Metal Alloys

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材料专业英语论文

材料专业英语论文

材料专业英语论文篇一:材料专业中英文辞汇【A】a-grain 高铝颗粒abbe refractometer 阿贝折射计abbertite 黑沥青ablation 花费abnormal setting 异样凝结abnormal steel 异样钢abradant 摩擦剂……【B】B-H curveB-H 曲线(同磁滞曲线)back and design 後端设计back annotation 背面注解back rack 背後接线架back roll 背压轧辊back sand 背砂……【C】c-frame forging hammer 弓架锻鎚c-frame press 弓架压机C-process (croning process)克氏造模法(壳模法) cabal glass 钙硼铝玻璃cable cover 电缆盖cable sheathing alloy 电缆外包合金cacite 方解石……【D】D-nickelD 镍dacite 石英安山石Dacron polyester fibers 达克隆聚脂纤维Daetwyler-Schiltknecht abrasion machine 戴许磨耗机dam block 水闸方块Damage line [疲劳]损害比例Damage ratio 达马新法……【E】E.B.M (electron beam machining)电子束加工,电刻E.C.M. (electrochemical machining)电化加工E.D.M (electrical discharge machining)放电加工Earing 成耳(冲压)Early-strenghth cement 早强水泥Easy glide plane 易滑面Ebonite 硬橡胶(皮)Eccentric converter 偏心转炉……【F】Fabriacation 制造,打造构制,组合face brick 饰砖face down bonding/face bonding 面朝下接合face wall 面墙Face-centered cubic (f.c.c.)面心立方face-centered cubic (FCC)面心立方……【G】g-line stepperg 线步进机G-valueG 值gable tile 山墙瓦gable wall 投料墙gadget 支架gage length 标距gaging 规测gain refiner 微晶剂……【H】H steelH 钢(硬化能带钢)H-beamH 型梁H-MonelH 蒙镍合金H.A.Z. crack (heat affected zpne crack)热影响区裂痕habit plane 晶癖面hack 格架Hacksaw 弓锯Haigl machine 海氏疲劳实验机……【I】I/O switching transition I/O介面转换时间ice cleaning equipment 冰粒洗涤机ice jet cleaning equipment 冰粒喷射涤装置ID mark 辨识标记IDD quiescent test 等待电流静态测试illite 伊莱石(从矿)……【J】jack arch 平拱jamb wall 侧墙jamming 接收干扰jamming rate 干扰率jar mill 瓶磨jasper ware 贾士巴陶石器joint line 接缝joint test action group 联合测试推动集体…..【K】kaolin 高岭土kaolinite 高岭石Kelly sedimentation tube 克里沉积管Kelvin contact 开耳芬接点kerf loss 截口损失kerf thickness 刀刃(截口)厚度Key brick 键砖……【L】lacustrine clay 湖积[黏]土laitance 渗出物(泥)laminate 叠片laminated glass 层合玻璃lamination 层状组织(陶)lamp arrangement 灯泡排列lamp-blown 喷灯吹制(玻)lancing 清除……【M】M-alkalinityM 硷度m-vinylphenol 邻乙烯基酚m-vinyltoluene 间乙烯基苯Mack's cement 麦克胶合剂magnesia 镁氧;苦土magnesioferrite 镁铁矿magnesite 菱镁矿……【N】n-methacrylamiden- 甲基丙烯醯胺n-type semiconductorn型半导体n-vinylimidazole 氮领乙烯基咪唑nacrite 珍珠陶土nail head bonder 钉头式接合机,钉头式压接机nano glass 奈米玻璃nano photo-catalysis ceramics 奈米光触媒陶瓷……【O】o-triphenylmethylstarch 邻-三苯代甲基淀粉o-vinyltoluene 邻乙烯基苯oblique incidence illumination 倾射入射照明oblique lighting 斜角照明observability 可观察性obsidian 黑曜石ochre 赭石off line 离线……【P】p-styrenesulfonamide p-乙烯氨磺醯p-styrenesulfonic acid p-苯乙烯磺酸p-toluenesulfonamide 对-甲苯磺醯胺p-trimethoxysilylstyrene 对三甲氧甲矽烷基苯乙烯p-vinylbenzamide 对乙烯基苯醯胺p-vinyltoluene 对乙烯基苯P-xylyenediamine polyamides 对双二胺甲基聚醯胺p-xylylene 对苯二甲……【Q】quad flat package 四侧面脚端表面安装型封装体quarry 采石场quartz 石英quasiceramic 似陶瓷quenching 骤冷quick dump rinse 快速倾卸冲洗quick setting 快凝……【R】r-terpinene 不旋松油精radial brick 辐形砖radial temperature uniformity 径向温度均一性radiant arc furnace 辐射电弧炉radio frequency quadrapole accelerator 高频四重极加速器radio frequency workcoil 高频工作线圈radio-frequency heating 射频加热radition shield 辐射屏障【S】s-n curves s-n曲线saccharin 糖精sacrificial anodes 捐躯阳电极sacrificial red 祭红saggar 匣钵sagging 下垂sago starch 西米淀粉sags 表膜不匀……【T】T control 接合温度控制T monitor 接合温度监控器table 台;盘table oscillator 平盘摆动机tablet 小片,小块tabular alumina 管状铝氧tack 粘性tack temperature 赋粘温度……【U】ulexite 硼酸钠方解石ultimate analysis 元素分析ultimate line 住留谱线ultimate properties 极限特性ultimate strain 极限应变ultimate strength 极限强度ultra-high-molecular-weight polyethylene 超高分子量聚乙烯ultra-micro crystal 超微晶体……【V】vacuum bag 真空袋vacuum bag molding 真空袋模制vacuum chuck of rotary table 旋转台真空吸盘vacuum drawing 真空拉制vacuum embedding 真空嵌置vacuum evaporation system 真空蒸镀系统vacuum firing 真空烧制……【W】wafer 晶圆wafer alignment 晶圆对准wafer automatic transfer system 晶圆自动传送系统篇二:材料专业英语翻译Unit1Advanced Engineering MaterialsTypes of Materials材料的类型Materials may be grouped in several ways. Scientists often classify materials by their state: solid, liquid, or gas. They also separate them into organic (onceliving) and inorganic (never living) materials.材料可以按多种方式分类。

手表的部件名称

手表的部件名称

手表外部零件名称一览1.表镜(LOOKING GLASS):手表表面的透明镜片,又叫手表玻璃。

保护表面(表盘)。

手表表面的透明镜片,又叫手表玻璃2。

表壳(WATCHCASE):保护手表(即腕表)机芯免受外来的灰尘、露水或震动的损毁,同时为腕表提供时尚而又迷人的外型。

3.表带(BRACELET):有皮带和金属链两种。

4。

后盖(WATCH—BOTTOM):保护手表内部机芯,其锁紧方式分为铰链螺丝锁紧、压力锁紧及螺丝锁紧三种。

5。

表盘(WATCH—FACE):主要用于显示时间,同时关系到手表的设计.其可设计为不同的形状,也可使用不同的材质,时间刻度亦可选用简单漆印或突印。

6.指针:用于指示具体时刻。

7。

柄头(WATCH—HEAD):用于调校日期及时间、上链,用钢或金制成,内部轴称为柄轴8。

表带扣(WATCH—BUTTOM):多由不锈钢,钛金属制成。

9。

表圈附GB/T 4160标准部分内部贵金属表watch with precious metal alloys表壳体全部使用贵金属及其合金的手表,其中金的纯度千分数最小值为585,铂的纯度千分数最小值为900,银的纯度千分数最小值为925。

3 5贵金属宝石表watch with precious metal alloys and jewels表壳体全部使用贵金属及其合金,且外观件使用宝石的手表,其中金的纯度千分数最小值为585,铂的纯度千分数最小值为900,银的纯度千分数最小值为925。

