Journal of Advanced Joining Processes最新文献

Tensile residual stress (TRS) is a well-known factor that deteriorate the integrity of welded joints. Fatigue failure is accelerated by the existence of TRS introduced during the welding process. There have been efforts in the last two decades to develop filler alloys that can reduce TRS by introducing compressive residual stress (CRS) to oppose the TRS in high strength steel welded joints. These works are based on the theory of austenite (γ) to martensite (α’) transformation and the filler is often called a low transformation-temperature (LTT) alloy. Many studies have reported that the fatigue strength (FS) of weld joint made with LTT alloy is many times better than that of the conventional fillers. It is reported to be particularly useful in the repair of high strength steel structures. However, studies on the fatigue crack growth (FCG) behaviour of these LTT alloys is scarce. In this work, we developed Fe-CrNiMo based LTT weld metal composition, assessed its FCG behaviour and compared the results with that of a conventional welding wire (ER70S-6). It is found that ER70S-6 weld metal obtained under relatively fast cooling is extremely tough, but the associated heat affected zone (HAZ) has poor resistance to FCG which obscured the benefit of the tough weld metal. High heat input or condition that results to slow cooling of the ER70S-6 weldment deteriorates its resistance to FCG. Unfortunately, despite its low martensite start temperature of 231±7 and the anticipated beneficial effect of induced CRS, the LTT alloy studied had the lowest FCG resistance. The LTT alloy appears to have an intrinsic microstructural feature or a ‘fault line’ that reduced its resistance to FCG. While the LTT alloy weld metal has poor resistance to FCG, the associated HAZ resisted FCG more than the HAZ associated with ER70S-6 weld metal. It is observed that aligning the ER70S-6 weld metal perpendicular to the crack front produced the highest resistance to fatigue crack initiation and propagation. In the case of ER70S-6, it is believed that the weld metal induced a CRS at the notch tip which resulted to the high fatigue resistance. In the case of the LTT alloy, perpendicular alignment of the weld metal produced slight improvement.

This work investigates the fatigue crack growth behavior of adhesive joints under pure modes I and II within epoxy matrix composites reinforced with unidirectional carbon fibers. Experimental tests are made using Double Cantilever Beam (DCB) and End-Notched Flexure (ENF) setups for modes I and II respectively, considering exposure periods of one week and twelve weeks in a salt spray chamber. Control specimens are also studied for comparison.

Static tests were conducted to securely establish the levels of Energy Release Rate (ERR) that were subsequently used to obtain the fatigue initiation curves (G-N) and fatigue crack growth curves (G-da/dN). A probabilistic model based on a Weibull distribution is applied to analyze fatigue initiation data.

The fatigue limit in mode I, for all aging periods, is around 25 % of the static strength, while in mode II, it is around 20 %. These results are very close at all aging levels (0, 1, and 12 weeks). From this, it is inferred that aging in a saline environment of the studied joints does not have a significant impact on the fatigue limit.

In the crack growth zone, for mode I, the velocity is higher in the specimens aged in both periods than in the unaged specimens. The same cannot be said for mode II, where a clear trend cannot be appreciated.

Friction-stir (FS) welding was used for the first time to successfully join Mg–Zn–Y–Al–La alloy extrusions containing the long-period stacking ordered (LPSO) phase. Plastic flow produced fine α-Mg grains of sizes 2.0–2.5 μm with random orientation in the stir zone (SZ) and stir-affected zone (SAZ), as well as fine fragmentation of the LPSO phase. No strong (10$\overline{1}$0) textures were observed in the SZ and the SAZ of the FS-welded Mg–Zn–Y–Al–La alloys. The tensile deformation behavior and texture evolution were evaluated via mechanical testing using digital image correlation and electron backscatter diffraction measurements. The FS-welded Mg–Zn–Y–Al–La alloy exhibited a tensile yield strength of 248 MPa, a joint efficiency of 1.12, and sufficient ductility owing to texture weakening caused by rare-earth texture formation, which suppressed geometric softening. However, no damage was observed at the incompatible boundary between the SZ and SAZ, which is typically a fracture point. The FS-welded Mg–Zn–Y–Al–La alloy fractured in the heat-affected zone on the advancing side, where the temperature was higher than on the retreating side, owing to recrystallization promotion.

This paper is the first to report successful application of self-pierce riveting (SPR) in thin-walled high pressure die cast (HPDC) aluminium for use in automotive applications. HPDC fabricated AA356x coupons were joined to conventional rolled RC5754 material. A set of industry-relevant joint stacks were created. Priority stacks included cast material as the upper layer. More challenging joints were also fabricated with cast material as the lower layer. Automotive industry key performance indicators were used to assess joint integrity. The key results and recommendations were:

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  HPDC aluminium was revealed to be able to be joined to rolled aluminium according to vehicle manufacturer automotive standards.

