Additive Technologies In Aerospace

Transcription

1 Additive Technologies In Aerospace Dr. Valery Barygin, PhD Mechanical Engineering CEO, Relicom ( patents / publications: RU , RU , RU ) Additive technologies are widely known all around the world and implemented by a lot of companies. However the development of additive technology is focused on powder 3D-printing. Small-size items are fused with different in composition and dispersion powders. An impressive success is achieved in making metal robust details in different technology areas, for example, structure components of gas -turbine engine made of titan, aluminum and other alloys. However there is an area of additive technologies that is paid almost no attention to. The uniqueness of this area is such that during an item fusing instead of metal powder should be used a graded wire of given composition and size. This direction has got a number of advantages over powder technologies. For example, density and leakage are much more foreseeable. The entrapped molecules of gas are influencing the quality of item less if the process of lining goes in inert atmosphere. Such a strong control of the fused layer height in a lot of cases is not required. The surface of manufactured item is smoother. The process of fusing with graded wire works on Earth and beyond it. In other countries the research of the technology that allows to make metal robust constructions by metal wire welding with cathode ray (EBF 3 ) is held on NASA (See: Figure 1) with funding from DARPA (Defense Advanced Research Projects Agency), Boeing, Lockheed Martin, GE, Pratt & Whitney. The research ongoing in this area with the participation of the leading manufacturers of aerospace engineering have a clear prospect of becoming the stepping stone that will create not only functional parts of high-tech equipment, but the whole constructions also. Figure 1: The EBF 3 method workflow There is a basis in Russia today to which the development of certain technologic solutions in the sphere for research organization can be relied on.that basis are Russian patents RU and RU for FABRICATION OF LAMINAR MONOCOQUE SHAPED TO SINGLE CONTINUOUS SHELL, RU Application. Further a new technology of manufacturing multilayer monocoque can be conditionally called Direct Welding Technology (DWT). Figure 2.The DWT method workflow

2 Patented in Russia method (see diagram, Figure 2) is more progressive than EBF 3. The DWT method is progressive because: 1. The use of EBF 3 for the purpose of functional components and structures manufacturing is mainly oriented to its application in the open space. This method in the conditions of the Earth atmosphere, when it comes to large-size structures, requires the creation of a vacuum chamber of enormous size, that makes this project is too expensive and technically complicated. The application of laser welding wire in DWT is more versatile and requires no vacuum chamber. In Earth s atmosphere it is rather conventional to use industrial extraction and protection from laser radiation. 2. EBF 3 method is realized by complete melting of the wire. This results in hardcontrolled process of forming a Product and very irregular shaped surfaces. It also results in additional finishing as a consequence. The DWT melts just the surfaces of wire and the construction itself. This allows to come to a better control of the emerging product, consumes less energy and to receive better external and internal surfaces. It requires less finishing manufacturing operations. There are also additional technical solutions that can make surface of the product smooth in real-time process. The Implementation of DWT for use in conditions of the Earth's atmosphere and outer space will require the use of various types of industrial equipment. It is assumed that the earth atmosphere conditions the tooling of DWT will allow producing multi-layer monocoque of required length and diameter of up to 10 meters with accuracy up to 0.15mm and in the open space - with distinctive dimensions measured in several hundreds of meters. What are the main principles of DWT? 1. The ability to produce metal polymer large-sized multilayer monocoques as whole structures 2. Almost complete automation of manufacturing. What is DWT capable of? There is a high need of machinery in strong, light and cheap large-sized multilayer monocoques. It is air frames, helicopter bodies, bodies of underwater vehicles, cars, industrial plants, as well as largescale monocoque-type shells of different shapes underlying the special infrastructure in Earth orbit: industrial warehouse and residential blocks, cargo ships. Of course, the DWT will not allow producing the monocoques only. A multilayered of monocoque means that integral bearing shell enters inside the power components of the same material (or at the designer's choice). Moreover, it is possible to produce the traditional frame of formers, spars and stringers, and to create a framework in the form of weaving power components at different angles. And all that as a single constructive! If requested, there can be added further layers of shells and force elements. Moreover, the shell and bearing elements thickness can be changed by changing the rigidity of the design elements as a whole or can be made up of a polymeric material forming a polymeric metal structure. What fruits can the implementation of DWT bring? 1. DWT allows reaching a new level in strength characteristics of all monocoque-based products. 2. DWT allows improving the performance characteristics of products due to the significant reduction of its weight and designing optimization. 3. DWT allows reaching a new levelin reliability of products because the "human factor" in the process of manufacturing is excluded. 4. Greatly reduce of the products cost due to the almost complete automation of the production process that can go on a twenty-four hour basis

