CN111982799A - Atmospheric corrosion prediction method for building block type airplane structural member - Google Patents
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Abstract
The invention discloses a cordwood aircraft structural member atmospheric corrosion prediction method, which comprises the steps of gradually increasing geometric size parameters of a test piece and gradually specializing the configuration of the test piece, completing the construction and debugging of a cordwood corrosion model, finally performing whole-machine-level corrosion simulation by adopting the cordwood corrosion model to obtain corrosion current distribution, predicting corrosion hot spot positions, deriving corrosion three-dimensional geometric shapes and evaluating the corrosion risk of an organism structure, wherein the construction of the cordwood corrosion model comprises three parts of test piece-level model debugging, flat-plate-level model verification and structural member application; the invention realizes evaluation analysis and test verification of the structural integrity of the airplane body by gradually increasing the geometric dimension of the test piece and gradually differentiating the configuration of the test piece through a 'building block type' multi-electrode coupling simulation and test method under the test piece level → simulation piece level → assembly level marine environment, wherein the test scale is from more to less, from large to small, from bottom to top to form a pyramid structure, thereby improving the availability and accuracy of corrosion simulation, ensuring the research quality of model projects, and reducing the test time and cost to the greatest extent.
Description
Technical Field
The invention relates to the technical field of aircraft corrosion prediction and metal atmospheric corrosion, in particular to a cordwood aircraft structural member atmospheric corrosion prediction method.
Background
Service aircraft in marine environments often suffer from "three-high" environmental effects of high temperature, high humidity and high salt spray, with structural corrosion being more severe than inland. For the outer surface of an airplane, except for corrosion in a soaking state caused by local water accumulation due to human factors such as rainfall, snowfall or airplane cleaning, the corrosion of the structure of the airplane body is basically in an atmospheric corrosion state. Through the investigation on the local environment of the coastal active airplane, the positions inside the airplane structure are different, and the corrosion environments are also different: the bottom area of the structure is easy to accumulate water, the conductivity is high due to the large NaCl concentration of the solution, and the metal is soaked and corroded; in the top area of the structure, the water accumulation probability is low, and the metal is mainly subjected to atmospheric corrosion; in the middle area of the structure, water accumulation is possible, and atmospheric corrosion or soaking corrosion mainly occurs to metal.
The essence of metal atmospheric corrosion is electrochemical corrosion under the state of thin liquid films with different thicknesses, which is greatly different from corrosion in a solution, and the change of the thickness of the thin liquid film influences the mass transfer process of electrode reaction, such as the diffusion of dissolved oxygen, the accumulation of corrosion products and the like, thereby obviously influencing the atmospheric corrosion speed. The liquid film among the natural environment receives changeable gaseous phase environment influence, and the liquid film can be because volatilize and attenuate in low humidity environment, and the liquid film can be because steam condenses and the bodiness in high humidity environment, and liquid film thickness presents reciprocal alternative dynamic change. When the thickness of the liquid film is reduced, the liquid film is separated due to the enhancement of surface tension to form a plurality of small liquid films which present dispersed liquid films; and when the liquid film is thickened, the dispersed liquid film is reunited into a whole liquid film due to the action of gravity, so that the dispersion degree of the whole liquid film is reduced. The two conditions are that the thickness and the dispersion degree of the liquid film are alternately changed due to the alternate change of the relative humidity of the gas phase, and both belong to dynamic liquid film forms. The change of the thickness and the dispersion degree of the dynamic liquid film can cause the change of the corrosion speed of the base material under the liquid film, the change range is extremely large, the change has obvious influence on the corrosion mechanism of the liquid film, and further, the influence factors of the corrosion behavior of the dynamic liquid film are more and more complex.
Although the research on atmospheric corrosion is more at home and abroad at present, and modern research methods for metal corrosion research in a thin liquid film environment mainly comprise methods such as an atmospheric corrosion measuring instrument (ACM), a microspur electrode technology, a Kelvin probe, an electrochemical impedance technology, an electrochemical noise technology, a magnetoresistive probe technology, a tow array electrode technology, in-situ dynamic detection and the like, the accurate control and measurement of the liquid film thickness is still a research problem because the liquid film thickness is in a micron level.
