好的球形和锥形零件。在室温断口上存在大量的细小的白色氮化硅晶粒;而高温断口上却几乎不存在这样的晶粒,这种不同可以用氮化硅陶瓷材料的超塑性变形机理来解释,也可以证明超塑性变形过程中晶界玻璃相的存在。     

纳米陶瓷超塑加工成形的研究进展

在对纳米陶瓷超塑性拉伸研究进行总结的基础上 ,综述了陶瓷超塑成形的研究进展情况。指出 :陶瓷材料由于其超塑特性 ,所以能够用各种现有的金属塑性成形方法来成形。最佳成形温度范围大约在 12 0 0℃～ 15 0 0℃之间 ,最佳晶粒平均直径为 10 0nm～ 2 0 0nm。     

多次拉深成形有限元建模关键技术研究

研究了多次拉深成形有限元建模中的几何建模、网格划分、材料和边界条件处理等关键技术。本文所阐述的技术对于多次拉深这一比较复杂的板料盛开有工艺的数值模拟研究有较大的参考价值。     

板料多道次拉深成形规律和性能的研究

在物理模拟的基础上，研究了板料拉深成形过程中，材料的性能参数和工艺参数对板料成形性能的影响，着重分析了对多道次拉深成形的影响。结果表明，无论是材料性能参数还是材料的工艺参数都对再拉深的影响比对单道次拉深的影响林大得多，但两种参数对多道次拉深的影响过程前后是一致的。同时可以看出，多道次拉深之间是相互影响的，不能割裂开来考虑。     

大型薄壁翼尖深腔整流蒙皮拉深成形技术研究

针对飞机翼尖航行灯深腔整流蒙皮壁薄、尺寸大、拉深过程起皱的问题,以有限元模拟为指导结合模具结构优化展开拉深成形技术研究。在展开毛坯合理、摩擦系数设置较大的情况下,压边间隙控制在1.35～1.45 mm时零件最大减薄率可以控制在10%左右,此时其余拉深成形工艺参数在一定范围内波动对零件成形影响小,可生产高质量合格零件。尖端起皱区抬高不仅可缓解起皱,而且可将严重起皱区转移到工艺补偿区域,通过优化毛坯形状改善压边阻力分布可以达到消除起皱效果。经过对比,工艺方案模拟防起皱与实际拉深防起皱结果吻合,通过模具结构优化与数值模拟技术相结合,可以预测并避免板料成形过程中出现的起皱、开裂现象。     

挤压成形制备多孔氮化硅陶瓷

以甲基纤维素作粘结剂配制氮化硅泥料,利用柱塞式挤压模具通过挤压成形法制备多孔氮化硅陶瓷.研究了挤压、干燥、排胶、烧结等各个工艺阶段坯体的开气孔率、体积密度、弯曲强度、显微结构及相转变等的变化规律.结果表明:挤压成形是制备多孔氮化硅陶瓷的一种有效而实用的方法.最后利用蜂窝陶瓷模具,首次成功挤出具有广泛应用前景的氮化硅蜂窝陶瓷.在未来的汽车尾气处理领域,有望取代当前广泛使用的堇青石材质蜂窝陶瓷.     

超塑成形薄壁构件壁厚分布的预测

壁厚分布对薄壁构件的结构性能有重要影响。本文研究超塑成形件壁厚分布的预测技术,实现了超塑成形过程的有限元数值模拟的成形件厚度分布曲线的自动预测,以半球壳和矩形盒成形为例,为自由胀形和约束胀表两种情形形件厚度变化进行了分析,预测结果与实验数据吻合。     

S梁的拉深成形数值模拟

采用数值模拟技术可以在模具设计初期预测产品的成形质量,优化工艺参数,从而缩短模具设计周期,降低成本。基于Dynaform有限元分析软件,对S梁的拉深成形过程进行了数值模拟。针对起皱和未充分拉深等缺陷,提出了压边力和拉深筋工艺参数的改进方案并加以比较,得到了较好的成形模拟结果。试验结果表明：压边力为400kN（不加拉深筋）或300kN（加拉深筋）时成形质量较好。     

单模变薄拉深成形的有限元模拟

本文通过对单模变薄拉深过程的有限元模拟 ,分析了变薄系数对变形力的影响 ,得出了与实验相一致的结果 ,为进一步研究多模变薄拉深工艺参数的优化提供基础。     

纳米陶瓷的热压烧结及超塑成形(英文)

纳米陶瓷具有优良的室温和高温力学性能 ,如较高的抗弯强度、断裂韧性、耐磨性等 ,使其在切削刀具、轴承、高温发动机部件等诸多方面都有广泛的应用。利用纳米陶瓷的超塑性进行成形加工是实现复杂形状零件近净成形的重要手段。本文采用化学沉淀法制备了平均粒径 10nm ,且无硬团聚的 3Y TZP (3%摩尔氧化钇稳定的四方相氧化锆多晶体 )粉体 ,研究了不同密度素坯的热压烧结行为。 3Y TZP毛坯的超塑性拉深试验表明在 14 5 0℃压头速率为 0 2mm·min-1时可以实现半球形件的成形 ,其成形高度达到 5 7mm ;Al2 O3 ZrO2 纳米复相陶瓷的正挤压试验表明 ,这种典型的晶间 /晶内型纳米陶瓷在很高的温度下可以 0 . 5mm·min-1的压头速率进行挤压成形 ,在某种程度上可以满足工业成形的需求 ;Si3 N4 Si2 N2 O复合陶瓷通过烧结锻造可以成形陶瓷齿轮 ,其烧结温度为 16 0 0℃ ,超塑性锻造温度为 15 5 0℃。     

