U.S. patent application number 11/136778 was filed with the patent office on 2009-05-21 for titanium aluminium component.
This patent application is currently assigned to Airbus Deutschland GmbH. Invention is credited to Sebastian Kaschel, Rainer Kocik, Michael Kreimeyer, Joerg Schumacher, Frank Vollertsen.
Application Number | 20090130482 11/136778 |
Document ID | / |
Family ID | 35454808 |
Filed Date | 2009-05-21 |
United States Patent
Application |
20090130482 |
Kind Code |
A1 |
Kocik; Rainer ; et
al. |
May 21, 2009 |
Titanium aluminium component
Abstract
A joining of a titanium material with an aluminium material,
wherein the parts made of the two substances are connected with
each other in a substance-to-substance manner. Preferably, the
joining is effected by a laser beam or an electron beam.
Inventors: |
Kocik; Rainer; (Bremen,
DE) ; Schumacher; Joerg; (Kirchlinteln, DE) ;
Kaschel; Sebastian; (Ritterhude, DE) ; Kreimeyer;
Michael; (Stuhr-Moordeich, DE) ; Vollertsen;
Frank; (Bremen, DE) |
Correspondence
Address: |
LERNER, DAVID, LITTENBERG,;KRUMHOLZ & MENTLIK
600 SOUTH AVENUE WEST
WESTFIELD
NJ
07090
US
|
Assignee: |
Airbus Deutschland GmbH
Hamburg
DE
|
Family ID: |
35454808 |
Appl. No.: |
11/136778 |
Filed: |
May 25, 2005 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
60598272 |
Aug 3, 2004 |
|
|
|
Current U.S.
Class: |
428/651 ;
219/121.64; 228/195; 428/172 |
Current CPC
Class: |
B23K 26/123 20130101;
B23K 2103/18 20180801; B23K 2101/26 20180801; Y10T 428/24612
20150115; B23K 15/0006 20130101; B23K 33/004 20130101; B23K 26/32
20130101; B23K 26/125 20130101; B64C 1/20 20130101; B23K 15/0093
20130101; B64D 11/0696 20130101; Y10T 428/12743 20150115; B23K
26/24 20130101; B23K 2103/10 20180801; B23K 2103/14 20180801; B23K
26/323 20151001 |
Class at
Publication: |
428/651 ;
228/195; 219/121.64; 428/172 |
International
Class: |
B32B 15/01 20060101
B32B015/01; B23K 20/00 20060101 B23K020/00; B23K 26/20 20060101
B23K026/20 |
Foreign Application Data
Date |
Code |
Application Number |
May 28, 2004 |
DE |
10 2004 026 228.4 |
Claims
1. A component, comprising: a first region consisting of a titanium
material; and a second region consisting of an aluminium material;
wherein the first region and the second region are connected with a
substance-to-substance bond; and wherein the substance-to-substance
bond is formed with a deep welding or with a heat conducting
welding in the aluminium material of the second region in
combination with a diffusion process with a heat flow from the
aluminium material towards the titanium material of the first
region; wherein the component is a seat rail for an airplane seat
and wherein the substance-to-substance bond is homogenous.
2. The component of claim 1, wherein the first and the second
regions are connected with the substance-to-substance bond which is
further formed with a heat conducting welding process in the
aluminium material of the second region; and wherein the diffusion
process is initiated with a heat flow towards the titanium material
of the first region.
3. (canceled)
4. The component of claim 1, further comprising: a web; a
thickening; and a groove; wherein the first region includes the
web; and wherein the second region includes the thickening with the
groove for receiving the web.
5. A method of joining a first region consisting of a titanium
material and a second region consisting of a first aluminium
material for manufacturing a component, the first region having a
first area and the second region having a second area, wherein the
first and second areas are to be connected with each other, wherein
the method comprises: arranging the first area and the second area
adjacent to one another; melting-on a second aluminium material at
the first area by supplying heat; activating a surface in the first
area of the first region by supplying heat; and wherein the heat
supply is such that the melted-on second aluminium material wets
the activated titanium material and the substance-to-substance bond
between the first region and the second region is formed by means
of diffusion.
6. The method of claim 5, wherein the second aluminium material is
the first aluminium material of the second region.