3 Let s have a look at some aspects of using the additive technology of large-size multilayer monocoque fused with graded metal wire. METHOD OF MANUFACTURING MULTILAYER MNOCOQUE IN EARTH ATMOSPHERE The innovation development of techniques especially in aviation area asks for the continuous improvement of manufacturing process. At the dawn of aircraft manufacturing the fuselage made of wraparound-way construction lined with a shell was to fulfill 2 main functions i.e. withstand critical pressures being at the same time light weighted and provide the minimal resistance to airflow. Improving, a fuselage became a metal aerodynamic cover that was the main structural element. The cover was strengthened with a frame made of lateral frames, side rails and bars. The lining was made of thin aluminum sheets fixed on metal frame. From 1920 th wing air foils were manufactured in England as all-metal frame made of wing ribs and spars covered with metal sheets. Such construction of a fuselage or a wing airfoil was called a monocoque (thin-walled monocoque). Word for Word translation is singlepiece shell For the moment the most challenging technology is considered to be when the fuselage and aircraft main plane is growing from the composite materials. The composite material usually consists of reinforcement and binder materials. High-strength fibers made of glass, carbon and aromatic polyamide are usually used as reinforcement materials. These materials are used in the form of fiber, binder, fabric or net. The reinforcement material is being covered with binding material (matrix) that fixes the position of reinforcing fibers. Having the forms filled in one or several layers and using an ascertain technology the composite construction is received and then finished. The main advantages of the composite material constructions versus metal constructions are: the higher strength, minor weight, the better hardiness to aggressive environments effect. But the composite technologies have got grave disadvantages. For example, the same item made of metal is much cheaper than a composite one. The technical process of making a composite item has got a low percent of automatization because a lot processes need manual work. The ecological compatibility can be much disputed about. Isn t it too early to discard metal constructions? What would you say if there is a possibility to create a fuselage from nose to tail as a one piece metal layered shell? What would you say if this construction can descend from inside into strain members without any riveting, welding gluing and binding? The wing airfoil made the same way can be connected with flanged joint. That is all. The airframe is ready. What is a one piece metal layered shell? Let s find out. For example we would like to make a 3d digital model of aerodynamic; it can be made of aluminum alloy from 0.5 to 1.5mm thick. From inside the cover transits to the basic structure made of the same material (or any other material as engineer would like it to be). There is a possibility to create basic structure in the form of plaiting strength members at different angles. And that would be a one piece construction! Some additional layers of covering and strength members can be added later. Moreover, the cover as well as strength members can change its thickness

4 by changing elements stiffness at large or can be made of polymer material. In this way a metal-polymer construction will be formed. These are not all possibilities of this new method. Different elements of the airframe can be constructed, for example, an aerodynamic shroud with built-in elements such as an antenna, wiring and even some electronic elements. The additive technology meets the challenge of making an aircraft body in the form of a one piece metal layered shell of defined aerodynamic shape descending from inside into strain members without any riveting, welding, gluing and binding. The only place where it can t be applicable is the place where the body binds wing airfoils (flange mounting). Wing airfoil can be made with additive technology separately. What can the manufacturing of airframe as a whole monocoque give us? The whole body from nose to tail can be made automatically as a whole metal aerodynamic shell coordinated to digital model descending from inside into strain members. The whole air frame in this way will be a single structural element. If the aircraft body and the wing foils are made with additive technology and fixed with flange mounting that could give the following advantages: 1. The airframe is much more solid than metal airframe made on the classical model of pleating and at least as solid as composite airframe. 2. The airframe is light weighted because of the lack of riveting, welding, gluing and binding items in the construction. Also it will be light weighted because of strength optimization 3. The manufacturing of such airframe will cost less because the process where computeraided procedures are used takes less time, job cost and materials(for information: 1 item manufacturing cost 4-5 times as much as 1 metal item ) 4. The Structure safety is higher because the human factor is excluded It would be wiser to start testing the method on small airframes. The process of manufacturing is related to laser build-up (aluminum alloys for example) that is why the work range should be in inert gas blanket. METHOD OF MANUFACTURING OF MULTILAYER MONOCOQUE OUT OF EARTH Outer space exploration is impossible without developing and creating a special earth orbital infrastructure i.e. production, storage, lodging units and resupplying vehicles. The construction basis of the structure will be formed of large-scale monocoque-type shells of different shapes. For example: spool shaped or ball shaped etc. Here are the basic requirements for monocoque constructions: large scale with typical dimensions measured in dozens or hundred meters and at the same time adequate strength and low cost.

