5083铝合金力学性能及超塑性成形数值模拟与实验研究
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摘要
随着环境污染和能源短缺问题的日益尖锐,各大交通运输工具制造商都加快对交通工具轻量化的研究与开发,而铝合金作为飞机、航天器以及汽车轻量化的理想材料,已成为当前航空航天工业、汽车工业开发研究的热点,但其常温下难以加工成形,制约了铝合金的应用。而在超塑性状态下成形是目前解决铝合金成形最为有效的方法之一。为此,本文开展了铝合金力学性能与超塑性成形工艺的研究。首先,采用恒应变速率单向拉伸法,研究了材料在不同温度、不同应变速率下的塑性、超塑性性能,确定了材料最佳成形参数,并建立了随温度变化的本构模型;其后,进行了超塑胀形有限元模拟,改进了气压加载方式,分析了单元类型、摩擦对模拟结果的影响;同时,首次模拟了超塑性差温拉深,详细研究了毛坯几何形状、压边间隙、温度差、摩擦系数对板料差温拉深性能的影响;最后,在模拟的基础上设计了三套实验模具及成形工艺,分别对AIRBUS支架件进行胀形、差温拉深及恒温拉深实验,并将实验结果分别与模拟结果比较。
通过恒应变速率单向拉伸实验,首次研究了AA5083合金在温度为100~535℃、应变速率为0.013~0.00005s-1范围内的力学性能,获得最大延伸率为525℃、0.0002s-1应变速率下的397%。结果表明:200℃温度以下,AA5083材料延伸率较低,且随着应变速率的提高而减小,无超塑性;250℃温度以上,AA5083合金呈现超塑性,各试样延伸率随温度的升高而提高,并具有应变速率敏感性。各拉伸曲线流变应力随温度的升高而减小、随应变速率的增大而增大;基本呈现应变硬化、应变硬化与应变软化动态平衡的稳态流变和应变软化三种现象,各种现象表现程度随温度、应变速率不同而相异。分析了应变、应变速率对应变速率敏感性指数的影响。采用Hollomon经验公式拟合真应力-应变曲线中的应变硬化阶段,测定了n值。建立了AA5083合金在100~525℃温度、0.013~0.008s-1应变速率范围内修正的粘塑性本构模型,结果表明:该模型的预测值与实验值吻合良好。
改进了MARC软件默认的压力加载算法,对AA5083支架件进行了超塑性胀形模拟。结果表明:零件的几何模型对材料成形的厚度分布影响显著,设计零件时应尽量避免小圆角半径、大深宽比及形状突变;优化的加载方式控制了变形集中区域的变形速度,改善了板料的成形性能,厚度分布更均匀。分析讨论了实体单元、壳单元及膜单元模拟,对板料超塑胀形厚度分布、压力-时间曲线的影响。结果表明:壳单元最适合模拟板料成形。此外,改善超塑性胀形中的润滑条件,亦可提高板料流动性能。
改变了AA5083支架工件模型及模具,采用二次开发MARC软件,首次成功模拟了该材料超塑性差温拉深。分析了零件的拉深比,表明应用常规拉深无法一次成形该工件。而采用凹模为525℃、凸模为150℃差温拉深,1.05~1.1倍板厚刚性压边间隙、优化的毛坯及0.1mm/s的拉深速度,成形了厚度分布均匀、高度满足要求、减薄率明显低于超塑性胀形的工件。分析了压边间隙对工件材料流动、压边力及拉深力的影响;并且研究了凸、凹模温度差、摩擦对提高拉深性能的重要作用。
在超塑性胀形及差温拉深模拟的基础上,对AIRBUS支架件进行了实验研究。采用胀形模拟获得的优化及默认加载曲线,控制实验中气体压力加载。结果表明:默认的加载曲线,压力加载速度过快,致使工件变形速度太大,厚度减薄严重而破裂;优化的加载曲线,成功成形了AA5083支架件,且其模拟与实验结果吻合良好,但工件整体变薄严重,厚度分布不均匀。依据模拟获得的参数,进行了超塑性差温拉深实验,结果表明:差温拉深工艺、形状优化的毛坯、无凸缘及形状突变的模型设计,均改善了拉深工件的成形性能;工件成形厚度分布均匀,且其结果与模拟结果吻合。最后,比较了超塑性胀形、差温拉深及恒温拉深成形工件厚度分布。
With environmental and energy issues becoming increasingly acute, the major transportation manufacturers are speeding up research and development of lightweight vehicles. As an ideal material of lightweight for airplane, spacecraft, and automobile, aluminum alloy has become hot spots of research and development by the aerospace industry and automotive industry. But aluminum alloy is difficult to form at room temperature that restricts its application. However, superplastic forming of aluminum alloy is one of the most effective methods to slove that problem at present. Therefore, aluminum alloy was carried out the research on mechanical properties and the technology of superplastic forming. First of all, the constant strain rate uniaxial tension method was used to study the plastic and superplastic properties of materials at different temperatures under various strain rates, determine the optimal forming parameters and establish constitutive model of materials as the temperature change. And then, the pressure control algorithm was improved in superplastic bulging simulation and the simulation was applied to analyze the influence of the friction and elements type on forming results. In addition, Superplastic differential temperature drawing was also simulated firstly in MARC software through secondary development for a detailed disscussion on impacts of blank geometry, blankholder gap, temperature difference and friction coefficient on sheet drawing performance. Finally, based on simulation, three sets of experiments mold and forming process were designed to carries out bulging test, constant temperature and differential temperature drawing experiments, respectively. And experiments results were compared with the simulation one.