7. The method of claim 5, further comprising: applying the heat
supply to the first area of the first region and the second area of
the second region.
8. The method of claim 5, further comprising: applying the heat
supply to the second area of the second region.
9. The method of claim 5, further comprising: supplying the heat by
means of a defocused laser beam or electron beam; and supplying an
inert gas.
10. The method of claim 5, further comprising: providing a web in
the first area of the first region; providing a groove in the
second area of the second region; inserting the web into the
groove; providing a thickening comprising the second aluminium
material in the second region; and wherein the thickening is
provided as material pool, for joining the first and second
regions.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of the filing date of
U.S. Provisional Patent Application No. 60/598,272 filed Aug. 3,
2004, the disclosure of which is hereby incorporated herein by
reference.
BACKGROUND OF THE INVENTION
[0002] The present invention relates to the joining of aluminium
and titan components. In particular, the present invention relates
to a component e.g. for an aircraft, and to a method for connecting
a first region of a titanium material and a second region of an
aluminium material for forming a component, for example for an
airplane.
[0003] In the following, the field of the invention is further
described with respect to material technology, processing
technology and application technology:
[0004] Concerning Material Technology:
[0005] The thermal joining of different materials is published,
since 1935, for example, in Holler, M.; Meier, H.: "Beitrag zu den
Untersuchungen der Autogenverbindungen mit anderen Metallen",
Autogene Metallverarbeitung, 28, 1935, 12, pages 177-18, which
hereby is incorporated by reference, such joining technologies
mentioned in the literature mostly have a double nature, which
means: for the low temperature melting materials, a welding process
takes place, since they are melted-up. In these processes, the
joining temperature is adjusted in such a way that for the joining
partners which melt at higher temperatures, there takes place a
soldering process. For the moment of joining, differing temperature
conductivities, melting points and solubilities of the materials
are of special importance. The substance-to-substance or integral
connecting of the metals is effected by means of process related
diffusion processes which are determined by temperature and time.
In this context, in the connection region, there arise more or less
pronounced inter-metallic phase borders. Many interesting matchings
of alloys show great differences with respect to melting point and
thermal conductivity, which can be problematic while joining by
means of conventional welding procedures like WIG, MIG or E-Hand,
and can lead to formation of cracks.
[0006] Concerning Processing Technology:
[0007] Dupak et al., Applications of a New Electron Beam Welding
Technology in Vacuum Equipment Design 2000, which is hereby
incorporated by reference, introduces an electron beam welding
procedure, by means of which aluminium can be joined, for example,
with copper, nickel, silver and steal. At first, the joint region
is heated with a defocused laser beam as far as just below the
melting temperature of the low temperature melting material.
Afterwards, the low temperature melting material is melted-up by
means of a focused laser beam, so that this can wet the material
which melts at higher temperatures. The procedure is limited to
rotationally symmetric components. In this way, Dupak intends to
produce joints, which are mechanically resistant and are suitable
for applications in the vacuum technology. Two successive electron
beam joining processes are necessary one after another, in order to
ensure a reliant joint between the materials. The expenditure of
time and costs for the joining procedure is great.
[0008] N.N.: "Titan kann mit Aluminium verbunden werden.
Nippon-Aluminium nimmt dunne Kupferlagen und ultraschallbehandeltes
Lot". Blick durch die Wirtschaft-insert of the Frankfurter
Allgemeine Zeitung, vol. 36 (1993), booklet 150, p. 8, which is
hereby incorporated by reference, describes a soldering method,
which enables a production of sheet plates and formed parts of
titanium and aluminium. During the process flow for the production
of connections of such kind, copper plated titanium is applied. A
zinc-aluminium solder is used as solder material. The solder is
applied to the titanium and is temporarily subjected to an
ultrasonic treatment. Subsequently, the aluminium part or sheet
plate to be connected to is brought into close contact to the
solder melted at the titanium-side. The connecting of both metals
subsequently is effected by means of an anew ultrasonic
heating-up.