3.6镶贵金属表watch with part precious metal alloys表壳体部分或其他外观件使用贵金属及其合金的手表,其中金的纯度千分数最小值为585,铂的纯度千分数最小值为900,银的纯度千分数最小值为925.3 7镶贵金属宝石表watch with part precious metal alloys and jewels表壳体部分或其他外观件使用贵金属及其合金,且使用宝石的手表,其中金的纯度千分数最小值为585,铂的纯度千分数最小值为900,银的纯度于分数最小值为925。

alloys作主语 -回复

alloys作主语 -回复

alloys作主语-回复1. What are alloys?Alloys are metallic substances that are composed of two or more elements, including at least one metal. They are used extensively in various industries due to their unique combination of properties, such as strength, corrosion resistance, and high melting points. Alloys can be tailored to meet specific application requirements by adjusting their composition and processing methods.2. How are alloys formed?Alloys are formed through the process of alloying, which involves combining molten metals or mixing metal powders. The metals used in alloys can vary widely, including copper, aluminum, iron, nickel, titanium, and many others. They can also containnon-metals, such as carbon and silicon. The desired elements are melted or mixed together in precise proportions to achieve the desired alloy composition.3. What are the types of alloys?There are several types of alloys, each with its own unique properties and applications. Some of the common types of alloys include:- Steel: A combination of iron and carbon, steel is one of the most widely used alloys. It is known for its strength, durability, and versatility.- Bronze: Bronze is an alloy of copper and tin, known for its excellent wear resistance and corrosion resistance. It is commonly used in art, statues, and musical instruments.- Brass: Brass is an alloy of copper and zinc. It is valued for its superior machinability, decorative appeal, and acoustic properties. It is commonly used in plumbing fittings and musical instruments. - Stainless steel: Stainless steel is an alloy of iron, chromium, and nickel. It is famous for its exceptional corrosion resistance and strength. It is extensively used in kitchen appliances, cutlery, and construction materials.- Aluminum alloys: Aluminum alloys consist of aluminum as the primary metal, with other elements such as copper, manganese, and magnesium. These alloys are lightweight, corrosion-resistant and are widely used in aerospace, automotive, and construction industries.4. How are alloys used in various industries?Alloys play a crucial role in various industries due to their widerange of desirable properties. Here are some examples of how alloys are used in different sectors:- Automotive industry: Alloy wheels are extensively used in cars due to their lightweight and high strength, which improves vehicle performance and fuel efficiency. Additionally, alloy steels are used in engine parts, chassis, and suspension systems for their enhanced strength and durability.- Aerospace industry: Aluminum alloys, titanium alloys, and nickel-based alloys are commonly used in the aerospace industry due to their high strength-to-weight ratios, corrosion resistance, and ability to withstand extreme temperature variations.- Construction industry: Steel alloys, particularly reinforced steel bars, are used in construction for their exceptional strength and durability. Aluminum alloys are also used for their lightweight properties in various building components.- Electronics industry: Alloys are frequently used in electronic components and circuits. For example, solder alloys are used to join electronic components, while specific alloys with unique electrical and magnetic properties are used in semiconductors and magnetic devices.- Medical industry: Titanium and its alloys are commonly used inmedical implants and surgical instruments due to their biocompatibility, high strength, and corrosion resistance.In conclusion, alloys are versatile materials that have revolutionized various industries. Their unique properties and wide range of applications make them essential for everyday life. From transportation to construction and electronics, alloys are the backbone of modern technological advancements.。

英语词汇—金属

英语词汇—金属

English Vocabulary — Metals Essential Metal Terms:Corrosion: The process which metals deteriorate due to chemical reactions with their environment, often leading to rust.Conductivity: The ability of a material to conduct heat or electricity; metals are generally good conductors.Ductility: The capacity of a metal to be drawn out into a thin wire without breaking.Malleability: The ability of a metal to be hammered or pressed into various shapes without breaking.Common Metal Types:Iron: A strong, magnetic metal that is the primary constituent of steel and is widely used in construction and manufacturing.Steel: An alloy of iron with carbon and often other elements like manganese and chromium, known for its strength and durability.Aluminum: A lightweight, corrosionresistant metal usedin everything from packaging to aerospace.Copper: A reddishbrown metal known for its highelectrical and thermal conductivity, often used in wiring and plumbing.Gold: A precious metal valued for its resistance to corrosion and its use in jewelry, electronics, and currency.Specialized Metal Terms:Tungsten: One of the hardest metals, with the highest melting point, used in light bulb filaments and heavyduty tools.Titanium: A strong, lightweight metal with corrosionresistant properties, often used in aerospace and medical applications.Nickel: A lustrous, silverywhite metal used in alloys, particularly stainless steel, and for plating to prevent corrosion.Zinc: A bluishwhite metal used to galvanize steel and in alloys like brass and bronze, which are used in musical instruments and decorative arts.Platinum: A rare and valuable metal known for its resistance to corrosion and its use in jewelry and catalytic converters.Metallurgy and Metalworking Terms:Smelting: The process of extracting metal from its ore heating and reduction with a reducing agent.Casting: A manufacturing process in which a liquid metal is somehow delivered into a mold where it is allowed to cool and solidify to the configuration of the mold cavity.Understanding these terms can help you navigate the world of metals, whether you're discussing industrial applications, scientific research, or simply admiring the craftsmanship of a piece of jewelry. Metals are fundamental to our modern world, and their unique properties make them indispensable in countless ways.Exploring the World of Metals: A Deeper Dive into English VocabularyDelving into the Intricacies of Metal Alloys:Brass: A metal alloy made of copper and zinc, known for its golden color and used in musical instruments, decorative items, and plumbing fittings.Bronze: An alloy consisting primarily of copper, withtin and sometimes other elements like aluminum or nickel, used for sculptures, coins, and ship hardware.Pewter: A soft alloy, traditionally 85–99% tin, with the remainder consisting of copper and antimony, used for tableware and decorative objects.Inconel: A family of austenitic nickelchromiumbased superalloys, known for their high corrosion resistance and strength at high temperatures, used in gas turbines and chemical plants.Metalworking Techniques and Processes:Annealing: A heat treatment process that alters the physical and sometimes chemical properties of a material to increase its ductility and reduce its hardness.Brazing: A metaljoining process that employs a filler metal to join two or more workpieces, which must be heated to a temperature above the melting point of the filler but below the melting point of the workpieces.Soldering: A process in which two or more items are joined together melting and putting a filler metal (solder) into the joint, the filler metal having a lower melting point than the workpieces.Machining: A process in which a material is removed from a workpiece using a controlled materialremoval process to generate a desired shape and size.Plating: A surface covering in which a metal is deposited onto a conductive surface to improve corrosion resistance, wearability, or aesthetics.Metals in Everyday Life:Coins: Small, flat, round pieces of metal used primarily as a medium of exchange or legal tender in many countries.Environmental and Ethical Considerations:Recycling: The process of converting waste metals into reusable material, reducing the need for mining and conserving natural resources.Sustainable Mining: Practices that minimize the environmental impact of extracting metals from the earth, focusing on efficiency, recycling, and responsible land use.Unearthing the Versatility of Metals: Expanding Your English VocabularyThe Beauty and Utility of Metal Finishes:Polishing: The process of smoothing a metal surface to a high degree of reflectivity, often used to enhance the appearance and durability of metals.Brushed Finish: A texture applied to metal surfaces through the use of a wire brush, creating a pattern of parallel lines, popular in modern design for its sleek appearance.Matte Finish: A nonglossy surface treatment that absorbs light rather than reflecting it, providing a subtle and sophisticated look.Chrome Plating: The process of coating a metal object with a thin layer of chromium for a shiny, reflective, and corrosionresistant surface.Patina: A natural or artificial finish that forms on the surface of metals through oxidation, often valued for its unique color and texture.Metal Properties and Applications:Magnetism: The property of certain metals, like iron, nickel, and cobalt, that allows them to attract or repel other magnetic materials, essential in electronics and data storage.Thermal Expansion: The tendency of metals to expand when heated, a critical consideration in engineering and construction to prevent structural damage.Elasticity: The ability of a metal to deform under stress and return to its original shape upon the removal of the stress, crucial for materials used in springs and shock absorbers.Reflectivity: The measure of a material's ability to reflect light, a property that makes metals ideal for mirrors and solar panels.Metal Extraction and Processing:Ore: A naturally occurring solid material containing valuable minerals, such as metals, which can be mined and processed.Refining: The process of purifying an impure metal to increase its value and usability removing unwanted substances.Electroplating: A process that uses electric current to deposit a layer of metal onto a conductive surface, used to embellish objects or for corrosion protection.Foundry: A factory that produces metal castings melting metal in a furnace and pouring it into a mold, used to create a wide range of metal products.Health and Safety Considerations:Heavy Metals: A group of metals that can be harmful to human health when ingested or inhaled, such as lead, mercury, and cadmium, often regulated in industrial and consumer products.Occupational Health: The branch of public health that focuses on the health and safety of people at work, particularly relevant for those working with metals and their alloys.。