Mechanical behavior of 5083 aluminum alloy was investigated through the constant strain rate tests at temperature of 100 ~ 535℃and strain rate of 0.013 ~ 0.00005s-1. Superplastic flow was achieved with a maximum tensile elongation of 397% at 525℃, 0.0002s-1 strain rate. The result shows that AA5083 has a lower elongation which reduces with increasing strain rate and is not indicated superplasticity below 200℃. Above 250℃, AA5083 shows superplasticity and its elongation increases with rising the temperature and behaves strain rate sensitivity. The curve of flow stress decreases with rising the temperature and increases with increasing the strain rate, which basically shows three phenomena: strain hardening, dynamic steady-state flow between strain hardening and strain softening and strain softening. The performance level of the phenomena is different as the temperature or strain rate vary. The strain rate sensitivity index m was measured with the constant-strain-rate technique and was influenced by the strain and strain rate. The strain hardening exponent n was determined by that Hollomon empirical formula fitted strain-hardening stage of true stress - true strain curves. A constitutive equationusing up-dated viscoplasticity equation of AA5083 was established at temperature of 100 ~ 525℃and strain rate of 0.013 ~ 0.008s-1. The results show that the predicted values are in good agreement with the experimental data.
With improvement of the default pressure control algorithm in MARC, the superplastic bulging simulation was carried out AA5083 bracket. The results show that the geometric model of parts has a significant impact on the distribution of thickness so that components should be designed to avoid the small fillet radius, large aspect ratio, and the shape mutation. The optimized pressure load algorithm controls the deformation rate in critical regions of the part and improves the sheet forming properties leading to more uniform thickness distribution. It was discussed that the impact of solid element, shell element, and membrane element simulation on the sheet thickness distribution and the pressure - time curve. The simulation results show that shell element is the most suitable to simulate the sheet deformation. In addition, the improvement of lubrication conditions in superplastic bulging ameliorates the sheet flow property.
Superplastic differential temperature drawing was firstly successfully simulated in MARC through secondary development with the changed model of AA5083 bracket and die. The parts drawing ratio was analyzed and showed that the conventional drawing could not make the parts in one step forming. The simulation result reveals the superplastic differential temperature drawing is able to the bracket, in which technology there are die in 525℃, punch in 150℃, blank holder gap of 1.05 ~ 1.1 times of the sheet thickness, the optimized blank, and the drawing speed of 0.1mm/s. And the workpiece has a uniform thickness distribution, high enough for request and lowwer thinning ratio than one of superplastic bulging in that simulation forming. It was analyzed that the impact of the blank holder gap on the material flow, blank holder force, and drawing force. And it was also investigated that the effect of the temperature difference between die and punch, and friction coefficient on improving the performance of drawing.