[0009] Another procedure was disclosed in Suoda the "Creation of
heterogenian weld joints of titanium and aluminium based materials
by electron beam welding", Welding science and technology; Japan,
Slovak; Welding Symposium, Tatranske Matliare, 1996, S. 157-161,
which is hereby incorporated by reference. The application of an
electron beam welding is described in the context of this
publication. It was the aim of the work of Suoda, by means of the
application of the electron beam, to produce an Al--Ti mixed
crystal instead of inter-metallic phases. At the same time, the
electron beam is temporarily exclusively directed onto the boundary
layer of the low-temperature melting aluminium, so that the
titanium, which melts at a higher temperature, is dissolved in the
melting film. The experiments were carried out at high-vacuum.
However, the analysis of the weld seams showed that the aimed at
target could not be achieved: cracks and inter-metallic phases
emerged at the boundary surfaces. Fuji, A.; Ameyama, K.; North, T.
H.: "Influence of silicon in aluminium on the mechanical properties
of titanium/aluminium friction joints." In: Journal of Materials
Science, 1995, volume 30, booklet 20, pages 5185-5191 and Fuji, A.;
Kimura, M.; North, T. H.; Ameyama, K.; Aki, M.: "Mechanical
properties of titanium-5083 aluminium alloy friction joints." In:
Materials Science and Technology, 1997, volume 13, booklet 8, pages
673-678, which are both hereby incorporated by reference, concern
the compound Ti--Al, considering the effects caused by silicon on
the friction welding with subsequent heat treatment. The ductility
of the compound is deemed to suffer from the creation of TiAl.sub.3
in the phase transition. The creation of TiAl.sub.3 can be reduced
by means of silicon fractions within the aluminium base-alloy. It
is assumed that silicon separations act as a barrier for a
diffusion process.
[0010] A further procedure, which is hereby incorporated by
reference, was published in N.N: Department of Materials and
Metallurgical Engineering: "Stability of interfaces in
explosively-welded aluminium-Titanium laminates", New Mexico Tech,
Socorro, USA, Journal of Materials Science Letters 19, Pages
1533-1535. Here, aluminium and titanium were connected with each
other by means of explosive welding, in order to develop
applications for the lightweight construction.
[0011] Concerning Application Technology
[0012] The Boeing company employs rod-extruded titanium seat rails
in ranges, in which added corrosion is located with seat rails made
of aluminium. Such seat rails could also be manufactured by means
of rod-extrusion technology or welding.
[0013] The solutions described above are believed to have the
following disadvantages:
[0014] Concerning Processing Technology
[0015] Narrow process barriers (for example application only in the
area of 1) sheet plates, 2) to linear, plane or rotationally
symmetric components)
[0016] High process costs or manufacturing costs
[0017] Bad or no possibilities for repair welding
[0018] Concerning application technology
[0019] On the one hand, seat rails made of titanium solve the
corrosion problem at seat rails made of aluminium, which causes
high maintenance costs for the airlines. On the other hand, this
solution is believed to have the disadvantage that the costs of
acquisition and the component weight of these seat rails, as
compared to seat rails made of aluminium, are considerably
higher.
SUMMARY OF THE INVENTION
[0020] According to an exemplary embodiment of the present
invention, a component, for example for an aircraft, is provided,
having a first region made from a titanium material and a second
region made from an aluminium material. The first region and the
second region are bonded to each other in a substance-to-substance
manner, whereby an integral component is provided in a hybrid mode
of construction. Particularly, the corrosion resistance of the
titanium is combined with the light weight and the cost efficiency
of the aluminium.
[0021] According to a further exemplary embodiment of the present
invention, the first and second region are connected in a
substance-to-substance manner by means of a heat conduction welding
process in the aluminium material of the second region. Heat is
thereby applied to the aluminium material and the titanium
material. This may, for example, be carried out by means of a
defocused laser beam or electron beam, which irradiates a proximity
of the regions to be joined and/or regions of the aluminium and of
the titanium at both sides of the joint position. The
two-dimensional heat impact, on the one hand, can effect the
melting-up of the low-temperature melting aluminium (and a material
reservoir, which may be arranged at either side or both sides,
respectively) Due to the applied heat, the surface of the titanium
is activated, so that the melted-on aluminium material may wet the
titanium. The substance-to-substance connection between the two
materials is then formed by means of diffusion.
