飞机结构激光冲击强化研究进展与展望

doi:10.7527/S1000-6893.2023.28595

Abstract

Abstract:

Light alloys such as aluminum alloy and titanium alloy are widely used in load-bearing structures such as aircraft beams， frames and panels. Since critical problems such as stress concentration and high working stress exist in the local areas such as holes， grooves， sockets and joints of aircraft， fatigue cracks are easy to occur under alternating load during service， restricting the service life of aircraft structures and even affecting flight safety. As a novel surface plastic-strengthening technology， Laser Shock Peening （LSP） can significantly improve the fatigue performance by imparting compressive residual stress and improving microstructure in the surface layer of the material without changing the material and structure size. Engineering applications of LSP have been realized in the U. S. F-22， F-35 and other aircraft. In this paper， the research progress and unsolved problems in LSP of typical aircraft structures including holes， welding， chamfers and high-bearing regions are deeply discussed. Besides， the research history and development characteristics of LSP of aircraft structures in recent years are analyzed and summarized. Moreover， research prospects are made from the aspects of equipment， mechanism， process and engineering application. By systematically teasing the research progress and technical problems， this paper aims to clarify the theoretical support and key technology required for future engineering application， facilitate the rapid development and collaboration of related innovation and industrial chains， and promote the large-scale application of LSP technology in anti-fatigue manufacturing and life-extension repairing of aircraft structures in China.

Key words: laser shock peening, aircraft structures, anti-fatigue manufacturing, life-extension repairing, fatigue performance

CLC Number:

V261.8

Xiangfan NIE, Yang LI, Yazhou WANG, Quanhong WAN, Weifeng HE. Research progress and prospect of laser shock peening technology in aircraft structure[J]. Acta Aeronautica et Astronautica Sinica, 2023, 44(24): 28595-028595.

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结构	材料	功率密度/ （GW·cm^-2）	次数	搭接率	表面残余应力/MPa	影响深度/mm	疲劳性能	文献
含孔结构	7050-T7451	1.41	2	50%			应力比R=0.1，应力水平为195 MPa，疲劳寿命增幅为38.92%	［47］
含孔结构	7050-T7451	6.01	2	50%			应力比R=0.1，应力水平为195 MPa，疲劳寿命增幅为-32.17%	［47］
	7050-T7451	3.77	2	50%	-441	1.55	应力比R=0.1，当应力水平为165.8、195.0、275.4 MPa时，疲劳寿命分别提高了4.51倍、2.16倍、1.16倍	［55］
	AA2024-T3	4	1	50%			应力比R=0.1，应力水平为110 MPa，疲劳寿命提高了2.1倍	［60］
	Ti-17	10.61	3	50%	-304	~0.5	应力比R=0.1，应力水平为450 MPa，疲劳寿命提高了330%	［53］
	TC4-DT	10.55	2	63%	~-420	~0.9	应力比R=0.1，当应力水平为300、350、400 MPa时，疲劳寿命分别提高了750.3%、277.2%、108.2%	［54］
焊接结构	7050-T7451	13.26	1	50%			应力比R=0.1，当应力水平为200、250、300 MPa时，疲劳寿命分别提高了30%、27%、5%	［62］
	AA6056-T6	25（方形光斑）	1	0%	~-250	~2	应力比R=0.1，疲劳循环次数为10⁷，疲劳极限提高了43%	［66］
	TC4	13.26	1	40%	-564.37		应力比R=0.1，应力水平为520 MPa，疲劳寿命增幅为2.77~8.15倍	［63］
含倒角结构	7050-T7451	4（方形光斑）	3		-339	2.44	应力比R=0.1，应力水平为415 MPa，疲劳寿命提高了2.3倍应力比R=0.1，疲劳循环次数为10⁶，疲劳极限提高了41%	［67］
	6061-T6	4	1	70%	-9	>1.8		［70］
	6061-T6	6	1	70%	-13	>1.8		［70］
	2060-T8	1.06	1	50%	-450	1		［74］
	2024-T351	5.31	2	50%	~-320	~1.3	应力比R=0.1，疲劳载荷最大值为4.5 kN，疲劳裂纹扩展寿命提高了2.54倍	［68］
高承载结构	Hy-Tuf钢	10（方形光斑）	3	3%	~-800		谱载条件下，疲劳寿命提高了271%	［35］

复合工艺	主要应用对象	特点	关键技术
开缝/压合衬套＋LSP	孔	开缝/压合衬套对孔内壁进行强化，激光冲击强化对孔端面进行强化，在孔周形成全方位强化效应	工艺实施顺序，控制变形的技术
		开缝/压合衬套对孔内壁进行强化，激光冲击强化对孔端面进行强化，在孔周形成全方位强化效应
喷丸＋LSP	隔框、壁板等部件	强化区域面积大，硬化程度高，强化层更深，表面残余压应力更大	工艺实施顺序，疲劳关键区域的确定，塑性变形协同控制
		强化区域面积大，硬化程度高，强化层更深，表面残余压应力更大	工艺实施顺序，疲劳关键区域的确定，塑性变形协同控制
滚压+LSP	轴类或套筒类部件	表面质量更好，硬化程度高，表面残余压应力更大，表层晶粒尺寸更加细化	工艺实施顺序，滚压工艺参数的选择，滚压残余应力场的控制
		表面质量更好，硬化程度高，表面残余压应力更大，表层晶粒尺寸更加细化	工艺实施顺序，滚压工艺参数的选择，滚压残余应力场的控制
超声冲击+LSP	焊接部件	晶粒细化程度高，表面残余压应力更大	工艺实施顺序，强韧性协同控制

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Research progress and prospect of laser shock peening technology in aircraft structure

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