In the basis of simulation on superplastic bulging and differential temperature drawing, AIRBUS brackets were performed expermental study. The optimization and default load curves through bulging simulation were used to control gas pressure load of experiments. The results show that pressure of the default curve is loaded too fast so that the workpiece has an over large deformation rate and a serious thickness reduction to fracture. However, the optimized load curve successfully form AA5083 bracket in the experiment which is in good agreement with simulation results. But thickness of the workpiece is thinned seriously and non-uniform distribution. Superplastic differential temperature drawing was carried on according to that simulation results. The experimental results show that differential temperature drawing process, the optimized blank shape, no flange and the mutations shape designed in the workpiece model improve the drawing formability of the workpiece and the uniform thickness distribution, which is similar with the simulation results. At last, there were comparation of workpiece thickness among superplastic bulging, superplastic differential temperature drawing, and constant temperature drawing.
通过恒应变速率单向拉伸实验,首次研究了AA5083合金在温度为100~535℃、应变速率为0.013~0.00005s-1范围内的力学性能,获得最大延伸率为525℃、0.0002s-1应变速率下的397%。结果表明:200℃温度以下,AA5083材料延伸率较低,且随着应变速率的提高而减小,无超塑性;250℃温度以上,AA5083合金呈现超塑性,各试样延伸率随温度的升高而提高,并具有应变速率敏感性。各拉伸曲线流变应力随温度的升高而减小、随应变速率的增大而增大;基本呈现应变硬化、应变硬化与应变软化动态平衡的稳态流变和应变软化三种现象,各种现象表现程度随温度、应变速率不同而相异。分析了应变、应变速率对应变速率敏感性指数的影响。采用Hollomon经验公式拟合真应力-应变曲线中的应变硬化阶段,测定了n值。建立了AA5083合金在100~525℃温度、0.013~0.008s-1应变速率范围内修正的粘塑性本构模型,结果表明:该模型的预测值与实验值吻合良好。
改进了MARC软件默认的压力加载算法,对AA5083支架件进行了超塑性胀形模拟。结果表明:零件的几何模型对材料成形的厚度分布影响显著,设计零件时应尽量避免小圆角半径、大深宽比及形状突变;优化的加载方式控制了变形集中区域的变形速度,改善了板料的成形性能,厚度分布更均匀。分析讨论了实体单元、壳单元及膜单元模拟,对板料超塑胀形厚度分布、压力-时间曲线的影响。结果表明:壳单元最适合模拟板料成形。此外,改善超塑性胀形中的润滑条件,亦可提高板料流动性能。
改变了AA5083支架工件模型及模具,采用二次开发MARC软件,首次成功模拟了该材料超塑性差温拉深。分析了零件的拉深比,表明应用常规拉深无法一次成形该工件。而采用凹模为525℃、凸模为150℃差温拉深,1.05~1.1倍板厚刚性压边间隙、优化的毛坯及0.1mm/s的拉深速度,成形了厚度分布均匀、高度满足要求、减薄率明显低于超塑性胀形的工件。分析了压边间隙对工件材料流动、压边力及拉深力的影响;并且研究了凸、凹模温度差、摩擦对提高拉深性能的重要作用。
在超塑性胀形及差温拉深模拟的基础上,对AIRBUS支架件进行了实验研究。采用胀形模拟获得的优化及默认加载曲线,控制实验中气体压力加载。结果表明:默认的加载曲线,压力加载速度过快,致使工件变形速度太大,厚度减薄严重而破裂;优化的加载曲线,成功成形了AA5083支架件,且其模拟与实验结果吻合良好,但工件整体变薄严重,厚度分布不均匀。依据模拟获得的参数,进行了超塑性差温拉深实验,结果表明:差温拉深工艺、形状优化的毛坯、无凸缘及形状突变的模型设计,均改善了拉深工件的成形性能;工件成形厚度分布均匀,且其结果与模拟结果吻合。最后,比较了超塑性胀形、差温拉深及恒温拉深成形工件厚度分布。
With environmental and energy issues becoming increasingly acute, the major transportation manufacturers are speeding up research and development of lightweight vehicles. As an ideal material of lightweight for airplane, spacecraft, and automobile, aluminum alloy has become hot spots of research and development by the aerospace industry and automotive industry. But aluminum alloy is difficult to form at room temperature that restricts its application. However, superplastic forming of aluminum alloy is one of the most effective methods to slove that problem at present. Therefore, aluminum alloy was carried out the research on mechanical properties and the technology of superplastic forming. First of all, the constant strain rate uniaxial tension method was used to study the plastic and superplastic properties of materials at different temperatures under various strain rates, determine the optimal forming parameters and establish constitutive model of materials as the temperature change. And then, the pressure control algorithm was improved in superplastic bulging simulation and the simulation was applied to analyze the influence of the friction and elements type on forming results. In addition, Superplastic differential temperature drawing was also simulated firstly in MARC software through secondary development for a detailed disscussion on impacts of blank geometry, blankholder gap, temperature difference and friction coefficient on sheet drawing performance. Finally, based on simulation, three sets of experiments mold and forming process were designed to carries out bulging test, constant temperature and differential temperature drawing experiments, respectively. And experiments results were compared with the simulation one.