Disclosure of Invention
The invention aims to provide a cordwood aircraft structural member atmospheric corrosion prediction method, which can effectively reduce the aircraft structural member atmospheric corrosion research threshold, remarkably reduce the test workload and the time cost, remarkably improve the prediction precision of the aircraft structural member atmospheric corrosion, and provide more accurate guidance for the aircraft structural member corrosion prevention design and the outfield corrosion protection and control work.
The technical scheme adopted by the invention is as follows:
a cordwood aircraft structural member atmospheric corrosion prediction method comprises the following steps:
step1, gradually increasing the geometric size parameters of the test piece and gradually specializing the configuration of the test piece to complete the construction and debugging of the building block type corrosion model;
the specific process is as follows:
1.1, debugging a test piece level model, and primarily constructing a corrosion prediction model;
the method specifically comprises the following steps:
s 101: carrying out electrochemical corrosion test on the test piece-level test piece based on the actual service environment condition of the airplane to obtain basic data of a test piece-level test piece simulation model; basic data of the test piece simulation model at the test piece level comprise polarization data of a single material, galvanic couple current and galvanic couple potential among dissimilar materials;
s 102: creating a digitized geometric model of the simulation object;
s 103: taking polarization data of a single material as metadata of a model simulation boundary condition, and primarily constructing a corrosion prediction model based on shell current distribution;
s 104: carrying out corrosion simulation calculation on the test piece by adopting a corrosion prediction model to obtain a corrosion simulation result; the corrosion simulation result comprises galvanic couple current and galvanic couple potential;
s 105: debugging the corrosion prediction model by comparing the corrosion test result and the corrosion simulation result of the test piece;
1.2, verifying a flat piece level model, and screening a liquid film thickness value of a dry-wet cycle corrosion condition by using a static liquid film reaction;
the method specifically comprises the following steps:
s 201: manufacturing a flat plate simulation piece according to the actual style of the lapping structure in the airplane body;
s 202: carrying out corrosion test by using a flat plate simulation piece based on the actual service environment condition of the airplane;
s 203: carrying out corrosion simulation test on the flat plate simulation piece by adopting the corrosion prediction model obtained in the step 1.1;
s 204: comparing the corrosion test result of the flat-plate-level simulation piece with the corrosion simulation result; the comparison content comprises the corrosion appearance, the corrosion depth and the corrosion rate;
s 205: optimizing and debugging corrosion prediction model parameters, and screening out a liquid film thickness value capable of reflecting the dry-wet cycle corrosion condition by a static liquid film;
1.3, comparing the application effects of the assembly level to obtain an application effect comparison result;
the method specifically comprises the following steps:
s 301: carrying out corrosion test on the combined simulation part based on the actual service environment condition of the airplane to obtain a corrosion test result;
s 302: carrying out corrosion simulation calculation on the combined simulation piece by adopting the corrosion prediction model obtained in the step 1.2 to obtain a corrosion simulation result;
s 303: comparing the corrosion test result with the corrosion simulation result, wherein the comparison content comprises macro/micro morphology, corrosion hot spot positions and detail corrosion depths;
1.4, optimizing and debugging the model, and screening the model with the best application effect comparison result as a building block type corrosion model;
step2, carrying out whole-level corrosion prediction by adopting a building-block corrosion model, obtaining corrosion current distribution, predicting corrosion hot spot positions, deriving corrosion three-dimensional geometric shapes, and evaluating corrosion risks of the body structure.
Further, the specific process of step s101 is as follows:
1A: preparing a test piece grade test piece;
1B: installing a thin liquid film electrochemical measuring device;
the method specifically comprises the following steps:
1b 1: a temperature and humidity control device is arranged on the liquid film thickness measuring device to realize the control of the liquid film thickness;
1b 2: adding a trace amount of a nonionic surfactant Triton X-114 into the liquid film forming solution;
1b 3: forming a liquid film by adopting an infiltration mode;
and 1C, measuring polarization data of the single material test piece and galvanic current and galvanic potential of the dissimilar material test piece.
Further, the specific process of step 1A is as follows:
1a 1: encapsulating a material sample of 10mm multiplied by 3mm in a PVC pipe by using epoxy resin to form a test piece, wherein one surface of 10mm multiplied by 10mm is exposed as a working surface;
1a 2: the other 10mm multiplied by 10mm surface opposite to the working surface is connected with a lead;
1a 3: drilling a small hole at a position 1mm away from the material sample above the working surface of the test piece, filling saturated KCl agar in the small hole, and communicating the small hole with a U-shaped pipe filled with saturated KCl solution to serve as a salt bridge; thus, completing the process of packaging a test piece into an electrode;
1a 4: repeating the steps 1a1 to 1a3, wherein a plurality of test pieces are annularly distributed around the center of the PVC pipe and form a multi-electrode system after packaging is completed;
1a 5: the test pieces do not need to be polished, are cleaned and deoiled by using absolute ethyl alcohol and acetone, are dried by warm air and are placed in a drying dish for later use.
Further, the specific process of step 1b1 is as follows:
1b 1-1: a plastic sleeve is additionally arranged on the periphery of the electrolyte of the liquid film thickness measuring device to form a water bath environment;
1b 1-2: the external constant-temperature circulating water bath tank is connected with the liquid in the plastic sleeve and controls the temperature of the liquid;
1b 1-3: the moisture flow control valve controls the flow of the hot steam after constant temperature heating so as to control the relative humidity in the cavity.
Further, the corrosion test in step s202 includes performing an accelerated corrosion test by using a weekly wetting test.
The invention has the following beneficial effects:
by means of a 'building block type' multi-electrode coupling simulation and test method in a test piece stage → a simulation piece stage → an assembly stage marine atmospheric environment, a pyramid structure is formed by test scales from more to less, from large to small and from bottom to top, evaluation analysis and test verification of the integrity of an airplane structure are achieved by gradually increasing geometric size parameters of the test pieces and gradually specializing the configuration of the test pieces, availability and accuracy of corrosion simulation prediction are improved, research quality of model projects is guaranteed, time and cost of the test are reduced to the greatest extent, and a new thought is provided for application of an airplane structure corrosion prediction technology and airplane structure corrosion protection and control work.
Drawings
FIG. 1 is a flow diagram of the present invention;
FIG. 2 is a hierarchical view of a corrosion prediction model according to the present invention;
FIG. 3 is a flow chart of the corrosion prediction model construction of the present invention;
FIG. 4 is a diagram of a four electrode system in accordance with an embodiment;
FIG. 5 shows the comparison result of simulation and test under the liquid film thickness of 50 μm after the test piece model is debugged;
FIG. 6 shows the comparison result of simulation and test under the liquid film thickness of 100 μm after the test piece-level model is debugged;
FIG. 7 is a front etch profile of the assembly after cycle 12;
FIG. 8 is a graph of the backside etch profile of the assembly after cycle 12;
FIG. 9 is a 3D corrosion topography of the backside of the assembly before deformation;
FIG. 10 is a 3D corrosion topography of the backside of the assembly after 12 cycles of deformation;
FIG. 11 is a 3D corrosion topography of the front face of the assembly before deformation;
FIG. 12 is a 3D corrosion topography of the front face of the assembly after 12 cycles of deformation.
Detailed Description
As shown in fig. 1, the present invention comprises the steps of:
step1, gradually increasing the geometric size parameters of the test piece and gradually specializing the configuration of the test piece to complete the construction and debugging of the building block type corrosion model, as shown in FIG. 2;
the specific process is as follows:
1.1, debugging a test piece level model, and primarily constructing a corrosion prediction model; as shown in fig. 3, the construction process of the corrosion prediction model sequentially includes: determining materials, collecting data → creating CAD model → loading model → setting environmental conditions and electrochemical parameters → solving calculations → visualizing and analyzing.
The specific process is as follows:
s 101: carrying out corrosion test on the test piece-level test piece based on the actual service environment condition of the airplane to obtain model basic data of the test piece-level test piece; the model basic data of the test piece at the test piece level comprises polarization data of a single material, galvanic current and galvanic potential among dissimilar materials and the like;
s 102: creating a digitized geometric model of the simulation object;
s 103: taking polarization data of a single material as metadata of a model simulation boundary condition, and primarily constructing a corrosion prediction model based on shell current distribution;
s 104: carrying out corrosion simulation calculation on the test piece level test piece by adopting a corrosion prediction model to obtain a corrosion simulation result comprising galvanic couple current, galvanic couple potential and the like;
s 105: debugging the corrosion prediction model by comparing the corrosion test result and the corrosion simulation result of the test piece;
1.2, verifying a flat piece level model, and screening a liquid film thickness value of a dry-wet cycle corrosion condition by using a static liquid film reaction;
the method specifically comprises the following steps:
s 201: manufacturing a flat plate simulation piece according to the actual style of the lapping structure in the airplane body;
s 202: carrying out corrosion test by using a flat plate simulation piece based on the actual service environment condition of the airplane;
s 203: carrying out corrosion simulation test on the flat plate simulation piece by adopting the corrosion prediction model obtained in the step 1.1;
s 204: comparing the corrosion test result of the flat-plate-level simulation piece with the corrosion simulation result; the comparison content comprises the corrosion appearance, the corrosion depth, the corrosion rate and the like;
s 205: optimizing and debugging corrosion prediction model parameters, and screening out a liquid film thickness value capable of reflecting the dry-wet cycle corrosion condition by a static liquid film;
1.3, comparing the application effects of the assembly level to obtain an application effect comparison result;
s 301: carrying out corrosion test on the combined simulation part based on the actual service environment condition of the airplane to obtain a corrosion test result;
s 302: carrying out corrosion simulation calculation on the combined simulation piece by adopting the corrosion prediction model obtained in the step 1.2 to obtain a corrosion simulation result;
s 303: comparing the corrosion test result with the corrosion simulation result, wherein the comparison content comprises macro/micro morphology, corrosion hot spot position, detail corrosion depth and the like;
1.4, optimizing and debugging the model, and screening the model with the best application effect comparison result as a building block type corrosion model;
step2, carrying out whole-level corrosion prediction by adopting a building-block corrosion model, obtaining corrosion current distribution, predicting corrosion hot spot positions, deriving corrosion three-dimensional geometric shapes, and evaluating corrosion risks of the body structure.
For a better understanding of the present invention, the following embodiments are provided to further explain the technical solutions of the present invention.
The invention discloses a cordwood aircraft structural member atmospheric corrosion prediction method, which realizes the construction of a corrosion prediction model and the application thereof in engineering practice by sequentially carrying out test piece level model debugging, flat machine model verification and structural member application as shown in figure 1. The test piece level model debugging comprises three links: designing a material electrochemical performance test, constructing a test piece-level corrosion model, and performing a test piece-level test and model debugging; the verification of the flat piece model comprises two links: and (4) designing a flat plate simulation piece, testing the simulation piece and verifying a model by considering details.
The steps of the present invention are described in further detail below with reference to specific experiments.
Step1, gradually increasing the geometric dimension parameters of the test piece and gradually specializing the configuration of the test piece to complete the construction and debugging of the building block type corrosion model, as shown in FIG. 2. The specific process is shown in steps 1.1 to 1.4.
1.1, debugging a test piece level model and primarily constructing a corrosion prediction model.
And 1.2, verifying a flat piece level model, and screening a liquid film thickness value of a dry-wet circulating corrosion condition by using a static liquid film reaction.
And 1.3, comparing the application effects of the assembly level to obtain an application effect comparison result.
And 1.4, optimizing and debugging the model, and screening the model with the best application effect comparison result as a building block type corrosion model.
The following describes 1.1 to 1.4 specifically.
1.1: debugging a test piece level model, and primarily constructing a corrosion prediction model.
As shown in fig. 3, the construction process of the corrosion prediction model sequentially includes: determining materials, collecting data → creating CAD model → loading model → setting environmental conditions and electrochemical parameters → solving calculations → visualizing and analyzing.
The specific process is shown as s101 to s 105.
s 101: carrying out corrosion test on the test piece-level test piece based on the actual service environment condition of the airplane to obtain model basic data of the test piece-level test piece; the model basic data comprises polarization data of a single material, galvanic couple current and galvanic couple potential among dissimilar materials and the like;
(1) and (3) preparing an atmospheric corrosion test piece, namely preparing a test piece grade test piece.
In the embodiment, 7050 aluminum alloy, Aeromet 100 high-strength steel, 1Cr18Ni9Ti stainless steel and QAl10-4-4 copper alloy applied to a certain structural material system of a certain type of airplane are taken as research objects. The preparation method comprises the following specific steps:
1a 1: encapsulating each material sample of 10mm multiplied by 3mm in a PVC pipe by using epoxy resin to form a test piece, wherein one surface of 10mm multiplied by 10mm is exposed as a working surface;
1a 2: the other 10mm multiplied by 10mm surface of the working surface is connected with a lead;
1a 2: in order to reduce the influence of liquid film ohmic drop on the test result, the test adopts a method of inverting a microspur reference electrode, namely, a small hole is drilled at a position 1mm away from a material sample above the working surface of a test piece and is filled with saturated KCl agar, and the small hole is communicated with a U-shaped pipe filled with saturated KCl solution to be used as a salt bridge; thus, completing the process of packaging a test piece into an electrode;
1a 4: repeating the steps 1a1 to 1a3, and then, as shown in fig. 4, annularly distributing the four materials around the center of the PVC pipe and respectively completing encapsulation to form a four-electrode system, wherein each electrode is externally connected with a lead;
1a 5: in order to ensure the completeness of the surface treatment of the test piece, each test piece is not required to be polished, the test piece is cleaned and deoiled by using absolute ethyl alcohol and acetone, and the test piece is placed in a drying dish for later use after being dried by warm air.
(2) And (4) installing the thin liquid film electrochemical measuring device.
The installation process specifically comprises:
1b 1: and a temperature and humidity control device is arranged on the liquid film thickness measuring device to realize the control of the liquid film thickness.
On the basis of continuing to use the traditional liquid film thickness measurement, in order to avoid the problem that the components and the thickness of the liquid film are easy to change due to long-term infiltration, a temperature and humidity control system is additionally arranged on a test device to realize the control of the thickness of the liquid film. The method specifically comprises the following steps:
firstly, a plastic sleeve with good heat conduction performance is additionally arranged on the periphery of an electrolyte of a liquid film thickness measuring device to form a water bath environment, a cavity is arranged outside the sleeve, the temperature of liquid in the sleeve is controlled by connecting with an external constant-temperature circulating water bath box, and the relative humidity in the cavity is mainly controlled by controlling the flow of hot steam after constant-temperature heating through a wet air flow control valve;
then, the flow of the hot steam heated at the constant temperature is controlled by adopting a wet air flow control valve so as to control the relative humidity in the cavity.
1b 2: in order to reduce the surface tension of the solution, a trace amount of a nonionic surfactant Triton X-114, which has no liquid/solid interfacial activity and does not affect the corrosion process, is added to the liquid film-forming solution.
1b 3: and (3) forming the liquid film by adopting an infiltration mode, namely slowly adjusting the thickness of the liquid film by using a 1ml micro-injector and measuring the thickness for multiple times until the thickness of the liquid film reaches a preset value.
(3) And measuring the polarization data of the single material test piece, the galvanic couple current and the galvanic couple potential of the dissimilar material test piece and the like.
Preferably, a potentiodynamic scanning method is adopted, the scanning range is-500 mV, and meanwhile, in order to reduce the influence of the thickness change of the thin liquid film on the experimental result caused by volatilization in the polarization curve measurement process as much as possible, the scanning speed is selected to be 1mV/s, the scanning speed is high, the whole test process is less than 20min, and the thickness of the liquid film is considered to be basically kept unchanged in the test process;
the measurement of the galvanic couple current adopts an intermittent measurement mode, when the galvanic couple current on the 7050 aluminum alloy surface is measured, the short circuit connection of the other three metals is kept, and the 7050 aluminum alloy surface measurement is completed; when the galvanic couple current at the position of the Aermet100 steel is measured, the other three metals are in short circuit, and the like, and the galvanic couple current on the surface of each metal is measured respectively. The recording step size was 10s and the total time measured was 7200 s.
s 102: a digitized geometric model of the simulated object is created.
Aiming at the geometric shape of the simulation object, a digitalized geometric model of the simulation object is constructed on a computer by means of software such as Ansys, Abaqus, Auto CAD, Comsol and the like.
s 103: and (3) taking the polarization data as metadata of the model simulation boundary conditions, and preliminarily constructing a corrosion prediction model based on shell current distribution.
s 104: and carrying out corrosion simulation test on the test piece by adopting a corrosion prediction model and obtaining a simulation result.
s 105: and debugging the corrosion prediction model by comparing the test result and the simulation result of the test piece.
And taking the average value of the last 500s galvanic couple current after the measurement is stable as the galvanic couple current value of each electrode and the rest three electrodes, and comparing the value with a simulation value, as shown in fig. 5 and 6, wherein the relative error of the two values is shown in table 1.
Table 1:
the test results show that the difference between the test value and the simulation value is small, the relative error is basically maintained within 10%, and the accuracy and feasibility of the model are proved.
1.2: and (4) verifying a flat piece level model, and screening a liquid film thickness value of a dry-wet cycle corrosion condition by using a static liquid film reaction.
Referring to the common lapping form of an airplane, the flat plate simulation piece is manufactured by respectively selecting 7050 aluminum alloy, Aeromet 100 high-strength steel and QAl10-4-4 copper alloy, and selecting 1Cr18Ni9Ti stainless steel as a fastener, and the surface treatment mode is consistent with that of a test piece level test piece. The method specifically comprises the following steps:
s 201: the flat-plate simulant was made according to the airplane lap pattern.
s 202: carrying out corrosion test on the flat plate simulation piece; including accelerated corrosion testing using a peri-wetting test. The specific process is as follows: the soaking solution is NaCl solution with the pH value of 3.5-4 and the mass fraction of 5%, and the far infrared ray lamp is used for irradiating and drying in the drying process, wherein the temperature in the cavity is 45 ℃, and the relative humidity is 95%. One accelerated spectrum cycle is 30min, soaking for 7.5min, and drying for 22.5 min. During the corrosion test, the pH value is monitored every 4h to keep the pH value of the solution within a specified range all the time. In order to avoid the influence of the uneven environment on the test result, the positions of the test pieces are randomly exchanged once every 4 h. One etching cycle was 8 hours, and 12 cycles were performed.
s 203: and (3) carrying out corrosion simulation on the flat plate simulation piece by adopting the corrosion prediction model obtained in the step (1.1).
s 204: comparing the corrosion test result of the flat-plate-level simulation piece with the corrosion simulation result; the comparison content comprises the corrosion appearance, the corrosion depth and the corrosion rate.
s 205: optimizing and debugging corrosion prediction model parameters, and screening a liquid film thickness value capable of reflecting the dry-wet cycle corrosion condition by using a static liquid film.
And 1.3, comparing the application effects of the assembly level to obtain an application effect comparison result.
The method specifically comprises the following steps:
s 301: carrying out corrosion test on the combined simulation part based on the actual service environment condition of the airplane to obtain a corrosion test result;
s 302: carrying out corrosion simulation calculation on the combined simulation piece by adopting the corrosion prediction model obtained in the step 1.2 to obtain a corrosion simulation result;
s 303: comparing the corrosion test result with the corrosion simulation result, wherein the comparison content comprises macro/micro morphology, corrosion hot spot position, detail corrosion depth and the like;
and 1.4, optimizing and debugging the model, and screening the model with the best application effect comparison result as a building block type corrosion model.
Step2, conducting whole-level corrosion prediction by adopting a cordwood corrosion model, deriving a corrosion 3D geometric shape, and directly deriving the shape for other finite element analysis such as later-stage mechanics.
As shown in fig. 7 and 8, the etching profile of the assembly after 12 cycles of accelerated etching is shown as: the corrosion is mainly concentrated at the copper-aluminum joint, corrosion product accumulation exists at the joint, and the corrosion products at the copper-aluminum joint on the front surface of the assembly are obviously more than those at the back surface; the enlarged view of the assembly shaft is shown as: the front rotating shaft is slightly corroded, and no corrosion mark is found on the back surface.
The potential distribution obtained by simulation is shown as: the potential at the steel-copper joint on the front surface of the assembly is about-720 mV which is slightly higher than the self-corrosion potential Ecorr(-0.77542V) and the potential at the back seam is substantially at self-etching potentialBit EcorrNear (-0.77542V), the steel at the back steel-copper joint essentially only self-corroded, and corroded less, with slight anodic polarization at the front, which was more severe than at the back. The electric potential at the aluminum-copper joint on the front surface and the back surface of the assembly is basically maintained to be about-730 mV and-760 mV which are both higher than the self-corrosion electric potential Ecorr(-0.84173V) and the degree of polarization of the front surface is larger, the corrosion is more serious, and the simulation is basically consistent with the test result. The 3D corrosion morphology derived from the simulation is shown in FIGS. 9 to 12, and is consistent with the accelerated corrosion test results.
The predicted local current distribution and corrosion depth distribution show the results as: the anode current is mainly concentrated at the aluminum-copper joint, the steel-copper joint is smaller, the front surface is obviously larger than the back surface, the maximum corrosion depth does not exceed 30 mu m after 12 cycles, and the corrosion is light. After 12 cycles, the 3D corrosion morphology can be directly used for other finite element analysis such as later-stage mechanics after being derived.
The test improves the thin liquid film thickness measurement and control device by the 'cordwood system' multi-electrode coupling simulation and test method under the test piece level → simulation piece level → assembly level marine environment, designs the microspur reference electrode post-positioned electrochemical test sample to construct the four-electrode system, respectively measures the polarization curves of four materials and the galvanic couple current of each electrode surface of the four-electrode system, constructs a Commol finite element simulation model based on thin shell current distribution, simulates and calculates the surface potential and current distribution of the coupling system, and performs local current distribution surface integration on each electrode surface to obtain the simulated galvanic couple current value, finds that the galvanic couple current value error measured with each electrode surface is maintained within 10%, and proves the accuracy of the galvanic couple current prediction of the corrosion prediction model constructed by the invention in the multi-electrode system.
Meanwhile, the simulation results under the liquid film thickness of 100 mu m and 50 mu m are compared with the periodic wetting test results, the corrosion appearance after the periodic wetting is basically consistent with the potential distribution appearance obtained under the liquid film thickness of 100 mu m through simulation, meanwhile, the random multi-point sampling depth measurement is carried out on the corrosion pits of the simulation piece, the depth distribution of the corrosion pits at the periphery of the bolt and the copper-aluminum joint is basically in a prediction interval and is slightly smaller than the maximum value, the condition that the liquid film thickness of 100 mu m can be used for reflecting the influence of the periodic wetting mode on corrosion is found, and meanwhile, the accuracy of prediction of the corrosion prediction model in the aspects of a corrosion area, a corrosion position and the corrosion depth is also proved.
The corrosion prediction model constructed by the invention is applied to a certain type of airplane local structure assembly, a corrosion part and a corrosion area are predicted, and compared with an acceleration test result, the feasibility of the model for predicting the assembly is verified, so that the corrosion prediction model is proved to be suitable for the corrosion prediction of complex structures such as the assembly and even the whole structure, the atmospheric corrosion research threshold of airplane structural parts is reduced, and reliable guidance is provided for the airplane corrosion prevention design and the outfield maintenance.
Claims (5)
1. A cordwood aircraft structural member atmospheric corrosion prediction method is characterized in that: the method comprises the following steps:
step1, gradually increasing the geometric size parameters of the test piece and gradually specializing the configuration of the test piece to complete the construction and debugging of the building block type corrosion model;
the specific process is as follows:
1.1, debugging a test piece level model, and primarily constructing a corrosion prediction model;
the method specifically comprises the following steps:
s 101: carrying out electrochemical corrosion test on the test piece-level test piece based on the actual service environment condition of the airplane to obtain basic data of a test piece-level test piece simulation model; basic data of the test piece simulation model at the test piece level comprise polarization data of a single material, galvanic couple current and galvanic couple potential among dissimilar materials;
s 102: creating a digitized geometric model of the simulation object;
s 103: taking polarization data of a single material as metadata of a model simulation boundary condition, and primarily constructing a corrosion prediction model based on shell current distribution;