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  Process boundaries were established for satisfactory SPR joints across a range of material thicknesses and stack types.

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  SPR joint solutions were proven in the most challenging stacks with cast material as a bottom layer.

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  Greater variability in the joint key performance indicators was observed in stacks where the cast alloy is the top layer.

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  Microstructural analysis of both AA356x and RC5754 revealed differences in grain structure and hardness and it is proposed that this accounts for the increased variability.

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  Strength testing of lap shear joints demonstrated the mechanical effectiveness of an SPR joint including cast material. Under normal vehicle operating conditions, the performance of joints including cast material was equivalent to that of rolled material only joints. Following yielding, joints including cast material suffered a more brittle failure mode leading to differences in performance under crash scenarios.

Adhesive hemming is a process used in the automotive industry to join two metal sheets with good structural performance and good optical appearance of the rim. A new approach is to replace the inner metal sheet by a fibre-reinforced thermoplastic polymer sheet. The joining method used is fusion bonding. This can reduce process time, cost and weight of the finished part. As process route cold hemming is used where the outer metal sheet is first folded around the inner organic sheet at room temperature and afterwards thermally joined by induction. The aim of this work in particular is to investigate the behaviour under accelerated ageing conditions. Especially the cathodic dip coating as corrosion prevention and the air in the fold were varied. The latter can vary in the production process due to manufacturing. In addition, a pre-treatment of the metal surface with a laser was investigated to enhance the mechanical strength of the joint. The samples were produced with a three-step hemming process combined with inductive heating. The applied materials were an organic sheet made of polyamide-6 as matrix material and zinc coated steel. Conditioning according to DIN 1110 and the ageing test VDA 233-102 were applied to laboratory samples. It was shown that conditioning of the specimen reduces the maximal pull out force only slightly while ageing according to VDA 233-102 decreases the pull out force by about 50 %. Furthermore, the air gap has a significant influence on the ageing behaviour of the specimen while the cathodic dip coating only prevents the steel from corrosion but has no influence on the bond strength.

This study aimed to investigate mechanical surface treatment through deep rolling (DR) and post-weld heat treatment (PWHT) to enhance the surface integrity of an AA7075-T651 aluminum alloy welded through friction stir welding (FSW). The surface integrity of the welded joint was evaluated by analyzing residual stress, microhardness, surface roughness, microstructure, and fatigue life. The experimental design comprised three sets: one set exclusively applied FSW, another set applied FSW followed by DR (FSW-DR), and the last set applied FSW followed by PWHT (FSW-PWHT). Fatigue testing (screening) was performed through a four-point bending test with a bending stress of approximately 300 MPa, test frequency of 2.5 Hz at room temperature, and stress ratio (R) of 0. The FSW parameters included a tool rotational speed of 1600 rpm, welding speed of 30 mm/min, immersion depth of 0.1 mm, dwell time of 15 s, and tool tilt angle of 0°. The DR parameters included a rolling pressure of 150 bar and rolling speed of 1400 mm/min. The results revealed that the residual stress significantly influenced fatigue life. The fatigue test demonstrated that FSW workpieces treated with the DR process (FSW-DR) exhibited the highest fatigue life, showing a remarkable increase of 33.5 % compared with that of untreated FSW workpieces. Moreover, the residual stress changed from tensile to compressive, accompanied by noticeable enhancements in microhardness and surface roughness. These results highlight that FSW followed by the DR process (FSW-DR) positively affects weld surface integrity, resulting in an extended service life for welded components.

Remote laser welding (RLW) technology has become a prominent joining technology in automotive industries, offering high production throughput and cost-effectiveness. Recent advancements in RLW processes such as beam oscillation have led to an increased number of input process parameters, enabling precise control over the heat input to weld metallic materials. A critical necessity in laser welding entails selecting robust process parameters that satisfy all weld quality indicators or key performance indicators (KPIs) during two stages: production stage (often implemented as robotic welding); and repair/rework stage (implemented as cobotic/manual welding to identify process parameters for weld defects) as addressing these factors in both stages is necessary to satisfy near-zero-defect strategy for some e-mobility products.. This research presents a comprehensive methodology that encompasses the following key elements: (i) the development of physics-based simulations to establish the correlation between KPIs and process parameters; (ii) the integration of a sequential modelling approach that strikes a balance between accuracy and computation time to survey the parameter space; and (iii) development of the process capability space for the quick selection of robust process parameters.