[0022] According to a further exemplary embodiment of the present
invention, the first and second regions are connected in a
substance-to-substance manner, by means of an in-depth or deep
welding process taking place in the aluminium material of the
second region, in combination with a diffusion process caused by a
heat flow towards the titanium material. The heat insertion effects
the melting-on of the low-temperature melting aluminium material
(or the material reservoir). By means of heat conduction, the
surface of the titanium is activated, so that the melted-up
aluminium material wets the titanium. The substance-to-substance
connection between the two materials is generated by means of
diffusion. It may thereby sufficient, by means of a laser beam or
an electron beam, to provide a heat supply onto the aluminium
material only. Thus, it may be sufficient to focus a laser beam or
an electron beam onto the aluminium.
[0023] According to another exemplary embodiment of the present
invention, the component is a seat rail for a seat of an airplane.
Particularly, this may allow for a combination, for example, of the
corrosion resistance of titanium with the favourable costs and the
light weight of the aluminium. Thus, in particular in areas in
danger of corrosion, titanium can be applied onto an aluminium
support structure. In a hybrid manner, this construction in my be
advantageous for the aircraft construction, where small weight, but
also corrosion resistance is important. For example, regarding the
seat rail for a flight passenger seat, the cost-intensive titanium
can be limited to the seat rail crest, and the support structure or
the base construction of the rail, respectively, can be formed by
means of aluminium.
BRIEF DESCRIPTION OF THE DRAWINGS
[0024] In the following, with reference to the accompanying
figures, preferred exemplary embodiments of the present invention
are described.
[0025] FIG. 1 shows a cross sectional view of a first exemplary
embodiment of a seat rail for a passenger seat of an aircraft,
which is manufactured in accordance with a method according to an
exemplary embodiment of the present invention.
[0026] FIG. 2 shows a cross sectional view of a second exemplary
embodiment of a seat rail according to the present invention, which
is manufactured in accordance with a method according to an
exemplary embodiment of the present invention.
[0027] FIG. 3 shows a cross sectional view of a section of a third
exemplary embodiment of a seat rail according to the present
invention, which is manufactured in accordance with a method
according to an exemplary embodiment of the present invention.
[0028] FIG. 4 shows a cross sectional view of a section of a fourth
exemplary embodiment of a seat rail according to the present
invention, which is manufactured in accordance with a method
according to an exemplary embodiment of the present invention.
[0029] FIG. 5 shows a cross sectional view of a fifth exemplary
embodiment of a seat rail according to the present invention, which
is manufactured in accordance with a method according to an
exemplary embodiment of the present invention.
[0030] FIG. 6 shows a microscopic image of a laser-joined
aluminium-titanium end-to-end joint of T-form, as it may be
achieved, for example, in FIG. 5.
[0031] FIG. 7 shows a microscopic image of a laser-joined
aluminium-titanium end-to-end joint of I-form, as it may be
achieved, for example, in the exemplary embodiment shown in FIG.
3.
DETAILED DESCRIPTION
[0032] In the following description of FIGS. 1 to 7, the same
reference numerals are used for equal or corresponding
elements.
[0033] FIG. 1 shows a first exemplary embodiment of a seat rail
according to the present invention in sectional view. The seat rail
comprises a seat rail crest 2, which is formed of a titanium
material, and a support structure 4 of an aluminium material. Seat
rails of such kind are used, in order to mount passenger seats in
an airplane. The seat rail crest 2 and the support structure 4, at
one location or region 6, are connected with one another in a
substance-to-substance manner. The compound shown in FIG. 1
illustrates an abutting connection of T-form. As will be described
in the following in further detail, the compound between the seat
rail crest 2 and the support structure 4 is generated by means of
diffusion. For thermal joining of the seat rail crest 2 and the
support structure 4, heat is supplied to location 6, as indicated
by the arrows, which are referred to by the reference numerals 8
and 10.
