Research on the Application of Additive Manufacturing Technology in Aerospace Component Processing
Release time:
2026-01-28
0 Introduction
As a vital component of high-end equipment manufacturing, the aerospace industry consistently faces challenges in component processing, including complex geometries, stringent precision requirements, and difficult-to-machine materials. Traditional subtractive manufacturing methods suffer from lengthy process routes, significant material waste, and high production costs when processing complex aerospace components. The emergence of additive manufacturing technology offers a novel solution to these challenges. Its unique principle of layer-by-layer accumulation enables the integrated manufacturing of complex structural components. This paper investigates the application of additive manufacturing technology in aerospace component processing.
1 Research on Additive Manufacturing Processes for Aeronautical Components
This study systematically investigates additive manufacturing processes for two representative aerospace materials: Ti6Al4V and IN718. Key areas include metal powder characterization, process parameter optimization, heat treatment regimen studies, and surface quality control.
1.1 Metal Powder Selection and Characterization
Ti6Al4V and IN718 metal powders, both with particle size ranges of 15μm to 53μm, were selected for this research. Particle size distribution was measured using a Malvern 3000E laser particle size analyzer. Results indicate that the median particle size (D50 value) for both powders was controlled at (32±3) μm. Powder morphology was observed using a JSM-7800F scanning electron microscope at 20kV voltage. Both powders exhibited a sphericity greater than 0.95 [1]. Processing properties were evaluated using a Hall-AST30 flowability tester and BT-300 bulk density tester. Optimal conditions were achieved when flowability was below 18 s/50 g and bulk density exceeded 4.1 g/cm³. Phase composition was analyzed via Bruker D8 ADVANCE X-ray diffractometer at 40 kV and 40 mA. Oxygen content (mass fraction) in both Ti6Al4V and IN718 powders was controlled below 300×10⁻⁶ and nitrogen content below 100×10⁻⁶ using a LECO oxygen-nitrogen analyzer. Melting points and solidification ranges were determined for both powders using a NETZSCH STA449F3 differential scanning calorimeter at a heating rate of 10°C/min.
1.2 Process Parameter Optimization
This study employed an L16(45) orthogonal experimental design to optimize process parameters for both Ti6Al4V and IN718 materials on the EOS M290 equipment. The laser power range was set from 200 W to 400 W with 50 W intervals; scanning speed varied from 600 mm/s to 1200 mm/s in 100 mm/s increments; scanning pitch ranged from 0.08 mm to 0.12 mm with 0.01 mm intervals; layer thickness was adjusted between 0.03 mm and 0.05 mm. The microstructural characteristics of specimens from both materials were examined using a Leica DMI5000M metallurgical microscope. The Ti6Al4V specimens exhibited optimal density within an energy density range of 60 J/mm³ to 80 J/mm³. For the IN718 specimen, the optimal energy density range was 70 J/mm³ to 90 J/mm³. Internal defects in both material specimens were detected using GE Phoenix v|tome|xm industrial CT at 225 kV and 120 μA. Residual stresses were measured using a Proto-LXRDX X-ray stress analyzer. Under a 5 mm × 5 mm checkerboard scanning strategy, residual stress values in the Ti6Al4V specimen decreased below 150 MPa, while those in the IN718 specimen were controlled below 180 MPa [2]. A process parameter database was established using MATLAB to enable intelligent parameter selection.
1.3 Study on Heat Treatment Regimes
This study employed a VF-1200 vacuum heat treatment furnace to perform stress-relief annealing at 750°C for 2 hours followed by air cooling on Ti6Al4V specimens. Residual stresses before and after heat treatment were measured using an Instron 8801 fatigue testing machine. The stress value of the Ti6Al4V specimens decreased from 450 MPa to 67.5 MPa. For IN718 specimens, a three-stage aging treatment was applied: 980°C × 1h/AC + 720°C × 8h/FC + 620°C × 8h/AC. The post-treatment microstructure was observed using an Olympus LEXTO LS4100 confocal microscope, revealing a γ″ phase volume fraction of 16.3%. The phase evolution of both materials was observed using a JEM-2100F transmission electron microscope at an acceleration voltage of 200 kV. Hardness distributions were tested with a Wilson VH3300 Vickers hardness tester at 500 g load for 15 s. Hardness variations across different orientations were controlled within 10% for both materials.