5 The monocoque constructions build in space for example, in the earth orbit according to the author s method can meet these requirements. The dimensions of monocoque are limited by draftsman demands. At this rate for the first time new methods and devices of manufacturing a one piece large scale metal polymer monocoques on an automatic basis are offered. By the way there are no analogues in the world and there are no such patents in Russia. These new methods and devices will bring the manufacturing of one piece multilayer metal polymer monocoque constructions into reality. Such constructions will be applicable in aerospace, shipbuilding, atomic, automobile and other industries. The author knows the technical solutions for realization processes that are not described in patents and publications. THE DWT COMMERCIALISATION STAGES Workspace of manufacturing method First of all, we should divide the projected tooling realization into technical process of manufacturing of large-scale monocoque in the Earth's atmosphere and beyond it, because in spite of the fact that the DWT principle remains the same, but the manufacturing equipment will be fundamentally different. Materials used in manufacturing method DWT during the monocoque manufacturing can use as a work material specific metal alloy wires or polymeric filaments. Moreover, there is a possibility of simultaneous use of different working materials. Unfortunately not every selected alloy / filament can be produced in the form of a wire / thread. For this reason there should be used only those alloys and polymers, that can be formed in a profiled wire / thread. RESEARCH & DEVELOPMENT Project: METHOD OF MANUFACTURING MULTILAYER MNOCOQUE IN EARTH ATMOSPHERE The aim of the research is to develop a new technology (DWT) of multilayer monocoque manufacturing, namely the achievement of the possibility of manufacturing the airframe of the aircraft, the helicopter body, submersible and other products which are based on the monocoque body, in the form of solid multilayer metal polymeric structure. The technical aim is to develop manufacturing equipment and technology processes that will automatically produce multilayer monocoque as a whole shell passing inside into strength elements and further in compliance with multilayer standards without any rivets, welding, gluing and connecting elements. As part of the DWT tests it is supposed to start a full manufacturing of industrial equipment. That has to be done to confirm the possibilities of a new method of large-scale multilayer monocoque manufacturing with specified accuracy and quality. The prototype of Industrial equipment can be further used in the production. That will reduce the initial costs.

6 Figure 3. Experimental technology equipment Experimental technology equipment As part of experimental technology equipment (Figure 3) it is supposed to use standard precision-guided equipment integrated for Russia for production process automation. That includes (main elements): Proposal 1: Manufacturer XXX EUR includes the supply, assembly, equipment adjusting and training. Proposal 2: Manufacturer XXX EUR includes the supply, assembly, equipment adjusting and training. All precision equipment (including servo drives product support) will be controlled by a single electronic system, installed and configured at the production site by Russian integrator. Main issues resolved with R&D: A) Optimization process of the selected welding wire according to the alloy of multilayer monocoque digital model: (For the body of the helicopter) - Optimization of wire welding modes (according to the DWT) with the following alloy grades

7 Aluminum-grade EN AW-2024 Aluminum-grade EN AW-2017A Of square / rectangular section with side dimensions from 0.6 to 1.8mm (Wire supply that meets the required parameters will be carried out by the following companies XXX03 and XXX04). Design elements such as: Aluminum-grade wire EN AW Thin-walled sheath (0.6mm) - Thin-walled shell with variable thickness ( mm) Aluminum-grade wire EN AW-2017A - Elements of rigidity varying thickness ( mm) - Stiffness of the elements with variable thickness ( mm) Wire made of titanium - alloy XXX05 - Thin-walled sheath (0.6mm) - Reinforcing members - Combined monocoque elements fusing bywires of different alloys Wire made of titanium (fire partition) from Russian manufacturer. - Assessment of the possibilities of application and optimization of technological regimes with femto impulse laser. Major specialists need: A1) Specialists with experience in laser metal welding (3 pers.) A2) Experienced metal-makers and equipped laboratory (3 pers.) B) Optimization of engineering tooling - Optimization of the laser beam feeding angles to the welding working area of monocoque elements - Optimization of technological equipment design Major specialists need: B1) Software development engineer (3 to 5 pers.) B2) Engineers (2 to 3 pers.) С) Support of DWT developed technology for its validation and certification. Major specialist need: 1) Engineers XXX06 (2 to 3 pers.) D) Sample acquisition (of multi-layer monocoque type) with the quality, sufficient for the application of technology in the pilot and series production in the industry. Assessment of the prospects of the use of DWT in other industries.

8 2.3.1 Expected duration and cost of R&D Expected duration of R&D - two years Experimental manufacturing machinery million Euro Consumables (wires) Euro Professional services Euro a one-time purchase a one-time purchase yearly THE AUTHOR / PATENTS-OWNER SOLUTION: Theme METHOD OF MANUFACTURING OF MULTILAYER MONOCOQUE OUT OF EARTH As the author believes that the development of technology-based DWTof large monocoque outside the Earth's atmosphere has the first priority for the safety of Mankind (for example, t he construction of a space ark). The Authors patent with all the technical solutions for any organization should be given under the following conditions for free: 1.1 Patents, technical solutions and advice of the author should be used by any organization for peaceful purposes and in the name of saving Humanity 1.2 Patents, technical solutions and advice of the author should only be used for applications outside the Earth's atmosphere 1.3 Organization has all the capabilities (financial and technical) to implement patents, technical solutions and advice of the author for the commercialization of DWT in the earlier agreed framework. 1.4 The author reserves the right of free transfer of patents, technical solutions and consultationsto several organizations Theme METHOD OF MANUFACTURING MULTILAYER MONOCOQUE IN EARTH ATMOSPHERE The author declares that for commercialization on DWT base of large size monocoque manufacturing technology within the Earth's atmosphere, he is ready to discuss the terms of cooperation for the following options: 2.1. Granting exclusive rights to patents 2.2. The formation of a joint venture 2.3. The assignment of the royalty party according to the proportion of funding from R&D costs For any questions, please contact the author and owner of patents: Dr. Valery Barygin, PhD Mechanical Engineering, CEO, Relicom valery.barygin@yandex.ru also call the Relicom company: