畢業論文--450td浮法玻璃原料車間工藝的初步設計-資料下載頁

【導讀】浮法玻璃是現如今生產平板玻璃的廣范使用方法并且原料車間又是浮法玻。璃生產過程中的最為主要的環節本設計是450td浮法玻璃原料車間工藝的初步。核心任務就是把質量和粒度都符合要求的粉料經破碎篩分等工藝流程制備成制。定玻璃品種生產過程中所需的配合料并最終送進窯頭進行熔制該環節過程中的。的合理化布局每一部分的緊密銜接都是保證玻璃質量的關鍵本設計中主要敘述。取和經濟效益等部分最后通過手繪和CAD繪圖倆種方式對原料車間的整體布局。進行了繪制整個設計的內容完整結合了生產過程中的實際情況對實際生產有一。浮法玻璃對原料中難熔礦物含量的要求5. 21浮法玻璃的原料組成7. 浮法玻璃對成分要求11. 第3章浮法玻璃配合料的制備13. 第5章人員編制及成本核算25. 的前提和保證浮法玻璃的原料相對繁多由于其成因和產狀的不同從而成分組成。合乎預定要求的玻璃成分必須對擬定的玻璃成分進行反復的調整以獲得所需性。玻璃成分結構性質間依從

　　

【正文】 o tailor the properties of the laminate to best withstand the loads to which it will be subjected This way material and therefore weight can be saved which is a factor of prime importance in the aviation and aerospace industry Another advantage of posite materials is that generally speaking they can be formed into more plex shapes than their metallic counterparts This not only reduces the number of parts making up a given ponent but also reduces the need for fasteners and joints the advantages of which are twofold fasteners and joints may be the weak points of a ponent a bolt needs a hole which is a stress concentration and therefore a potential crackinitiation site and fewer fasteners and joints can mean a shorter assembly time Shorter assembly times however need to be offset against the greater time likely to be needed to fabricate the ponent in the first place To produce a posite ponent the individual layers which are often preimpregnated prepreg with the resin matrix are cut to their required shapes which are all likely to be different to a greater or lesser extent and then stacked in the specified sequence over a former the former is a solid or framed structure used to keep the uncured layers in the required shape prior to and during the curing process This assembly is then subjected to a sequence of temeratures and pressures tocure the material The product is then checked thoroughly to ensure both that dimensional tolerances are met and that the curing process has been successful bubbles or voids in the laminate might have been formed as a result of contamination of the raw materials for example The Use of Composites in Aircraft Design Among the first uses of modern posite materials was about 30 years ago when boron reinforced epoxy posite was used for the skins of the empennages of the US F14 and F15 fighters Initially posite materials were used only in secondary structures but as knowledge and development of the materials has improved their use in primary structures such as wings and fuselages has increased The following table lists some air craft in which significant amounts of posite materials are used in the airframe Composites in Aerospace Applications Initially the percentage by structural weight of posites used in manufacturing was very small at around two percent in the F15 for example However the percentage has gr own considerably through 19 percent in the F18 up to 24 percent in the F22 The image below from Reference 1shows the distribution of materials in the F18EF aircraft The AV8B Harrier GR7 has posite wing sections and the GR7A features a posite rear fuselage Composite materials are used extensively in the Eurofighter the wing skins forward fuselage flaperons and rudder all make use of posites Toughened epoxy skins constitute about 75 per cent of the exterior area In total about 40 percent of the structure al weight of the Eurofighter is carbonfibrereinforced posite material Other European fighter typically feature between about 20 and 25 percent posites by weight 26 percent for Dassaults Rafael and 20 to 25 percent for the Saab Gripen and the EADS Mako The B2 stealth bomber is an interesting case The requirement for stealth means that radarabsorbing material must be added to the exterior of the air craft with a conitant weight penalty Composite materials are therefore used in the primary structure to offset this penalty The use of posite materials in mercial transport aircr aft is attractive because reduced airframe weight enables better fuel economy and therefore lowers operating costs The first significant use of posite material in a mercial aircraft was by Airbus in 1983 in the rudder of the A300 and A310 and then in 1985 in the vertical tail fin In the latter case the 2020 parts excluding fasteners of the metal fin was reduced to fewer than 100 for the posite fin lowering its weight and production cost Later a honeyb core with CFRP faceplates was used for the elevator of the A310Following these successes posite materials were used for the entire tail structure of the A320 which also featured posite fuselage belly skins finfuselage fairings fixed leading and trailingedge bottom access panels and deflectors trailingedge flaps and flaptrack fairings spoilers ailerons wheel doors main gear leg fairing doors and nacelles In addition the floor panels were made of GFRP In total posites constitute 28 per cent of the weight of the A320 airframe The A340500 and 600 feature additional posite structures including the rear pressure bulkhead the keel beam and some of the fixed leading edge of the wing The last is particularly significant as it constitutes the first largescale use of a thermoplastic matrix posite ponent on a mercial transport aircraft Composites enabled a 20 percent saving in weight along with a lower production time and improved damage tolerance The A380 is about 2022 percent posites by weight and also makes extensive use of GLARE glassfibrereinforced aluminium alloy which features in the front fairing upper fuselage shells crown and side panels and the upper sections of the forward and aft upper fuselage GLARE laminates are made up of four or more 038 mm 0015 in thick sheets of aluminium allo y and glass fibre resin bond film GLARE offers weight savings of between 15 and 30 percent over aluminium alloy along with very good fatigue resistance The top and bottom skin panels of the A380 and the front centre and rear spars contain