1.4 Surface Quality Control
Based on the relationship between surface roughness and fatigue life, this study established a quantitative prediction model:
N = K(Ra)^α(σ - σ_w)^β.
Where: N is the number of fatigue cycles; K is the material constant; Ra is the surface roughness; σ is the stress amplitude; σw is the fatigue limit; α and β are fitting coefficients.
Finishing was performed using a DMG MORIDMU50 five-axis machining center. Surface roughness was measured with a Taylor Hobson CCIMP-HS white light interferometer, achieving an Ra value of 0.8 μm. Ultrasonic shot peening parameters were set as follows: 0.6 mm steel shot, 4A intensity, and 2 min treatment time. Plasma spraying was performed using an Oerlikon Metco Clad system, achieving a coating bond strength of 60 MPa. Critical dimensions were inspected with a Hexagon Global Classic SR CMM, maintaining dimensional tolerances within ±0.05 mm [3]. Fatigue performance was validated using an Instron 8872 fatigue testing machine. At a stress level of 550 MPa, fatigue life increased from the original 5×10⁵ cycles to 7.25×10⁵ cycles.
2 Analysis of Additive Manufacturing Applications for Typical Aerospace Components
2.1 Engine Blade Manufacturing
This study analyzes the specific application of additive manufacturing in aerospace engine blade production. As shown in Figure 1, Laser Metal Deposition (LMD) technology was employed, utilizing a synchronized powder feeding system to achieve both blade manufacturing and repair. In the Selective Laser Melting (SLM) process, the turbine blade underwent layer-by-layer modeling. Complex curved surfaces such as the blade body and tip plate were achieved through 0.03 mm layer scanning. Using the EOS M290 system, Ti6Al4V powder with particle sizes ranging from 15μm to 53μm is sequentially melted layer by layer at a laser power of 400W and a scanning speed of 1000mm/s, producing an integrated blade structure [4]. For hollow blade fabrication, a specialized scanning path enables the internal support structure to automatically shed at 980°C. For turbine blade repair, an LMD system precisely deposits IN718 powder with sphericity >0.95 onto worn areas. Cladding at 2kW laser power enables rapid blade restoration. Tip wear repair employs a layered stacking strategy with 0.4mm layer thickness control, achieving ±0.1mm dimensional accuracy post-repair.
2.2 Structural Frame Component Manufacturing
This study focuses on analyzing actual manufacturing cases of large titanium alloy frame components. As shown in Figure 2, Electron Beam Freeform Fabrication (EBF) technology was employed to produce wing spar beams. Under a vacuum of 10⁻⁴ Pa, the electron beam power was set at 3.5 kW with a scanning speed of 800 mm/min, sequentially melting Φ2.5 mm Ti6Al4V wire layer by layer. A real-time monitoring system maintained the melt pool temperature around 1900°C to ensure robust interlayer bonding. For complex frame structures, Wire and Arc Additive Manufacturing (WAAM) was employed using a CMT power source. Operating at 80A current and 18V voltage, titanium alloy wire was deposited layer-by-layer at a deposition rate of 4kg/h. Interlayer rolling with a rolling pressure of 600 MPa was employed to refine grain structure and enhance the mechanical properties of the framework components. A multi-axis machine tool linkage system enabled precise forming of large-scale framework irregular surfaces, achieving dimensional accuracy of ±0.3 mm.
2.3 Manufacturing of Casing Components
This study analyzes manufacturing processes for complex casing components in aero-engine applications. SLM technology was employed to manufacture engine casings using IN718 powder with particle sizes ranging from 20 μm to 63 μm. Under conditions of 350 W laser power and 900 mm/s scanning speed, zone melting was achieved via a 5 mm × 5 mm checkerboard scanning strategy. To reduce residual stresses, the substrate was preheated to 200°C during forming. For large casings, the LMD process was employed with a laser power of 3 kW, powder feed rate of 15 g/min, and overlap ratio of 40% to achieve precise forming of complex surfaces. Through optimized heat treatment (1065°C/1h solution treatment + 760°C/10h aging), microstructure was significantly improved with grain size controlled below 50 μm, and material mechanical properties met design requirements.