[0034] It is principally possible, to supply the heat in such a way
that the heat is supplied to the seat rail crest 2 as well as to
the support structure 4. However, it is possible as well, as will
be described in further detail in the following, to restrict the
heat supply to the aluminium material of support structure 4 only,
and not to supply direct heat to the seat rail crest 2. Applying
heat to the seat rail crest 2 and the support structure 4, on the
one hand effects the melting-on of the at low-temperature melting
aluminium material or of a material out of a material pool, which
may be arranged on both sides or on one side. Due to the supplied
heat, the surface of the titanium is activated, so that the
melted-up aluminium material wets the titanium. The
substance-to-substance compound between the two materials is then
generated by means of diffusion. In addition, a region about the
point 6 with a locally inert gas protection with argon and/or
helium can be used. This gas protection my be advantageous, since
titanium at higher temperatures shows a high affinity towards
atmospheric gases, which could lead to unwanted procedures of
diffusion and connecting. Further, by applying such a gas
protection, a material embrittlement of the titanium can be
avoided. For applying the heat, for example, a BIAS-laser
processing head having an integrated gas protecting unit may be
used, as, for example, described in the German utility model DE
2901 12 023.3, which is hereby incorporated by reference.
[0035] As it already has been indicated before, it can be
sufficient to apply only one heat insertion onto the support
structure 4. Thus, an deep welding process running in the aluminium
is created, in combination with a diffusion process initiated by
the heat flow directed towards the titanium, which, in a
substance-to-substance manner, connects the seat rail crest 2 with
the support structure 4.
[0036] As is illustrated in FIG. 1, the support structure 4 is
mounted to the seat rail crest 2 by means of an abutting joint of
T-form here. In other words, a web of the support structure 4 is
mounted at a surface of the seat rail crest 2.
[0037] FIG. 2 shows a schematic sectional view of a second
exemplary embodiment of a seat rail according to the present
invention.
[0038] As can be seen in FIG. 2, the support structure 4 is mounted
by means of an abutting joint of I-form or profile at the seat rail
crest 2. For this purpose, the seat rail crest 2 shows a web or
bar, which, according to the present invention, is welded
end-to-end with a web of the support structure 4. As illustrated in
FIG. 2, for example, heat energy may be applied onto the two
welding positions at a right angle. This is illustrated in FIG. 2
by means of arrows 12 and 14. However, it can be sufficient, to
apply heat energy only from one side. As already has been indicated
before, the heat energy may, for example, be applied by means of an
electron beam or a laser beam. As is further described later with
reference to FIGS. 3 to 5, the laser beam or electron beam may be
focused or also be defocused.
[0039] As it can be seen from FIGS. 1 and 2, an angle, which is
directed to the joint in a focused or defocused manner, like, for
example, a laser beam or electron beam, may be adjusted, i.e. it
may for example be perpendicular with respect to the web of the
support structure 4, or at a certain angle with respect to the
surface of the seat rail crest 2 (FIG. 1).
[0040] FIG. 3 illustrates a sectional view in detail of a seat rail
according to a further advantageous exemplary embodiment of the
present invention. As it can be seen from FIG. 3, the seat rail
crest 2 and the support structure 4 are connected with one another
by means of a end-to-end connection of I-form. For this purpose,
the seat rail crest 2 has a web 18. The support structure 4 has a
local thickening 20, into which a groove 24 is worked in, the
dimension of which corresponds to the dimension of the web 18. The
web 18 is inserted into the groove 24. The thickening 20 serves as
material pool for the joining process.
[0041] According to the present invention, heat my be applied from
both sides onto areas at both sides of the joint position. For this
purpose, as illustrated with the reference numerals 12 and 14, a
defocused laser beam may be directed onto the joint position in
such a way that areas of the titanium material of the seat rail
crest 2, and of the aluminium material of the support structure 4
are heated. The titanium and aluminium materials are then connected
with one another, in a substance-to-substance manner, by means of
the thermal conduction welding process, which is proceeding in the
aluminium. The two-dimensional heat supply on the one hand effects
the melting-up of the at low temperature melting aluminium of the
support structure or of the material pool, respectively, which is
formed by the thickening 20. Due to the supplied heat, the surface
of the titanium is activated, so that the melted aluminium material
wets the titanium material. The substance-to-substance compound
between the two-materials then evolves from diffusion. By means of
this joining process, aluminium material is deposited in ranges
around the joint position on the titanium material of the seat rail
crest 2, as marked by the reference numeral 22 in FIG. 3.
[0042] The groove 24 my advantageously enables an easy reception of
the titanium part, and in an advantageous manner allows for a
favourable ability of positioning of the two joining partners.