有色金属合金 英语

有色金属合金 英语

有色金属合金英语English Answer:Non-ferrous metal alloys are metallic materials formed by combining two or more non-ferrous metals. They are typically characterized by their strength, corrosion resistance, ductility, and electrical and thermal conductivity. Non-ferrous metal alloys are widely used in various industries, including automotive, aerospace, electronics, and construction. Some common types of non-ferrous metal alloys include:1. Aluminum Alloys: Aluminum alloys are lightweight and strong, making them ideal for use in aircraft, automobiles, and construction. They are also corrosion-resistant and can be easily fabricated and recycled.2. Copper Alloys: Copper alloys, such as brass and bronze, are known for their high electrical and thermal conductivity. They are often used in electrical wiring,plumbing, and heat exchangers.3. Nickel Alloys: Nickel alloys are highly corrosion-resistant and can withstand extreme temperatures. They are used in chemical processing equipment, aerospace components, and marine applications.4. Titanium Alloys: Titanium alloys are strong, lightweight, and corrosion-resistant. They are used in aerospace, medical implants, and chemical processing equipment.5. Zinc Alloys: Zinc alloys are corrosion-resistant and can be easily cast and formed. They are used in die-casting, galvanizing, and as a sacrificial anode.Non-ferrous metal alloys offer a range of propertiesand characteristics that make them suitable for a wide variety of applications. Their combination of strength, corrosion resistance, and electrical and thermalconductivity makes them essential materials in modern industries.中文回答:有色金属合金是由两种或多种有色金属组合而成的金属材料。

金属材料及热处理工艺常用基础英语词汇翻译对照

金属材料及热处理工艺常用基础英语词汇翻译对照

金属材料及热处理工艺常用基础英语词汇翻译对照
本文旨在提供金属工艺行业中的基础英语词汇翻译对照,为金属工艺从业者提供帮助。

金属材料常用英语词汇
1.metal:金属
2.alloy:合金
3.steel:钢
4.iron:铁
5.copper:铜
6.brass:黄铜
7.bronze:青铜
8.aluminum:铝
9.titanium:钛
10.nickel:镍
11.silver:银
12.gold:金
热处理工艺常用英语词汇
1.annealing:退火
2.quenching:淬火
3.tempering:回火
4.normalization:正火
5.hardening:硬化
6.solution treatment:固溶处理
7.aging:时效处理
8.carburization:渗碳
9.nitriding:氮化
10.induction heating:感应加热
11.welding:焊接
12.brazing:钎焊
13.soldering:软焊
14.surface treatment:表面处理
15.shot blasting:喷砂
以上是金属材料及热处理工艺中常用的基础英语词汇及其对照。

对于金属工艺
从业者来说,学习这些词汇可以帮助他们更好地和国际市场接轨,也能够帮助他们更好地了解和应用各种金属材料和热处理工艺。

另外,建议金属工艺从业者在学习英语词汇的同时,也要了解相应的英文文献,及时跟进行业动态。

这些都有助于提高他们的专业素养和竞争力。

希望本文能够对金属工艺从业者有所帮助。

金属材料 英语

金属材料英语
金属材料是指由金属元素或合金组成的材料,具有良好的导电、导热、强度和韧性等特点。

金属材料广泛应用于工业、建筑、电子、航空航天等领域。

本篇文章将介绍金属材料的英文词汇和相关知识。

1. Metal(金属)
Metal是金属的英文单词,包括铁、铜、铝、锌、镍、钨等常见金属元素。

Metal还可以指合金,如钢、铜合金、铝合金等。

金属的特点是良好的导电、导热、高强度和延展性。

2. Alloy(合金)
Alloy是指由两种或两种以上的金属元素组成的固溶体,具有比单一金属更优异的性能。

合金通常可分为铸造合金和加工合金两类。

3. Steel(钢)
Steel是一种由铁和碳组成的合金。

钢的特点是硬度高、韧性强,适用于制造建筑、桥梁、船舶、机器等。

4. Aluminum(铝)
Aluminum是一种轻质、耐腐蚀的金属,常用于制造航空器、汽车、建筑材料等。

5. Copper(铜)
Copper是一种良好的导电材料,广泛用于电子工业、制造家用电器、建筑和装饰等领域。

以上是金属材料英文词汇的简要介绍,希望能为读者提供参考。

- 1 -。

Alloys and Microstructure(铝合金的微观结构)


High Strength 5xxx Applications
Alloy 5083
LNG
Alloy 5083
RR Car
From 1996 A/CRP Calendar Australian ferry -- alloy 5383
Alloy 5086
Boats
Alloy 5083/5383/5456
• Strengthening Aluminum
– Solid Solution – Work Hardening – Precipitation Hardening
Metallurgy and Industrial Application of Aluminum Alloys – 2014-2015
Metallurgy and Industrial Application of Aluminum Alloys – 2014-2015
13
1xxx/8xxx Alloys: Foil, Packaging, Wire
Alloy 1350 Wire Alloy 1145 Lidding
Alloy 8111 Foil
Alloy 3003
Cookware
Alloy 3105
Building Products
Alloys 3003, 3105
Trailer Sheet
Metallurgy and Industrial Application of Aluminum Alloys – 2014-2015
Alloy 3003
12
Aluminum Flat-Rolled Products
• Plate – 200 mm (8”) down to 6 mm (0.25”)

