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As one of the largest contributors to CO in the world2 To reduce emissions, there is pressure on the aerospace industry to deliver lighter, longer-range, and greener aircraft. However, this requires the use of difficult-to-machine aluminum and high-temperature superalloys (HRSA).Aerospace original equipment manufacturers (OEMs) can adopt advanced technology tooling solution For sustainably machining these tough parts.
According to the World Economic Forum (WEF),2 Emissions by 2050 not only help create an environmentally sustainable future, but also ensure a financially resilient and competitive aviation industry as a whole. However, e-mobility is becoming increasingly established in the automotive industry, with sales of electric vehicles (EVs) surpassing diesel sales in the UK in August 2021, but these developments are Realization in space will take even longer.
It is generally expected that electrified aircraft will not be in widespread use until 2035. Lonely Planet Report easyJet hopes to run electric planes on routes of less than 311 miles (500 km) by 2030, and Norway aims to make all short-haul flights electric by 2040, but ” You won’t be flying long distances with a rechargeable jumbo anytime soon, the batteries are simply too heavy.”
While batteries need to be lighter, the burden on OEMs to produce lighter components to offset the problem is also increasing. To reduce the weight of the system, aluminum will undoubtedly be used, especially new types of aluminum with better strength, fatigue resistance and other properties.
Also, the use of new HRSA is increasing. These HRSAs retain their hardness even when exposed to intense heat and are already used in aircraft parts facing extreme performance demands. These material properties will prove essential, as one approach to more sustainable air travel is to make engines burn harder and hotter.
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Components also need to be manufactured to tighter tolerances and a wider variety of designs. As with EVs, tomorrow’s electric aircraft designs (including airframes and engines) will be more different from manufacturer to manufacturer than existing internal combustion aircraft. For airframes, some of his OEMs are considering delta-shaped, mixed wing-body and strut-braced wing concepts. His other OEMs have stuck to traditional big tube, wing and engine designs.
There are also various forms of engine architectures, such as electric, battery-powered, electromagnetic, or hybrid engines, where current engines are assisted by electric motors. Automakers must manufacture a wide variety of components to tight tolerances while finding new ways to reduce the noise, weight and emissions that affect electrical system performance. However, aluminum and his HRSA components are difficult to machine, making this difficult to achieve in a sustainable and cost-effective manner.
rapid progress
One way to build lighter, more fuel-efficient aircraft is through additive manufacturing (AM) technology. AM enables the development of highly complex shaped customized parts and functional products to tight tolerances, making it easy to machine difficult-to-machine gratings. According to the survey results According to Dassault Systèmes, “For the aerospace sector, the weight savings from the AM process can save up to 25% energy.” It also says, “For every kilogram (2.2 pounds) of weight reduction in flight, you can save up to $3,000 in fuel per year.”
But is AM manufacturing itself sustainable? Investigation The paper, co-authored by the Department of Manufacturing Engineering at the Technical University of Cluj-Napoca, Romania, states that AM is “a good alternative to traditional manufacturing (TM) methods such as injection molding, die casting, or machining” and that “AM has It is possible.” Reduce costs and be more energy efficient than traditional processes. “
AM also affects how products are manufactured. Benefits include lower carbon emissions, less material usage, and less transportation as parts can be manufactured in-house instead of importing them.
Rapid prototyping also enables manufacturers to produce more complex, compact and innovative aerospace parts. The goal is to quickly create a tangible 3D prototype from a computer-aided design (CAD) file, referencing several different techniques. These prototypes allow us to test small quantities of new materials before full-scale manufacturing to ensure that our components are innovative, of high quality and precision.
Aerospace OEMs can adopt new methods to manufacture more complex components, but how do they use the right tools, especially when machining tough aluminum and HRSA?
These materials require cutting tools with higher wear resistance and longer tool life. Sandvik Coromant has developed his S205 grade for steel inserts used in turning. In its metallurgy, Inveio layer It is a densely packed unidirectional crystal that creates a strong protective barrier around the insert to strengthen the tool and improve its mechanical properties. This insert has proven useful in the manufacture of engine turbine discs, rings and shafts, and the customer noted that cutting speeds increased by 30% when using S205 compared to his competing HRSA turning grade. % to 50% higher.
Holistic approach
We’ve talked about manufacturing processes and tools, but how do the two best fit together? It may take.
Companies such as Sandvik Coromant support their aerospace customers with component solutions. This solution includes several techniques, such as examining machine requirements and time studies to determine cost per component, and analyzing production methods during runoff as they relate to both method time measurement (MTM) and end-user processes. There are some stages. Component solutions also include computer-aided manufacturing (CAM) programming and project management for local or cross-border projects.
For a customer who had a chip breakage problem during manufacturing, Component Solutions was able to pinpoint the cause and devise a solution. For you, Sandvik Coromant specialists have developed a new strategy with a dynamic drive curve, allowing you to control chip control at every moment. We call this new approach Scoop Turning and it is now patented. Scoop turning allowed the customer to reduce cycle times by 80% with better chip control and twice his tool life.
The customer reduced the use of four machines to one, reduced the need for multitasking, and enabled a safer machining process and go-ahead production. Thanks to tougher machining grades such as S205, using less machinery and completing production with fewer tool changes is key to more sustainable aircraft production.
Software also plays an important role. Coroplus tool guide It is part of Sandvik Coromant’s digital portfolio. Customers can make critical decisions about tool and cutting parameter selection before production begins.
close the loop
Aside from new approaches to tooling and manufacturing, aerospace OEMs can also look to manufacturing.according to Reported by Air Transport ActioKaiser, n Group (ATAG), the company that supplies aluminum to Boeing, has a closed-loop recycling system, one of the largest programs of its kind in the industry. Kaiser estimates that about 10 million kilograms of offcuts and scrap metal will be recycled by the industry annually through the scheme.
Sandvik Coromant has launched a circulation system. Carbide tool recycling By buying back customers’ worn-out carbide tools and reusing them to make new ones. Most of the raw materials used for our carbide tools are made from scrap. We practice sustainable business in a resource-constrained environment and minimize excessive waste. By doing this, we found that making tools from recycled materials required 70% less energy and reduced CO2.2 40% less emissions.
There is increasing pressure on the aerospace industry to produce lighter, longer-flying and environmentally friendly aircraft. But by implementing the right processes and tools and a more holistic approach to manufacturing, aerospace OEMs can help establish a greener future for aerospace.
Sandvik Coromant
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