Overview of superplastic forming research at ford motor company

In an effort to reduce vehicle weight, the automotive industry has switched to aluminum sheet for many closure panels. Although the application of aluminum is compatible with existing manufacturing processes and has attractive qualities such as low density, good mechanical properties, and high corrosion resistance, it has less room-temperature formability than steel. The expanded forming limits that are possible with superplastic forming can significantly improve the ability to manufacture complex shapes from materials with limited formability. Aluminum closure panels produced by superplastic forming have been used by Ford Motor Company for over a decade. However, applications have been limited to low-volume, specialty vehicles due to the relatively slow cycle time and the cost penalty associated with the specially processed sheet alloys. While there has been substantial research on the superplastic characteristics of aluminum alloys, the bulk of this work has focused on the development of aerospace alloys, which are often too costly and perhaps inappropriate for automotive applications. Additionally, there has been a limited amount of work done to develop the technologies required to support the higher production volumes of the automotive industry. This work presents an automotive perspective on superplastic forming and an overview of the research being performed at Ford Motor Company to increase the production volume so superplastic forming can be cost competitive with more traditional forming technologies. This paper was presented at the International Symposium on Superplasticity and Superplastic Forming, sponsored by the Manufacturing Critical Sector at the ASM International AeroMat 2004 Conference and Exposition, June 8–9, 2004, in Seattle, WA. The symposium was organized by Daniel G. Sanders, The Boeing Company.     

超塑性材料的镦粗变形力的研究

通过采用主应力法导出考虑纵向变形速度和横向加速度的镦粗变形力的计算公式,并用算例讨论了超塑性材料变形力的计算方法、变形力随时间的变化规律,以及纵向变形速度和横向加速度对变形力的影响大小。由于主应力方法适合于a/h不太小的情况,因此导出的公式也应该满足这一条件。变形力可以分成qj,qy,qd3项,其中qd在ρV2/k极小于1时,可以忽略不计;但是当ρV2/k接近于1时就不可忽略。接触面的分布压力的最大和最小值的位置和一般率无关的塑性材料镦粗时的位置一样,分别在x=0和x=±a/2处。     

镍基合金超塑成形与扩散连接技术研究进展

本文对镍基合金超塑成形与扩散连接技术的研究概况及取得的研究成果进行了综述 ,并根据镍基合金在航空航天中的应用情况 ,对镍基合金超塑成形 /扩散连接 (SPF/DB)技术在航空航天工业中的应用进行了探讨与展望。     

A review of the numerical analysis of superplastic forming

This paper reviews the literature on the numerical simulation of superplastic forming (SPF). After introducing the phenomena of superplasticity and superplastic constitutive equations, non finite element analyses are reviewed. The finite element method of solution to SPF simulation is then examined within the context of the standard flow formulation. However non steady state SPF is not ideally suited to a standard flow formulation and an alternative, incremental flow formulation is discussed.     

大块非晶合金超塑性变形的研究现状与发展

文章对国内外非晶合金超塑性基本性能的研究工作进行了介绍和评述。根据材料成形工艺的要求,提出了非晶合金超塑性成形研究的内容。介绍了非晶合金超塑性拉伸实验和压缩实验的研究进展,分析了温度和成形速率对变形的影响,介绍了粘度的影响因素,对这些研究内容和热点问题进行了评述。展望了非晶合金超塑性研究的发展趋势,提出应加强非晶合金超塑性流动过程的理论研究。     

TC4叶片超塑成形有限元模拟及其变形分析

采用二维刚粘塑性有限元模型对某钛合金叶片典型部位的变形过程进行了数值模拟,通过流线分析揭示了叶片典型部位的变形模式,通过应变和应变速率分析揭示了其变形的不均匀性。通过对比分析,指出该叶片成形过程不同部位等效应变相对差别达50％以上,应变速率的波动范围从10^-3s^-1到10^-2^s-1,提出应变差别和应变速率的差别可能对成形叶片的显微组织和力学性能存在一定的影响,并经试验进行了验证。     

Reinforced ceramic dies for superplastic forming operations

Ceramic dies have been developed to meet the need for a dimensionally stable tool, which can withstand the temperatures (425 to 950 °C) and high forming pressures (up to 7 MPa) that are required for superplastic forming (SPF), superplastic forming with diffusion bonding (SPF/DB), and hot sizing of metal parts. With the improvements that have been made to strengthen fused silica based ceramics, the performance of ceramic tools is slowly closing in on meeting the same forming complexity as corrosion-resistant steel (CRES) dies can achieve. Boeing has successfully superplastically formed jet engine wide chord fan blades using ceramic dies, and many production aircraft parts are being built with Boeing’s patented ceramic die technology. This paper was presented at the International Symposium on Superplasticity and Superplastic Forming, sponsored by the Manufacturing Critical Sector at the ASM International AeroMat 2004 Conference and Exposition, June 8–9, 2004, in Seattle WA. The symposium was organized by Daniel G. Sanders, The Boeing Company.