铝合金英文文献

Aluminium alloyAluminium alloys are alloys in which aluminium (Al) is the predominant metal. The typical alloying elements are copper,magnesium, manganese, silicon and zinc. There are two principal classifications, namely casting alloys and wrought alloys, both of which are further subdivided into the categories heat-treatable and non-heat-treatable. About 85% of aluminium is used for wrought products, for example rolled plate, foils and extrusions. Cast aluminium alloys yield cost effective products due to the low melting point, although they generally have lower tensile strengths than wrought alloys. The most important cast aluminium alloy system is Al-Si, where the high levels of silicon (4.0% to 13%) contribute to give good casting characteristics. Aluminium alloys are widely used in engineering structures and components where light weight or corrosion resistance is required.[1]Aluminium alloy compositions are registered with The Aluminum Association. Many organizations publish more specific standards for the manufacture of aluminium alloy, including the Society of Automotive Engineers standards organization, specifically its aerospace standards subgroups,[3] and ASTM International.Engineering usesomewhat-higher tensile strengths than the commonly used kinds of steel, simply replacing a steel part with an aluminium alloy might lead to problems.With completely new metal products, the design choices are often governed by the choice of manufacturing technology. Extrusions are particularly important in this regard, owing to the ease with which aluminium alloys, particularly the Al-Mg-Si series, can be extruded to form complex profiles.In general, stiffer and lighter designs can be achieved with aluminium alloys than is feasible with steels. For instance, consider the bending of a thin-walled tube: the second moment of area is inversely related to the stress in the tube wall, i.e. stresses are lower for larger values. The second moment of area is proportional to the cube of the radius times t he wall thickness, thus increasing the radius (and weight) by 26% will lead to a halving of the wall stress. For this reason, bicycle frames made of aluminium alloys make use of larger tube diameters than steel or titanium in order to yield the desired stiffness and strength. In automotive engineering, cars made of aluminium alloys employ space frames made of extruded profiles to ensure rigidity. This represents a radical change from the common approach for current steel car design, which depend on the body shells for stiffness, that is a unibody design.Aluminium alloys are widely used in automotive engines, particularly in cylinderblocks and crankcases due to the weight savings that are possible. Since aluminium alloys are susceptible to warping at elevated temperatures, the cooling system of such engines is critical. Manufacturing techniques and metallurgical advancements have also been instrumental for the successful application in automotive engines. In the 1960s, the aluminium cylinderheads of the Corvair earned a reputation for failure and stripping of threads, which is not seen in current aluminium cylinder heads.An important structural limitation of aluminium alloys is their lower fatigue strength compared to steel. In controlled laboratory conditions, steels display a fatigue limit, which is the stress amplitude below which no failures occur - the metal does not continue to weaken with extended stress cycles. Aluminum alloys do not have this lower fatigue limit and will continue to weaken with continued stress cycles. Aluminium alloys are therefore sparsely used in parts that require high fatigue strength in the high cycle regime (more than 107 stress cycles). Heat sensitivity considerationsOften, the metal's sensitivity to heat must also be considered. Even a relatively routine workshop procedure involving heating is complicated by the fact that aluminium, unlike steel, will melt without first glowing red. Forming operations where a blow torch is used therefore require some expertise, because no visual signs reveal how close the material is to melting.Aluminium also is subject to internal stresses and strains when it is overheated; the tendency of the metal to creep under these stresses tends to result in delayed distortions. For example, the warping or cracking of overheated aluminium automobile cylinder heads is commonly observed, sometimes years later, as is the tendency of welded aluminium bicycle frames to gradually twist out of alignment from the stresses of the welding process. Thus, the aerospace industry avoids heat altogether by joining parts with adhesives or mechanical fasteners. Adhesive bonding was used in some bicycle frames in the 1970s, with unfortunate results when the aluminium tubing corroded slightly, loosening the adhesive and collapsing the frame.Stresses in overheated aluminium can be relieved by heat-treating the parts in an oven and gradually cooling it—in effect annealing the stresses. Yet these parts may still become distorted, so that heat-treating of welded bicycle frames, for instance, can result in a significant fraction becoming misaligned. If the misalignment is not too severe, the cooled parts may be bent into alignment. Of course, if the frame is properly designed for rigidity (see above), that bending will require enormous force.Aluminium's intolerance to high temperatures has not precluded its use in rocketry; even for use in constructing combustion chambers where gases can reach 3500 K. The Agena upper stage engine used a regeneratively cooled aluminium design for some parts of the nozzle, including the thermally critical throat region; in fact the extremely high thermal conductivity of aluminium prevented the throat from reaching the melting point even under massive heat flux, resulting in a reliable lightweight component.Household wiringMain article: Aluminium wireBecause of its high conductivity and relatively low price compared with copper in the 1960s, aluminium was introduced at that time for household electrical wiring in North America, even though many fixtures had not been designed to accept aluminium wire. But the new use brought some problems:∙The greater coefficient of thermal expansion of aluminium causes the wire to expand and contract relative to the dissimilar metal screw connection, eventually loosening the connection.∙Pure aluminium has a tendency to "creep" under steady sustained pressure (to a greater degree as the temperature rises), again loosening the connection.∙Galvanic corrosion from the dissimilar metals increases the electrical resistance of the connection.All of this resulted in overheated and loose connections, and this in turn resulted in some fires. Builders then became wary of using the wire, and many jurisdictions outlawed its use in very small sizes, in new construction. Yet newer fixtures eventually were introduced with connections designed to avoid loosening and overheating. At first they were marked "Al/Cu", but they now bear a "CO/ALR" coding.Another way to forestall the heating problem is to crimp the aluminium wire to a short "pigtail" of copper wire. A properly done high-pressure crimp by the proper tool is tight enough to reduce any thermal expansion of the aluminium. Today, new alloys, designs, and methods are used for aluminium wiring in combination with aluminium terminations.Wrought alloysThe International Alloy Designation System is the most widely accepted naming schemefor wrought alloys. Each alloy is given a four-digit number, where the first digit indicates the major alloying elements.∙1000 series are essentially pure aluminium with a minimum 99% aluminium content by weight and can be work hardened.∙2000 series are alloyed with copper, can be precipitation hardened to strengths comparable to steel. Formerly referred to as duralumin, they were once the most common aerospace alloys, but were susceptible to stress corrosion cracking and are increasingly replaced by 7000 series in new designs.∙3000 series are alloyed with manganese, and can be work hardened.∙4000 series are alloyed with silicon. They are also known as silumin.∙5000 series are alloyed with magnesium.∙6000 series are alloyed with magnesium and silicon, are easy to machine, and can be precipitation hardened, but not to the high strengths that 2000 and 7000 can reach.∙7000 series are alloyed with zinc, and can be precipitation hardened to the highest strengths of any aluminium alloy.∙8000 series is a category mainly used for lithium alloys.[citation needed]Cast alloysThe Aluminum Association (AA) has adopted a nomenclature similar to that of wrought alloys. British Standard and DIN have different designations. In the AA system, the second two digits reveal the minimum percentage of aluminium, e.g. 150.x correspond to a minimum of 99.50% aluminium. The digit after the decimal point takes a value of 0 or 1, denoting casting and ingot respectively.[1] The main alloying elements in the AA system are as follows:[citation needed]∙1xx.x series are minimum 99% aluminium∙2xx.x series copper∙3xx.x series silicon, copper and/or magnesium∙4xx.x series silicon∙5xx.x series magnesium∙7xx.x series zinc∙8xx.x series lithiumAerospace alloysScandium-AluminiumParts of the Mig–29 are made from Al-Sc alloy.[9]The addition of scandium to aluminium creates nanoscale Al3Sc precipitates which limit the excessive grain growth that occurs in the heat-affected zone of welded aluminium components. This has two beneficial effects: the precipitated Al3Sc forms smaller crystals than are formed in other aluminium alloys[9] and the width of precipitate-free zones that normally exist at the grain boundaries of age-hardenenable aluminium alloys is reduced.[9] Scandium is also a potent grain refiner in cast aluminium alloys, and atom for atom, the most potent strengthener in aluminium, both as a result of grain refinement and precipitation strengthening.However, titanium alloys, which are stronger but heavier, are cheaper and much more widely used.[10]4043, 5183, 6005A, 6082 also used in marine constructions and off shore applications. Cycling alloysThese alloys are used for cycling frames and components[citation needed]。

Recent developments in advanced aircraft aluminium alloys

ReviewRecent developments in advanced aircraft aluminiumalloysTolga Dursun a ,⇑,Costas Soutis ba Aselsan Inc,Ankara 06750,TurkeybAerospace Research Institute,University of Manchester,Manchester M139PL,UKa r t i c l e i n f o Article history:Received 16September 2013Accepted 2December 2013Available online 13December 2013Keywords:Aircraft structures Aluminium alloys Al–Li alloys CompositesMechanical propertiesa b s t r a c tAluminium alloys have been the primary material for the structural parts of aircraft for more than 80years because of their well known performance,well established design methods,manufacturing and reliable inspection techniques.Nearly for a decade composites have started to be used more widely in large commercial jet airliners for the fuselage,wing as well as other structural components in place of aluminium alloys due their high specific properties,reduced weight,fatigue performance and corrosion resistance.Although the increased use of composite materials reduced the role of aluminium up to some extent,high strength aluminium alloys remain important in airframe construction.Aluminium is a rela-tively low cost,light weight metal that can be heat treated and loaded to relatively high level of stresses,and it is one of the most easily produced of the high performance materials,which results in lower man-ufacturing and maintenance costs.There have been important recent advances in aluminium aircraft alloys that can effectively compete with modern composite materials.This study covers latest develop-ments in enhanced mechanical properties of aluminium alloys,and high performance joining techniques.The mechanical properties on newly developed 2000,7000series aluminium alloys and new generation Al–Li alloys are compared with the traditional aluminium alloys.The advantages and disadvantages of the joining methods,laser beam welding and friction stir welding,are also discussed.Ó2013Elsevier Ltd.All rights reserved.1.IntroductionThe cost reduction for aircraft purchase and operation has be-come a driving force in many airline companies.Cost reduction can be achieved by decreasing the fuel consumption,maintenance cost,operational costs,frequency of periodical controls and increasing the service life and carrying more passengers at a time.Therefore aircraft manufacturers are competing to meet the requirements of their airline customers.Weight reduction can im-prove fuel consumption,increase payload and increase range.Additionally,improved and optimised mechanical properties of the materials can result in increased period between maintenance and reduce repair costs.Since the material has a great impact on cost reduction,airframe manufacturers and material producers fo-cus on the development of new materials to meet customer requirements.Hence,a current challenge is to develop materials that can be used in fuselage and wing construction with improve-ments in both structural performance and life cycle cost.According to the design trials it is seen that an effective way of reducing the aircraft weight is by reducing the material density.It is found that the decrease in density is about 3–5times more effective than increasing tensile strength,elastic modulus or damage tolerance [1].Airframe durability is another parameter that directly affects costs.The cost of service and maintenance over the 30-year life of the aircraft are estimated to exceed the original purchase price by a factor of two [1].Therefore,both material producers and air-craft designers are working in harmony to reduce weight,improve damage tolerance,fatigue and corrosion resistance of the new metallic alloys.As a result,near future primary aircraft structures will show an extended service life and require reduced frequency of inspections.Composite materials are increasingly being used in aircraft pri-mary structures (B787,Airbus A380,F35,and Typhoon).Fig.1shows the increased usage of composites in several types of Boeing aircraft.The attractiveness of composites in the manufacturing of high performance structures relies on their superior mechanical properties when compared to metals,such as higher specific stiff-ness,specific strength (normalised by density),fatigue and corro-sion resistance.Although composites are thought to be the preferable material for wing and fuselage structures,their higher certification and production costs,relatively low resistance to im-pact and complicated mechanical behaviour due to change in envi-ronmental conditions (moisture absorption,getting soft/brittle when exposed to hot/cold environments)make designers to ex-plore alternative material systems.Fibre metal laminates such as GLARE which combines aluminium layers with glass fibre epoxy0261-3069/$-see front matter Ó2013Elsevier Ltd.All rights reserved./10.1016/j.matdes.2013.12.002⇑Correspondng author.Tel.:+903128475300.E-mail addresses:tdursun@.tr (T.Dursun),constantinos.soutis@ (C.Soutis).plies to improve tensile strength and more importantly damage tolerance arefinding great use in aerospace applications[3–12]. Impact resistance,effect of damage on stiffness/strength especially when loaded in compression and damage identification and detec-tion,in addition to joints,repair and recycling remain big chal-lenges for composites with the need of further research[13–18].Aluminium alloys have been the primary structural material for commercial and military aircraft for almost80years due to their well known mechanical behaviour,easiness with design,mature manufacturing processes and inspection techniques,and will re-main so for some time to come.However,the non-metallic mate-rials,despite the issues mentioned earlier,due to their superior specific strength properties provide a very competitive alternative, so aluminium producers need to keep investing and put great effort in improving the thermo-mechanical properties of the alu-minium alloys they produce.Density,strength,Young’s modulus,fatigue resistance,fracture toughness and corrosion resistance are all important parameters that need to be improved.Depending on the particular component under consideration,material properties have to outperform those offered by polymer composites.Chemical composition and processing control the microstructural features such as precipi-tates,dispersoids,degree of recrystallization,grain size and shape, crystallographic texture and intermetallic constituent particles. These properties affect the physical,mechanical and corrosion characteristics of aluminium alloys.Therefore material producers working closely with aircraft designers could design different types of metallic alloys where the physical and mechanical properties have been tailored to the specified needs.For instance,the upper side of the wing is mainly subjected to compression loading during flight,but also exposed to tension during static weight and taxiing, while the opposite happens to the lower part of the wing,hence careful optimisation of tensile and compressive strength properties is required.Damage tolerance,fatigue and corrosion resistance are and Alclad2524-T3sheet and2524-T351plate for the fuselage skin.They also developed7150-T7751extrusions for the support-ing members of the fuselage structure.The application of these materials saved thousands of pounds of weight for the Boeing 777[19].The aircraft manufacturers are also working to decrease the number of parts in new aircraft.These needs could be met by applying several approaches.Thefirst method is producing large and thick plates having fatigue and fracture characteristics equiv-alent to those of a thin plate.The second method is implementa-tion of joining technologies such as friction stir welding that allows the manufacture of large integrally stiffened panels that can be used for wing and fuselage skins[20].This review article covers the latest developments related to aluminium alloys used as aircraft primary structures and high-lights performance improvements in the2000,7000series alumin-ium alloys as well as the new generation of Al–Li alloys.Currently the7000series Al–Zn alloys are used where the main limiting de-sign parameter is strength;2000series Al–Cu alloys are used for fatigue critical applications since these alloys are more damage tol-erant,while Al–Li alloys are chosen where high stiffness and lower density are required.The advantages and disadvantages of the joining techniques,laser beam welding and friction stir welding, are also discussed.2.Developments in2000series Al–Cu aluminium alloysThe aluminium–copper(2000series)alloys are the primary al-loys used in airframe structural applications where the main de-sign criterion is damage tolerance.The2000series alloys containing magnesium have higher strength resulting from the precipitation of Al2Cu and Al2CuMg phases and superior damage tolerance and good resistance to fatigue crack growth comparedbination of materials used in Boeing Aircrafts.Thefigure is based on[2].T.Dursun,C.Soutis/Materials and Design56(2014)862–871863often the limiting design parameter[21].The wing can be considered as a cantilever type of beam that is loaded in bending duringflight but also torsion.The wing supports both the static weight of the aircraft and any additional loads subjected in service. Additional wing loads also come from the landing gear during taxiing,take-off and landing and from the leading and trailing edge theflaps and slats that are deployed during take-off and landing to create additional low speed lift.The upper surface of the wing is primarily loaded in compression because of the upward bending moment duringflight but can be loaded in tension while taxiing[21].Chemical compositions and mechan-ical properties of some of2000series aluminium alloys widely used in airframe design are given in Tables1and2 respectively.The2024-T3has been one of the most widely used alloys in fuselage construction.It has moderate yield strength,very good resistance to fatigue crack growth and good fracture toughness. The2024aluminium alloy remains as an important aircraft struc-tural material due to its extremely good damage tolerance and high resistance to fatigue crack propagation in T3aged condition. The low yield stress level and relatively low fracture toughness, limit the application of this alloy in the highly stressed regions [23].Microstructural effects on the fatigue properties of alumin-ium alloys are being investigated intensively.Improvements in compositional control and processing have continually produced new alloys.It is known that inclusions have substantial effects on the fatigue crack propagation.Higher fracture toughness values and better resistance to fatigue crack initiation and crack growth were achieved by reducing impurities,especially iron and silicon. It has been announced that for the fuselage applications the alloy 2524-T3has a15–20%improvement in fracture toughness and twice fatigue crack growth resistance of2024-T3[24].This improvement leads to weight savings and30–40%longer service life[25].The2524aluminium alloy has replaced the2024as fuse-lage skin in the Boeing777aircraft.Fatigue tests on the2524alloy showed that fatigue strength of this alloy is70%of the yield strength whereas for2024-T351fatigue strength is about45%of