s 104: carrying out corrosion simulation calculation on the test piece by adopting a corrosion prediction model to obtain a corrosion simulation result; the corrosion simulation result comprises galvanic couple current and galvanic couple potential;
s 105: debugging the corrosion prediction model by comparing the corrosion test result and the corrosion simulation result of the test piece;
1.2, verifying a flat piece level model, and screening a liquid film thickness value of a dry-wet cycle corrosion condition by using a static liquid film reaction;
the method specifically comprises the following steps:
s 201: manufacturing a flat plate simulation piece according to the actual style of the lapping structure in the airplane body;
s 202: carrying out corrosion test by using a flat plate simulation piece based on the actual service environment condition of the airplane;
s 203: carrying out corrosion simulation test on the flat plate simulation piece by adopting the corrosion prediction model obtained in the step 1.1;
s 204: comparing the corrosion test result of the flat-plate-level simulation piece with the corrosion simulation result; the comparison content comprises the corrosion appearance, the corrosion depth and the corrosion rate;
s 205: optimizing and debugging corrosion prediction model parameters, and screening out a liquid film thickness value capable of reflecting the dry-wet cycle corrosion condition by a static liquid film;
1.3, comparing the application effects of the assembly level to obtain an application effect comparison result;
the method specifically comprises the following steps:
s 301: carrying out corrosion test on the combined simulation part based on the actual service environment condition of the airplane to obtain a corrosion test result;
s 302: carrying out corrosion simulation calculation on the combined simulation piece by adopting the corrosion prediction model obtained in the step 1.2 to obtain a corrosion simulation result;
s 303: comparing the corrosion test result with the corrosion simulation result, wherein the comparison content comprises macro/micro morphology, corrosion hot spot positions and detail corrosion depths;
1.4, optimizing and debugging the model, and screening the model with the best application effect comparison result as a building block type corrosion model;
step2, carrying out whole-level corrosion prediction by adopting a building-block corrosion model, obtaining corrosion current distribution, predicting corrosion hot spot positions, deriving corrosion three-dimensional geometric shapes, and evaluating corrosion risks of the body structure.
2. The method of predicting atmospheric corrosion of a building block aircraft structure as recited in claim 1, wherein: the specific process of step s101 is as follows:
1A: preparing a test piece grade test piece;
1B: installing a thin liquid film electrochemical measuring device;
the method specifically comprises the following steps:
1b 1: a temperature and humidity control device is arranged on the liquid film thickness measuring device to realize the control of the liquid film thickness;
1b 2: adding a trace amount of a nonionic surfactant Triton X-114 into the liquid film forming solution;
1b 3: forming a liquid film by adopting an infiltration mode;
and 1C, measuring polarization data of the single material test piece and galvanic current and galvanic potential of the dissimilar material test piece.
3. The method of predicting atmospheric corrosion of a building block aircraft structure as recited in claim 2, wherein: the specific process of step 1A is as follows:
1a 1: encapsulating a material sample of 10mm multiplied by 3mm in a PVC pipe by using epoxy resin to form a test piece, wherein one surface of 10mm multiplied by 10mm is exposed as a working surface;
1a 2: the other 10mm multiplied by 10mm surface opposite to the working surface is connected with a lead;
1a 3: drilling a small hole at a position 1mm away from the material sample above the working surface of the test piece, filling saturated KCl agar in the small hole, and communicating the small hole with a U-shaped pipe filled with saturated KCl solution to serve as a salt bridge; thus, completing the process of packaging a test piece into an electrode;
1a 4: repeating the steps 1a1 to 1a3, wherein a plurality of test pieces are annularly distributed around the center of the PVC pipe and form a multi-electrode system after packaging is completed;
1a 5: the test pieces do not need to be polished, are cleaned and deoiled by using absolute ethyl alcohol and acetone, are dried by warm air and are placed in a drying dish for later use.
4. The method of predicting atmospheric corrosion of a building block aircraft structure as recited in claim 2, wherein: the specific process of step 1b1 is as follows:
1b 1-1: a plastic sleeve is additionally arranged on the periphery of the electrolyte of the liquid film thickness measuring device to form a water bath environment;
1b 1-2: the external constant-temperature circulating water bath tank is connected with the liquid in the plastic sleeve and controls the temperature of the liquid;
1b 1-3: the moisture flow control valve controls the flow of the hot steam after constant temperature heating so as to control the relative humidity in the cavity.
5. The method of predicting atmospheric corrosion of a building block aircraft structure as recited in claim 1, wherein: the corrosion test in step s202 includes performing an accelerated corrosion test in a peri-wetting test.
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