Mechanical behavior of 5083 aluminum alloy was investigated through the constant strain rate tests at temperature of 100 ~ 535℃and strain rate of 0.013 ~ 0.00005s-1. Superplastic flow was achieved with a maximum tensile elongation of 397% at 525℃, 0.0002s-1 strain rate. The result shows that AA5083 has a lower elongation which reduces with increasing strain rate and is not indicated superplasticity below 200℃. Above 250℃, AA5083 shows superplasticity and its elongation increases with rising the temperature and behaves strain rate sensitivity. The curve of flow stress decreases with rising the temperature and increases with increasing the strain rate, which basically shows three phenomena: strain hardening, dynamic steady-state flow between strain hardening and strain softening and strain softening. The performance level of the phenomena is different as the temperature or strain rate vary. The strain rate sensitivity index m was measured with the constant-strain-rate technique and was influenced by the strain and strain rate. The strain hardening exponent n was determined by that Hollomon empirical formula fitted strain-hardening stage of true stress - true strain curves. A constitutive equationusing up-dated viscoplasticity equation of AA5083 was established at temperature of 100 ~ 525℃and strain rate of 0.013 ~ 0.008s-1. The results show that the predicted values are in good agreement with the experimental data.
With improvement of the default pressure control algorithm in MARC, the superplastic bulging simulation was carried out AA5083 bracket. The results show that the geometric model of parts has a significant impact on the distribution of thickness so that components should be designed to avoid the small fillet radius, large aspect ratio, and the shape mutation. The optimized pressure load algorithm controls the deformation rate in critical regions of the part and improves the sheet forming properties leading to more uniform thickness distribution. It was discussed that the impact of solid element, shell element, and membrane element simulation on the sheet thickness distribution and the pressure - time curve. The simulation results show that shell element is the most suitable to simulate the sheet deformation. In addition, the improvement of lubrication conditions in superplastic bulging ameliorates the sheet flow property.
Superplastic differential temperature drawing was firstly successfully simulated in MARC through secondary development with the changed model of AA5083 bracket and die. The parts drawing ratio was analyzed and showed that the conventional drawing could not make the parts in one step forming. The simulation result reveals the superplastic differential temperature drawing is able to the bracket, in which technology there are die in 525℃, punch in 150℃, blank holder gap of 1.05 ~ 1.1 times of the sheet thickness, the optimized blank, and the drawing speed of 0.1mm/s. And the workpiece has a uniform thickness distribution, high enough for request and lowwer thinning ratio than one of superplastic bulging in that simulation forming. It was analyzed that the impact of the blank holder gap on the material flow, blank holder force, and drawing force. And it was also investigated that the effect of the temperature difference between die and punch, and friction coefficient on improving the performance of drawing.
In the basis of simulation on superplastic bulging and differential temperature drawing, AIRBUS brackets were performed expermental study. The optimization and default load curves through bulging simulation were used to control gas pressure load of experiments. The results show that pressure of the default curve is loaded too fast so that the workpiece has an over large deformation rate and a serious thickness reduction to fracture. However, the optimized load curve successfully form AA5083 bracket in the experiment which is in good agreement with simulation results. But thickness of the workpiece is thinned seriously and non-uniform distribution. Superplastic differential temperature drawing was carried on according to that simulation results. The experimental results show that differential temperature drawing process, the optimized blank shape, no flange and the mutations shape designed in the workpiece model improve the drawing formability of the workpiece and the uniform thickness distribution, which is similar with the simulation results. At last, there were comparation of workpiece thickness among superplastic bulging, superplastic differential temperature drawing, and constant temperature drawing.
引文
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