the yield strength[26].For the lower wing skin applications[27] the2224-T351and2324-T39alloys offer higher strength values compared to incumbent2024-T351with similar fracture tough-ness and corrosion pared to2024,both composi-tional and processing changes for2224-T351and2324-T39 alloys resulted in improved properties.A lower volume fraction of intermetallic compounds improved fracture toughness.For in-stance the maximum iron content is0.12%and silicon is0.10%in 2224-T351whereas in20240.50%for both impurities.A newly developed aluminium alloy2026is based on2024but it contains fewer impurities such as iron and silicon.Additionally,2026con-tains a small amount of zirconium which inhibits recrystallization [28].2026has higher damage tolerance,higher tensile strength, higher fatigue performance and acceptable fracture toughness compared to2024and2224[29].Although the contribution of Cu and Mg in intermetallic phases results in high strength however,due to the intermetallic phase particles the corrosion resistance of the alloy significantly drops. Several investigations have been done in order to increase both corrosion and fatigue resistance of2000series alloys[30–32].3.Developments in7000series Al–Zn aluminium alloysThe7000series of aluminium alloys show higher strength when compared to other classes of aluminium alloys and are selected in the fabrication of upper wing skins,stringers and horizontal/verti-cal stabilizers.The compressive strength and the fatigue resistance are the critical parameters in the design of upper wing structural components.The tail of the airplane,also called the empennage, consists of a horizontal stabilizer,a vertical stabilizer orfin,and control surfaces e.g.elevators and rudder.Structural design of both the horizontal and vertical stabilizers is essentially the same as for the wing.Both the upper and lower surfaces of the horizontal sta-bilizer are often critical in compression loading due to bending [21].High strength aluminium alloys such as the7075-T6are widely used in aircraft structures due to their high strength-to-weight ra-tio,machinability and relatively low cost.However,due to their compositions,these alloys are susceptible to corrosion.It is well known that corrosion reduces the life of aircraft structures consid-erably.During normal operation aircraft are subjected to natural corrosive environments due to humidity,rain,temperature,oil, hydraulicfluids and salt water.Among the issues facing ageing air-craft,corrosion in combination with fatigue is extremely undesir-able[27].The7000series alloys are also heat treatable,and the Al–Zn–Mg–Cu versions provide the highest strengths of all aluminium al-loys.Some of the7000series alloys contain about2%copper in combination with magnesium and zinc to improve their strength. These alloys although are the strongest they are the least corrosion resistant of the7000series.However,newer7000series alloys introduced have higher fatigue and corrosion resistance which may result in weight savings.Newer alloys such as the7055-T77, have higher strength and damage tolerance than the7075-T6[1]. The7475(Al–Zn–Mg–Cu)aluminium alloy is a modified version of7075alloy.The7475alloy is developed for applications that re-quire a combination of higher strength,fracture toughness and resistance to fatigue crack propagation both in air and corrosive environment.Both strength and fracture toughness properties of 7075alloy are improved by decreasing its contents of iron and sil-icon,and changing both quenching and ageing conditions.The to-tal iron and silicon content in7075is0.90%whereas in7475the total content is limited to0.22%.These changes in the7075alloy resulted in the development of the7475alloy which is having a fine grain size,optimum dispersion and highest toughness value among the aluminium alloys available at high strength level.It is also reported that the corrosion resistance and corrosion fatigue behaviour of the7475alloy are excellent.In general,its perfor-mance is better than that of much commercially available high strength aerospace aluminium alloys such as7050and7075alloys [23].Yield strength,%elongation,and K IC properties of widely used 2024and7075alloys are compared with7050and7475in Fig.2.It may be seen in Fig.2that the2024-T351alloy has high duc-tility and good fracture toughness(both in TL and LT orientations) but has relatively low yield strength.On the other hand,the7075 alloy under T651temper condition has yield strength of over 500MPa.The reported fracture toughness of this alloy(7075-T651)in TL and LT orientations is nearly24MPapm andTable1Chemical composition of some2000series aerospace aluminium alloys[22].2000Series Cu Zn Mg Mn Fe Si Cr Zr Ti Al2024 4.4– 1.50.660.560.50.1–0.15Remainder 2026 3.6–4.30.1 1.0–1.60.3–0.80.070.05–0.05–0.250.06Remainder 2224 4.1– 1.50.660.1560.12–––Remainder 2324 3.8–4.40.25 1.2–1.80.3–0.90.120.10.1–0.15Remainder 2524 4.0–4.50.15 1.2–1.60.45–0.70.120.060.05–0.1Remainder 864T.Dursun,C.Soutis/Materials and Design56(2014)862–871Alloy7050is another important alloy having the good balanceof strength,stress corrosion cracking(SCC)resistance and toughness.It is particularly suited for plate applications in the 76–152mm thickness range.Alloy7050exhibits better tough-ness/corrosion resistance characteristics than alloy7075because it is less quench sensitive than most aerospace aluminium alloys. The7050retains its strength properties in thicker sections while maintaining good stress corrosion cracking resistance and fracture toughness levels.Typical applications for alloy7050plates include fuselage frames and bulkheads where section thicknesses are 50–152mm.On the other hand alloy7050sheets are used in wing skins applications.Long-term controlled and in-service evaluations have shown that alloy7050plate and sheet products remain equal exfoliation and stress corrosion resistance at higher stress levels compared with other high strength aluminium alloys such as7075.A recent alloy,the7055-T7751(Al–8Zn–2.05Mg–2.3Cu–0.16Zr),has a yield stress that may exceed620MPa and the esti-mated weight saving attributed to its use for components in the Boeing aircraft777is635kg[34].This alloy provided a nearly 10%gain in strength,with higher toughness and significantly im-proved corrosion resistance[24].T77temper consists of three step ageing process that produces a higher strength and damage toler-ance combinations compared to7050-T76and7150-T651or T7751.The improved fracture toughness is a result of controlled volume fraction of coarse intermetallic particles and uncrystallized grain structure.Good combination of strength and corrosion resis-tance is attributed to the size and spatial distribution and the cop-per content of the strengthening precipitates.There exists a continuous improvement in the mechanical prop-erties of aerospace aluminium alloys.This has resulted in the development of high strength7xxx alloys(e.g.7075,7150,7055, 7449,in chronological order of application).These high strength al-loys are generally used in compression-dominated parts such as upper wing skins where damage tolerance considerations are sec-ondary.However,recent developments show that modifications in solute content and in particular in Zn/Mg/Cu ratios can enable the development of high strength products with significant improve-ments in damage tolerance such as AA7040,AA7140and AA7085.7085has been developed as the new generation high strength thick plate alloy to be alternative for7050/7010products. Due to the higher Zinc and lower Cu contents,higher fracture toughness and slow quench sensitivity were obtained.This product was selected for wing spar applications on the Airbus A380.There is also an effort to obtain a good combination of high strength and good corrosion resistance through the applications of different heat treatment methods[35].Two important metallurgical princi-ples resulting in improvements are:a decrease in the Mg/Zn ratio, and an overall reduction in saturation of the composition with re-spect to the theoretical maximum solubility.The strong impact of Mg concentration increases on strength(beneficial)and on tough-ness(detrimental)is well known.The basis of the Mg/Zn adjust-ments is the observation that a partial replacement of Mg with2024-T3517050-T736517075-T6517475-T7351 Yield Strength% Elongation Kıc TL Direction Kıc LT Directionrepresentation of yield strength,%elongation,andalloys.The is based[23].Fig.3.S–N curves for different aluminium alloys[23].T.Dursun,C.Soutis/Materials and Design56(2014)862–871865Zn(a slightly less effective hardener per wt.%)enables an increase in toughness while maintaining adequate strength.The overall reduction in solute saturation directly affects the quench sensitiv-ity,which is critical for damage tolerance properties of high solute alloys.AA7056-T79,developed for the upper wing skin of large commercial aircraft is good example of the improvements in strength-toughness balance[34].On the other hand the addition of Mn and Zr in aluminium alloys can formfine dispersoids which affect recrystallization characteristics and grain structure.These dispersoids retards recrystallization and grain growth.Zr content in aluminium alloys can form A13Zr dispersoid,which have a rela-tionship with the matrix and significantly refines the grain size. The addition of Zn increases the strength of the alloy,whereas the addition of Mn increases the fracture toughness of the alloy due to the formation of the secondary phase containing Mn and Fe,which decreases the adverse effects of Fe on fracture toughness [36].Chemical composition of some of the important7000series aluminium alloys are given in Table3.Fretting,a special type of wear process that occurs at the con-tact area between two materials under load and subject to very small amount of relative motion,is another important issue needed to be understood in bolted/pinned aircraft joints.There is a current focus on the prevention of fretting in the aerospace industry since due to fretting,cracks can initiate at stresses(fret-ting zone),well below the fatigue limit of non-fretted materials and the structure’s resistance to fatigue can be decreased by50–70%.Introduction of compressive residual stresses at the surface of hole,reduction in coefficient of friction,increased surface hard-ness,changing the surface chemistry and increasing the surface roughness are the main methods that are applied to reduce the nucleation and growth of fretting cracks and improve the fatigue life of aerospace joints and improve fretting resistance[37–42]. 