Three physical phenomena are considered in the development of numerical models, which are (i) heat transfer, (ii) fluid flow and (iii) material diffusion to investigate the effect of process parameters on the weld thermal cycle, solidification parameters and solute intermixing layer during laser welding of dissimilar high-strength aluminium alloys. The governing physical phenomena are decoupled sequentially, and KPIs are estimated based on the governing phenomena. At each step, the process capability space is defined over the parameters space based on the constraints specific to the current physical phenomena. The process capability space is determined by the constraints based on the KPIs. The process capability space provides the initial combination of process parameter space during the early design stage, which satisfies all the KPIs, thus decreasing the number of experiments. The proposed methodology provides a unique capability to (i) simulate the effect of process variation as generated by the manufacturing process, (ii) model quality requirements with multiple and coupled quality requirements, and (iii) optimise process parameters under competing quality requirements.

Aluminum/steel structures are widely proposed for weight reduction in aviation, aerospace, and automotive industries, whereas the applications of aluminum/steel structures are still limited due to the unreliable welding related to the intermetallic compounds. In this study, an amorphous layer was in-situ formed at the aluminum/steel interface, replacing the intermetallic compounds, and strengthening the welds. The effects of the plunge depth on the microstructure and mechanical properties of the Al/steel friction stir welds were further investigated. The amorphous phase was only formed when the welding tool was plunged to the interface precisely. Once the plunge depth was further increased, the amorphous layer would grow over the critical thickness of 18 nm and, subsequently, be replaced by the FeAl₃ and FeAl. Different interfacial microstructure led to the different strength and fracture characteristics. The ultimate load of 6237 N was achieved with the in-situ formed amorphous layer, and it was improved by 45 %, as compared to the previous results.

A key challenge in the production of high-grade automotive aluminum components through the High-Pressure Die Casting (HPDC) process is the imperative to minimize imperfection. In addressing this concern, this study utilizes friction stir processing (FSP), a widely recognized intense plastic deformation technique. FSP is applied to systematically alter the microstructure of HPDC Al-4Mg-2Fe, a prominent alloy extensively used in the die-casting sector. By using the pass strategy to incorporate both one-pass and two-pass approaches, the microstructure is selectively altered to establish a defect-free processed zone. The utilization of FSP demonstrates its efficacy in breaking aluminum dendrites and acicular silicon particles, leading to a uniformly dispersed arrangement of equiaxed silicon particles within the aluminum-based matrix. In addition, FSP eradicates porosity and disintegrates needle-like Fe particles, resulting in a more refined and homogeneously distributed structure. Subsequently, the material's mechanical properties processed by FSP were assessed in the longitudinal direction concerning the processing axis and then compared with those of the original base material.

The microstructural refinement and reduction in porosity induced by FSP result in a notable enhancement in hardness, with an increase of 23 % after one pass and 37 % after two passes. The substantial improvement in mechanical properties during the FSP process is predominantly attributed to modifications in the morphology, refinement, and dispersion of intermetallic particles within the matrix. This improvement is further complemented by the ultrafine dispersion of casting defects.

This study underscores the efficacy of FSP as a valuable tool for modifying microstructures and improving mechanical properties in HPDC Al-4Mg-2Fe alloys. Such advancements align with the lightweighting objectives pursued by the automotive industry.

Autohesion is a unique class of adhesion that enables the bonding of two identical surfaces by establishing intimate contact at interfaces. Creating intimacy between two identical surfaces poses a challenging task, often constrained by the presence of surface roughness and chemical heterogeneity. To surmount this challenge, we document a variety of autohesive traits in polypropylene-based meltblown nonwovens, accomplished through a facile, scalable, energy-efficient, and cost-effective ultrasonic bonding process. The mean work of autohesion for a single polypropylene bond, serving as a figure of merit, has been computed by extending the classical Johnson−Kendall−Roberts (JKR) theory by factoring in peel strength along with key fiber and structural parameters of nonwoven materials. Achieving a high figure of merit in ultrasonically bonded nonwovens hinges on the synergistic interplay of key process parameters, including static force, power, and welding speed, with the fiber and structural properties acting in concert. In this regard, peel-off force analysis has also been conducted on a series of twenty-seven ultrasonically bonded meltblown nonwovens prepared using a 3³ full factorial design by systematically varying process parameters (static force, power, and welding speed) across three levels and extension rate. X-ray microcomputed tomography (microCT) analysis has been performed on select ultrasonically bonded nonwoven samples to discern their bulk characteristics. A broad spectrum of mean work of autohesion for a single polypropylene bond, ranging from 1.88 to 9.93 J/m², has been ascertained by modulating key process parameters.