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(plates, extrusions) must be cut
out and replaced completely.
In any case, damages should
never just be “over-welded”.
This method does not reflect a
reasonable way of repair. Any
parts, which have been cut out
due to damages, must always be
replaced with the same type of
alloy as originally used. This has
to be applied to ensure a safe
and constant stress deviation
across the vehicle and to prevent
a weakening of the construction.
It has to be taken into consideration,
that especially tankers or
silo trailers are regarded as pressurized
vessels under the
European Pressure Vessel
Regulation 97/23/EU. This
requires additional testing
methods for repairs and supervision
by certified supervision
bodies (like TÜV).
Repair should therefore be carried
out by the manufacturer of
the original vehicle or in certified
repair workshops: qualified
welders, working methods
according to state-of-the-art
technologies, suitable work
organisation, etc. are necessary.
Inside view of a repaired aluminium tank (Feldbinder)
158
ALUMINIUM IN COMMERCIAL VEHICULES CHAPTER XIII REPAIR OF ALUMINIUM COMMERCIAL VEHICLES 158 | 159
A sophisticated repair of an aluminium
commercial vehicle
should be done according to the
following procedures:
• Identification of the damage
- How much metal has been
destructed?
- Any further damages which
could not be seen during first
inspection?
• Cut out of damaged components
• Identification of originally
used material specification
• Order of replacement material
according to detected specification
• Order of suitable welding
filler wire (according to norms or
specific regulations)
• Pre-cut of replacement part
under consideration of the thermal
shrinking during welding
• Pre-form replacement material
if necessary
• Removal of original coating in
the repair zone
• Fixing of the replacement part
to the vehicle; if necessary additional
forming to the vehicle
contour to prevent too much
stress during welding
• Joining of the replacement
part to the vehicle structure by
suitable welding methods.
• Visual control of the weld quality
• If necessary or mandatory
(pressure vessels), then nondestructive
testing (ultrasonic, xray)
of the weld seam
• Grinding or flattening of the
weld seam
• Repair of the coating
• Final control; it might be
required to let all steps of repair
be checked by a supervisory
organisation.
2. Execution of repair 3. Repair
of aluminium
chassis
The case of aluminium chassis
deserves a particular attention,
as a non-professional repair may
lead to a deterioration of both
the static capacity and fatigue
strength.
To avoid this kind of problems,
please read Chapter VI, section
8, dedicated to fatigue.
Beginning with fatigue theory,
that chapter also illustrates how
good practices for perforating
and welding can secure long
lifespan to vehicle.
Outside view of a repaired aluminium tank (Feldbinder)
159
EUROPEAN ALUMINIUM ASSOCIATION
A road vehicle can sustain damage
and will need to be repaired.
Repairing a commercial vehicle
made from aluminium alloys is
no more difficult than repairing a
steel vehicle, but should be done
according to a strict procedure in
a properly equipped workshop
by skilled operatives under the
supervision of an official body
and/or classification society if the
vehicle's duty calls for this.
No repair work should commence
without-knowing the
type of freight (liquid, powder
etc.) which the vehicle has been
used to carry and before taking
the appropriate safety precautions:
cleaning, degassing, with
explosimeter checks, dust
removal etc. as necessary.
4.1. Choice of alloy
The alloy of the semi-finished
products used for the repair
work must be the same as (or
compatible with) the original
alloys as indicated in the manufacturer's
manual.
4.2. Preparations
This is the most important phase
as it will determine the quality
and strength of the repair:
• for cutting out, preference
should be given to the plasma
torch or a carbide cutting wheel
rather than a high speed steel
(HSS) wheel or abrasive wheels
that might introduce inclusions
into the weld seam,
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