4.Developments in aluminium–lithium alloysReducing the density of materials is accepted as the most effec-tive way of lowering the structural weight of aircraft.Li(density 0.54g/cm3)is one of the few elements that have a high solubility in aluminium.This is significant because,for each1%added,the density of an aluminium alloy is reduced by3%.Lithium is also un-ique amongst the more soluble alloying elements in that it causes a considerable increase in the elastic modulus(6%for each1%Li added).Additional advantage is that,aluminium alloys containing Li respond to age hardening[43].The use of aluminium–lithium(Al–Li)alloys in aerospace appli-cations goes back to1950s with the development of alloy2020.In the1980s,2nd generation of Al–Li alloys were developed.The sec-ond generation alloys included the2090,2091,8090and8091.The Al–Li alloys2090,2091,8090and8091contain1.9–2.7%lithium, which results in an about10%lower density and25%higher spe-cific stiffness than the2000and7000series alloys.However,due to technical problems such as anisotropy in the mechanical prop-erties,low toughness,poor corrosion resistance,manufacturing is-sues(hole cracking and delamination during drilling),2nd generation Al–Li alloys did notfind wide use in aircraft industry. The anisotropy experienced by these alloys is a result of the strong crystallographic textures that develop during processing,with the fracture toughness problem being one of primarily low strength in the short transverse direction[1,21,44,45].The pressure for higher strength and improved fracture tough-ness with reduced weight in aircraft applications have resulted in the development of new generation of Al–Li alloys.The new gener-ation of Al–Li alloys provides not only weight savings,due to lower density,but also overcomes the disadvantage of the previous prob-lems with increased corrosion resistance,good spectrum fatigue crack growth performance,a good strength and toughness combi-nation and compatibility with standard manufacturing techniques. This results in well-balanced,light weight and high performance aluminium alloys[1,44,46].In the new generation(3rd)Al–Li alloys Li concentration was reduced to0.75–1.8wt.%.The addition of alloying elements in the3rd generation Al–Li alloys is used to improve the mechanical properties.Poor corrosion resistance of 2nd generation Al–Li alloys is eliminated in3rd generation Al–Li alloys by optimising alloy composition and temper.Also Zn additions improved corrosion resistance.The additions of Cu,Li and Mg form the strengthening precipitates and small additions of the dispersoid-forming elements Zr and Mn control the grain structure and crystallographic texture during thermo-mechanical processing.Crack deviation occurs due to high crystallographic texture in addition with slip planarity.Deviation from expected direction of crack propagation makes it difficult to define inspec-tion points and the positioning of crack arresters.It was found that in addition to reduction of the texture components,the severity of slip planarity had to be decreased.This reduction was achieved by decreasing the amount of(Al3Li)phase.This can be achieved by keeping the amount of Li additions below1.8wt ptc.The fracture toughness of2nd generation Al–Li alloys was often lower than the incumbent2024alloy products for designs where damage toler-ance is the driving parameter.It was determined that fracture toughness is affected only by insoluble second-phase particles.In 3rd generation Al–Li alloys like2199this disadvantageous condi-tion was eliminated by composition optimisation,thermal–mechanical processing and precipitate microstructure control.Chemical compositions and mechanical properties of some of the widely used Al–Li alloys are shown in Tables4and5 respectively.Alloy2195,a new generation Al–Li alloy,has a lower copper content and has replaced the2219for the cryogenic fuel tank on the space shuttle where it provides a higher strength,higher mod-ulus and lower density than the2219.Other alloys,including the 2096,2097and2197,also have lower copper contents but also have slightly higher lithium contents than2195[1].New genera-tion of Al–Li alloys have higher Cu/Li ratio than the second gener-ation alloys(2090and2091)as illustrated in Fig.4.The new generation of2199Al–Li alloys sheet and plates found applications in the aircraft for fuselage and lower wing applica-tions,respectively and the2099extrusions for internal structure. It was determined that the2199-T8E79plate for the lower wing skin,the2099-T83extrusions for lower wing stringers and the 2199-T8prime sheet for fuselage skin would provide the most benefit for the given applications examined.It is stated that com-pared to2024,the2199plates have lower density,significantly better stress corrosion and exfoliation corrosion resistance,signif-icantly better spectrum fatigue crack growth performance,betterTable3Chemical composition of some7000series aerospace aluminium alloys[22].7000Series Cu Zn Mg Mn Fe Si Cr Zr Ti Al7050 2.3 6.2 2.25–60.1560.12–0.1–Remainder 7055 2.0–2.67.6–8.4 1.8–2.30.050.150.10.040.08–0.250.06Remainder 7075 1.2–2.0 5.1–6.1 2.1–2.90.30.50.40.18–0.28–0.2Remainder 7150 1.9–2.5 5.9–6.9 2.0–2.70.10.150.120.040.08–0.150.06Remainder 7475 1.2–1.9 5.2–6.2 1.9–2.60.060.120.100.18–0.25–0.06Remainder 866T.Dursun,C.Soutis/Materials and Design56(2014)862–871toughness,and higher tensile yield and compressive yield strengths.The ultimate tensile strength,bearing and shear strengths for the T8E80temper are similar to those for 2024,while for the T8E79temper,these strengths tend to be lower.However,this reduction in tensile yield strength provides the higher spec-trum fatigue crack growth performance.Thus,one of the two tem-pers of 2199may be more suitable for a given application,depending on the design criterion [44].Al–Li 2099alloy has low density,high stiffness,superior dam-age tolerance,excellent corrosion resistance and weldability for use in aerospace structures that require high strength.Alloy 2099extrusions can replace 2xxx,6xxx,and 7xxx aluminium alloys in applications such as statically and dynamically loaded fuselage structures and lower wing stringers.2nd generation Al–Li alloys were susceptible to cracking and delamination during installation of interference fit fasteners as a result of cold working.Low elonga-tion and work hardening properties were the results of these prob-lems.In the 3rd generation Al–Li alloys elongation and cold working capability were improved.Alloy 2099extrusions have good machining,forming,fastening,and surface finishing proper-ties.The 2099plate and forgings have better strength,modulus,density and corrosion performance than the7075-T73and 7050-T74plate products.The T8E67temper has much higher strength than the 2024-T3511or 2026-T3511with better toughness,much better corrosion resistance (Fig.5)and lower density.The fatigue crack growth resistance of alloy 2099also shows improvement with respect to the 2024-T3511,which has been a baseline alloy for fatigue critical components [47].The effects of normal heat treatments and thermomechanical heat treatments on the mechanical properties and fracture tough-ness of the 2A97new generation Al–Li alloy were studied by Yuan et al.[48].The aim was to improve the relationships of strength,ductility and fracture toughness,and make possible their applica-tions in the aeronautical industries.The Al–Li 2A97alloy was developed primarily in an attempt to be used for plates and for-gings as a promising aerospace material.It was stated that the problem with this alloy is that it yields low ductility and fracture toughness in T8temper with a high tensile strength,and it yields low strength in T6temper with a high ductility and fracture tough-ness.With 4%deformation after low temperature underaging,the ductility and fracture toughness were improved for the 2A97alu-minium–lithium alloy.The K q value of 43.5MPa pm in the T8tem-per higher than that of 42.5MPa pm in the T6temper was obtained,by heat-treatment process and thermomechanical heat-treatment process [48].Another new generation Al–Cu–Li alloy 2050was developed to replace the 2000series and 7000series alloys where medium to high strength and high damage tolerance are needed [49].Strength,corrosion resistance,fatigue initiation and crack growth resistance properties were compared and according to the test re-sults it was concluded that the 2050-T84alloy in addition to its density benefit,offers improvements over the 2024-T351in sta-tic-related properties and corrosion resistance.When compared to incumbent alloy 7050-T7451,the 2050-T84offers an improved (strength,toughness)balance,at 5%lower density and significantlyimproved stress corrosion resistance without any redesign and when strength,stiffness and fatigue properties are taken into ac-count,it can lead to weight reduction up to a total of about 10%,depending on the part design drivers.Al–Li alloy 2198was developed to replace 2024and 2524in air-craft structures where damage tolerance is the critical design fac-tor.It has a wt.%Cu composition ranging from 2.9%to 3.3%and respective of Li from 0.9%to 1.1%.Under constant amplitude load-ing and stress ratio R =0.1the fatigue endurance limit is almost 40%below the 2024yield stress,while for 2198-T351is only 8%lower than the respective yield stress.When taking into account density,2198is superior to 2024in high cycle fatigue and fatigue endurance limit regimes.For the same normalised applied stresses,2198was observed to absorb 2–3times more energy to fracture than 2024[50,51].Comparing the fatigue results in air it was ob-served that 2524-T3presented a higher fatigue strength and fati-gue limit than the 2198-T851Al–Li alloy.However,when the alloys were pre-corroded in saline environment they presented similar fatigue behaviour [52].2060and 2055are the newest 3rd generation Al–Li alloys.2060has 0.75wt.%of Li,3.95wt.%of Cu and 0.85wt.%of Mg whereas 2055has 1.15wt.%of Li,3.7wt.%of Cu and 0.4wt.%of Mg.The wt.%of the other alloying elements are approximately same for these two alloys.These alloys show improved strength/toughness relationship.Additionally,these alloys exhibit good thermal stability.Both 2055and 2060have excellent corrosion performance compared to that of common aerospace aluminium alloys such as 2024-T3and 7075-T6.Therefore,these alloys could be alternative materials for fuselage,lower wing and upper wing constructions.Trade study analyses show that implementation of Al–Li alloys can save significant weight over the baseline 2000and 7000series aluminium alloys.For instance for fuselage skin applications 2060-T8can save 7%weight compared to that of 2524-T3,for lower wing skin applications 2060-T8can save 14%weight compared to that of 2024-T351and for upper wing skin and stringer applications,2055-T8can save 10%weight compared to that of 7055-T7751[47,53].The 3rd generation Al–Li alloys offers up to 10%weight savings,lower risk and 30%less expensive to manufac-ture,operate and repair than composite-intensive planes.In addition,these alloys can provide passenger comfort features that are equivalent to composite-intensive planes,such as largeTable 4Chemical composition of some Al–Li alloys [22].Al–Li alloys Li Cu Zn Mg Mn Fe Si Cr Zr Ti Others 20500.7–1.3 3.2–3.90.250.2–0.60.2–0.50.10.080.050.06–0.140.10.2–0.7Ag 2090 1.9–2.6 2.4–3.00.10.250.050.120.100.050.08–0.150.15–20980.8–1.3 3.2–3.80.350.25–0.80.350.150.12–0.04–0.180.10.25–0.6Ag 2099 1.6–2.0 2.4–3.00.4–1.00.1–0.50.1–0.50.070.050.1–0.50.05–0.120.10.0001Be 2199 1.4–1.8 2.0–2.90.2–0.90.05–0.40.1–0.50.070.05–0.05–0.120.10.0001Be 80902.2–2.71.0–1.60.250.6–1.30.100.300.200.100.04–0.160.1–Table 5Mechanical properties of some Al–Li alloys [22].Al–Li alloys UTS (MPa)Yield Strength (MPa)Fracture Toughness,K IC (Mpa m 1/2)Elongation (%)2050-T8454050043(LT)NA 2090-T8353148343.932098-T82503476NA 62099-T8354352030(LT)7.627(TL)2199-T840034553108090-T85150045533(LT),30(TL)1212.4(SL)T.Dursun,C.Soutis /Materials and Design 56(2014)862–871867。

