共查询到18条相似文献,搜索用时 109 毫秒
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使用ANSYS/LS-DYNA通用有限元分析软件对大圆钢轧制过程进行了模拟仿真,得到了采用单圆弧成品前椭圆孔型的大圆钢轧制的等效应力场、等效应变场,分析了轧件横截面的等效应变和等效应力分布情况.成品前孔型改为双圆弧椭圆孔型后重新模拟轧制过程,把模拟结果进行比较,得出采用双圆弧成品前椭圆孔型有利于改善成品道次的应力、应变分布. 相似文献
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采用有限元法对Ti-811合金棒材热连轧过程进行数值模拟,分析变形过程中轧件应力场、应变场和温度场的数值以及分布规律,并基于数值模拟结果进行轧制验证,为制定Ti-811合金棒材轧制工艺提供指导。结果表明:模拟连续轧制过程中轧件的最大应力位于与轧辊接触的表面,且由边部到心部逐渐降低;随着轧制道次的增加,应力值逐渐下降、应变量逐渐增大;轧件在各道次的变形过程中表层和心部存在差异,心部变形量大于边部变形量;轧件与轧辊接触的表面层有明显温降,当轧件脱离轧辊后表面层温度逐渐回升,轧制结束后表面层温度回升至初始温度,但心部因变形热积聚温度略有升高,最大温升值达到14℃。基于数值模拟结果在热连轧机组上进行轧制验证,所轧制的Ti-811合金棒材外形尺寸良好,且组织与力学性能满足GJB 9567—2018《叶片用TA11和TC6钛合金棒材规范》要求。 相似文献
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采用显式动态弹塑性有限元法对平板轧制过程进行了模拟计算,得出了整个轧制过程的应力应变场。轧制压力的计算结果与实测值基本相符。 相似文献
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《稀有金属与硬质合金》2016,(5)
应用DEFORM-3D有限元分析软件建立了TC17钛合金铸态棒材三辊螺旋轧制模型,对整个轧制过程进行了数值模拟,分析了30mm和50mm压下量棒材的等效应力和应变变化规律,并开展了实验研究。结果表明:仿真模拟钛合金棒材三辊螺旋轧制过程是可行的;控制压下量能够提高棒材的成形质量,轧制过程中棒材的金属流动主要发生在表面。 相似文献
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CSP连轧过程金属变形的热力耦合模拟分析 总被引:2,自引:0,他引:2
借助Marc商用软件,采用弹塑性大变形热力耦合有限元法(FEM),对包钢生产的1 500 mm×68mm薄板坯CSP(紧凑式带材生产)轧制第一道次的热轧过程进行了模拟。分析了变形区内轧材等效应力场、应变场及应变速率的分布和变化规律。结果表明在轧件变形区内,等效应力沿轧制方向逐渐增大,在中性面附近达到最大值(95.20 MPa),后又逐渐减少;等效应变亦沿轧制方向逐渐增大,在轧件出口处达到最大值(0.70);在轧件入口端表面附近等效应变速率有最大值,为20.74 s-1。模拟计算的轧制力为22 203 kN,现场测得的轧制力为22 239 kN,预测误差为0.16%。 相似文献
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3D thermo-meehanical coupled simulation of whole rolling process for 60 kg/m heavy rail was accomplished by FEM method. The finite element model, physical parameters of U75V and parameter setting of simulation were introduced in detail. The whole rolling process of 60 kg/m heavy rail was divided into 27 time cells to simulate respectively, and the model rebuilding and temperature inheritance method in intermediate pass were proceeded. Then, based on simulation results, the workpiece deformation result, metal flow, stress and strain of 60 kg/m heavy rail for typical passes were obtained. The temperature variation curves of whole rolling process for section key points of 60 kg/m heavy rail were plotted, and the temperature falling law of whole rolling process for 60 kg/m heavy rail was studied. In addition, temperature distribution of 60 kg/m heavy rail after whole rolling process was analyzed, and the results showed that temperature was highest at center of rail head and lowest at fringe of rail base. Moreover, the simulation results and measured results of rolling force for 60 kg/m heavy rail were compared, and the regularity was in good agreement. 相似文献
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