[0043] FIG. 4 shows another sectional view of a further exemplary
embodiment of a seat rail according to the present invention. In
the exemplary embodiment of FIG. 4, an additional material 32 is
used. The additional material 32 used in FIG. 4 can be formed in
strip form. As is illustrated in FIG. 1, such a joining in T-form
of the titanium seat rail crest 2 with the support structure 4 can
also be completed without using the additional material 32.
[0044] As it can be seen from FIG. 4, focused laser beams or
electron beams 40 and 42 are directed onto the joint position at
both sides of the support structure 4. The laser beams or electron
beams 40 and 42 exhibit, for example, an angle .alpha. with respect
to the lower surface of the seat rail crest 2.
[0045] The laser beams or electron beams, which, are brought into
the aluminium sheet of the support structure 4, focussed by the
angle of incidence a cause the melting-up of the at low temperature
melting aluminium material and/or of the additional material 32. In
this case, it may be sufficient, to limit the direct supply of heat
by means of the laser beam onto the support structure, i.e. onto
the aluminium. No direct insertion of heat by means of laser beam
or electron beam to the titanium is necessary then. Due to heat
conduction from the aluminium to the titanium, the surface of the
titanium of the seat rail crest 2 is activated, so that the
melted-up aluminium material can wetten the titanium material. The
substance-to-substance connection between the two materials then
evolves from diffusion. The use of the additional material 32
advantageously makes it possible that mainly material of the
additional material is used for joining, and few material of the
support structure is used for the joining connection.
[0046] FIG. 5 illustrates a further exemplary embodiment of a seat
rail according to the present invention in sectional view. As in
FIG. 4, in FIG. 5 the seat rail crest 2 and the support structure 4
are connected with each other in an end-to-end configuration of
T-form. In contrary to the exemplary embodiment of FIG. 4, in FIG.
5 an additional material having wire form 34 and 36 is provided
for. The laser beams or electron beams 44 and 46 are directed onto
the side of the support structure of the joint position 6, so that
the aluminium of the support structure and/or the additional
materials having wire form 34 and 36 are heated. Thereby, the
desired deposition of material at the joint position occurs.
[0047] The present invention enables in what is thought in an
advantageous manner a considerable reduction of a stock removal
volume in the titanium region of the seat rail. An aluminium rods
press profile or welding profile, which may be used, due to the
simple geometry, does not need to be machinably processed, or needs
to be machinably processed in the groove region only. Due to the
reduced expenditure of work, and due to the reduced demand of
expensive titanium material, there results a cost advantage and an
easier processing. Moreover, due to targeted application or also
due to omitting additional materials, a carrying-off or deposition
of material at the joint position can be specifically controlled.
Particularly, for the aircraft construction, the present invention
allows for an economising of weight, as compared to a complete
construction made of titanium.
[0048] For example, Ti6Al4V may be used as titanium alloy. As
aluminium alloys may be used, for example, AW-6013 T4 and
AW-7349/-7055 T76511 or AW-6016 T4.
[0049] FIG. 6 shows a microscopic sectional view of a laser joined
aluminium-titanium end-to-end connection of T-form with additional
material of wire-form, as for example, schematically illustrated in
FIG. 5.
[0050] FIG. 7 shows a microscopic view of a laser joined
aluminium-titanium end-to-end connection of I-form, like it is, for
example, schematically illustrated in FIG. 3.
[0051] It can be seen from FIGS. 6 and 7 that the materials are
well connected at the joining line. The joining position or welded
joint is shaped symmetrically. The connection is quite homogeneous
in an advantageous manner. Advantageously, the titanium is not
melted.
[0052] The present invention can particularly favourably be applied
in the field of aircraft construction, where the combination of
corrosion resistant components with small weight is required.
Although the present invention is only described with reference to
a seat rail, it must be pointed out that the present joining
technology is also applicable to other components.
[0053] In addition, it has to be pointed out that "comprising" does
not exclude other elements or steps, and that "one" or "a" does not
exclude a multiplicity. Further, it is pointed out that features or
steps, which are described with reference to one of the above
exemplary embodiments, can also be applied in combination with
other features or steps of other above described exemplary
embodiments.
* * * * *