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Phase diagrams for nickel-copper
Liquidus
T (C)
Solidus
Liquid solution
0 100
100 Cupper 0 Nickel
Iron-carbon System
Iron composition
Ferrite, also called alpha ferrite, is a solid solution of bodycentered cubic iron and has a maximum solid solubility of 0.022 percent carbon at a temperature of 727oC.
Eutectoid reaction
At 727oC, a reaction takes place in which austenite is transformed into alpha ferrite (bcc) and cementite, called eutectoid reaction. The structure of eutectoid steel is called pearlite. The microstructure of pearlite consists of alternating layers (lamellae) of ferrite and cementite. Consequently, the mechanical properties of pearlite are intermediate between ferrite (soft and ductile) and cementite(hard and bmpounds
Intermetallic compounds are complex structures in which solute atoms are present among solvent atoms in certain proportions. Thus some intermetallic compounds have solid solubility. Intermetallic compounds are strong, hard, and brittle. Because their high melting points and high strength at elevated temperatures, good oxidation resistance and relatively low density.
• dispersed throughout the structure. Alloying with finely dispersed particles
(second-phase particles) is an important method of strengthening alloys and controlling their properties. In two-phase alloys the second –phase particles present obstacles to dislocation movement, thus increasing strength. • Aggregate structure. In this alloy system, there are two sets of grains, each with its own compositions and properties.
Two-phase systems
Most alloys consist of two or more solid phases and may be regarded mechanical mixtures. Thus we call a system with two solid phases a two-phase system. Each phase is a homogeneous part of the total mass and has its own characteristics and properties.
Phase Diagrams
Alloys solidify over a range of temperature. Solidification begins when the temperature of the molten metal drops below the liquidus; it is completed when the temperature reaches the solidus.
The properties and behaviour of metals and alloys during manufacturing and performance during their service life depend on their composition, structure, and processing history and the heat treatment to which they have been subjected. Important properties such as strength, hardness, ductility and toughness, as well as resistance to wear and scratching, are greatly influenced and modified by alloying elements and by heattreatment processes.
Cementite, which is 100 percent iron carbide(Fe3C), with a carbon content of 6.67 percent. Cementite is a very hard and brittle intermetallic compound and has a significant influence on the properties of steels.
Nonferrous Stainless steel
Precipitation Hardening aging
Structure of alloys
An Alloy is composed of two or more chemical elements, at least one of which is a metal. The majority of metals used in engineering applications are some form of an alloy. Alloying consists of two basic forms: solid solutions and intermetallic compounds.
A phase diagram, also called an equilibrium or a constitutional diagram, shows the relationships among temperature, composition, and the phases present in a particular alloy system. Equilibrium means that the state of a system remains constant over an indefinite period of time.
材料成型过程质量性能控制
Materials Forming process and Quality Control
4. Metal Alloys: Their Structure and Strengthening by heat treatment
余万华 北京科技大学材料科学与工程学院
Introduction
Metal Alloys
Alloying elements
Ferrous Cast irons
Quenching, annealing Tempering normalizing
Solution treatment
Pure metals
Alloys
Phase diagrams Microstructures Solid solutions Substitutional Interstitial
Cast Irons
The term Cast iron refers to a family of ferrous alloys composed of iron, carbon (range from 2.11 percent to about 4.5 percent) and silicon (up to about 3.5 percent). Cast irons are usually classified according to their solidification morphology. • Gray cast iron, or gray iron. • Ductile cast iron, nodular cast iron, or spheroidal graphite cast iron. • white cast iron •Malleable iron •Compacted graphite iron
Solid solutions
When the particular crystal structure of the solvent is maintained during alloying, the alloy is called a solid solution. • Substitutional solid solutions. If the size of the solute atom is similar to that of the solvent atom, the solute atoms can replace solvent atoms and forms a substitutional solid solution. Such as Brass, an alloy of zinc and copper, in which zinc is introduced into the lattice of copper. • Interstitial solid solutions. If the size of the solute atom is much smaller than that of the solvent atom, the solute atom occupies an interstitial positions and forms an interstitial solid solution.
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