There are two extrusion processes, direct and indirect. With direct, the ingot moves relative to the container wall; with indirect, the die moves. Under pressure, the ingot or billet, confined in a container, is forced through a die opening to form an elongated shape or tube. To produce a tube or hollow shapes, a mandrel establishes the inside contour. Mandrels can either be separate tools or an integral part of specialized dies.
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There are three types of extrusion dies — porthole and bridge designs for hollow shapes and machined blanks for solid shapes. Dies are usually machined from A13 steel at 47 to 51 Rockwell B.
It has been proven many times over that designers who are well-versed in technology produce the most successful designs. In the case of designing extruded aluminum parts, practitioners need a good background in alloy properties, relative material and tooling costs, and the latest manufacturing techniques.
Certain aluminum alloys lend themselves well to the extrusion process. Extrusion is an economical way for designers to create parts with individually engineered shapes. This versatility lets designers place metal only where it is structurally needed or hollow out parts for greater utility and economy.
With aluminum extrusions, there is no need to limit design shapes to “standard” profiles as is often a requirement with steel and other materials. The ability to tailor shapes for each application also helps consolidate parts and eliminate secondary joining processes common with designs made from sheet stock.
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It is paramount for most designers to have a clear knowledge of (Al-Mg-Si) Series alloys, mostly and . Alloy is often referred to as the “plain carbon steel of aluminum” — the workhorse standard for structural parts. And though other alloys fit the bill for special needs, is one of the most cost effective. It is considerably stronger than common aluminum-sheet alloys such as H32. It has a 35,000 psi yield strength compared to 23,000 psi for H32.
One of the biggest mistakes designers make in alloy specification, however, stems from concerns over strength. High-strength alloys referenced in the Aluminum Standards may at first glance appear to be appropriate for a new design. But there may be hidden drawbacks associated with these specialized alloys which preclude common use, high cost being only one.
For instance, -T6 aluminum has a minimum yield strength of 70,000 psi. But, the alloy can’t produce intricate shapes, isn’t weldable, and is prone to corrosion. For an aircraft wing spar, it may well be an excellent choice, but for a truck frame it will likely cost too much and not perform well.
It is also important to note that higher material strength doesn’t necessarily boost part rigidity. A stronger aluminum alloy will help only if peak or cyclic loading conditions make it imperative to use a higher strength material.
If the long cycle fatigue or short cycle peak loads in a part do not exceed the capability of the lower strength alloy, then a higher strength alloy does not add to rigidity. In general, a 50% increase in thickness will make an aluminum part as stiff as steel but at half its weight.
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