2.4 Performance Testing and Evaluation
This study conducted systematic performance assessments on aerospace components manufactured via additive processes. High-cycle fatigue testing of SLM-produced turbine blades was performed using an MTS-810 fatigue testing machine. At a stress level of 550 MPa, the fatigue life reached 10⁷ cycles [5]. Internal quality was inspected using an X-ray CT system with 5μm resolution, revealing an internal defect rate below 0.1%. SEM observation showed equiaxed grains with an average size of 45μm. Mechanical properties tested on a universal testing machine yielded a tensile strength of 1050MPa at room temperature and an elongation of 16%, exceeding forging standard requirements. Critical dimensions were inspected using a coordinate measuring machine with a measurement accuracy of 0.001 mm. Results confirmed dimensional deviations within ±0.15 mm, meeting assembly requirements.
3. Evaluation of Additive Manufacturing Technology Application Effects
This study comprehensively assesses the application effectiveness of additive manufacturing technology in the aerospace sector (as shown in Figure 3).
Regarding manufacturing cycles, statistical data indicates that additive manufacturing reduces the production cycle for complex parts by an average of 65%. For batches under 50 pieces, manufacturing efficiency increases threefold. In terms of cost-effectiveness, additive manufacturing eliminates the need for dedicated molds and boosts material utilization from 30% in traditional processes to over 95%. For complex aerospace components, this approach achieves cost savings ranging from 40% to 70%. Regarding product quality, X-ray non-destructive testing and mechanical property evaluations confirm that internal defect rates in AM parts remain below 0.1%, with tensile strength and fatigue performance matching or exceeding forged components. Process stability is ensured through real-time monitoring systems and closed-loop control, achieving 95% dimensional consistency between batches and maintaining mechanical property variations within ±5%.
4 Conclusion
Through in-depth analysis in this study, additive manufacturing technology demonstrates significant advantages in aerospace component processing. In terms of manufacturing efficiency, the average production cycle is shortened by 65%, and production efficiency for small-batch parts increases by threefold. Regarding product performance, by optimizing process parameters and post-processing techniques, the comprehensive material properties achieve or exceed forging standards, with internal defect rates in components controlled below 0.1%. However, challenges persist in areas such as material performance stability and process parameter optimization. To address these issues, breakthroughs are recommended in the following key areas: ① Establishing a process parameter database to enhance the adaptability and stability of forming processes; ② Developing a standardized quality control system to enable precise monitoring of process operations; ③ Conducting dedicated material research and development to improve material performance uniformity and consistency. These measures will significantly advance the deepening application of additive manufacturing technology in the aerospace sector.
References:
Keywords: Additive manufacturing; Aeronautical components; Metal 3D printing; Process optimization; Performance evaluation
Chinese Library Classification: TG669 Document Code: A Article ID: 1672-6413(2025) 06-0240-03
DOI:10.3969/j.issn.1672-6413.2025.06.079
Research on the Application of Additive Manufacturing Technology in Aerospace Component Processing - Zhang Jiarong
Stardust Technology (Guangdong) Co., Ltd., as a national high-tech enterprise, leverages its core radiofrequency plasma atomization technology to provide 3D printing and integrated technical services for rare refractory metals. The company specializes in spherical powders of high-end rare refractory metals and their alloys/compounds, including tungsten, molybdenum, tantalum, niobium, vanadium, titanium, rhenium, and chromium. These powders feature stable sphericity >95%, purity up to >99.95%, and customizable particle size distribution, compatible with multiple 3D printing processes such as SLM, EBM, and DED. Our 3D printing services span aerospace, defense, communications, electronics, nuclear energy, and biomedical sectors. We support post-processing techniques like hot isostatic pressing (HIP) to meet complex structural and high-performance component manufacturing demands. The company holds ISO9001, ISO13485, and GJB9001C-2017 quality management system certifications, has filed multiple related patents, and participated in over ten national/industry standard formulations. In 2024, it completed the world's first Master File Registration for spherical tantalum powder in the tantalum metal orthopedic field. Leveraging its full-chain service capabilities spanning “powder R&D – process exploration – product delivery,” the company provides critical materials and 3D printing solutions for high-end manufacturing sectors. For more product information, please contact our professional sales manager, Cathie Zheng, at 86 13318326187.
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