Micro-friction stir spot welding (µFSSW) is one type of welding that is suitable for joining lightweight materials. One of the challenges in joining lightweight materials with µFSSW is that the material is easily perforated, or the join is not strong enough, so it is necessary to select the right µFSSW parameters. In this article discusses about investigates the micro-Friction Stir Spot Welding (µFSSW) parameters on weld geometry, mechanical properties, and metallography on dissimilar materials of AZ31B and AA1100. The material thickness of the AZ31B and AA100 is 0.5 mm and 0.32 mm, respectively. The µFSSW tool is made of high-speed steel (HSS) with a pin diameter of 0.25 mm and a shoulder diameter of 0.5 mm. The constant process parameters of the µFSSW joint used, i. e., plunge depth, dwell time plunge rate, and high tool rotational speed of 33,000 rpm. Welding test results include weld geometry, mechanical properties, and metallography. Weld geometry testing to determine the weld nugget diameter. The mechanical properties test was shear tensile test and cross tensile test, while the metallographic test included macrostructure and microstructure observations. The results of the FSSW weld geometry show that at a dwell time of 700 milliseconds and a plunge depth of 600 microns, the weld pin diameter and weld shoulder diameter are close to the pin diameter and the diameter of the shoulder tool used. Dwell time and plunge depth has a significant effect on tensile strength. The maximum shear and cross loads achieved were 387±17 N and 29±2 N, respectively. Intermetallic compounds (IMC) are observed at the interface of the two materials, while a dwell time of 700 milliseconds give the effect of cracks on the inside of the weld
Vibrations often interfere with driving comfort for riders and passengers. Variations in loads, especially for four-wheeled vehicles, bumps, hollow road surfaces, and other forms of road damage will greatly affect the vehicle suspension work system. This research aims to (1) further test the effect of vertical dynamic load of the vehicle and change the dimension of resistance on the road surface, (2) the contribution of spring and shock absorber to the load fluctuation of the vehicle. Experimentally these load fluctuations are replaced by pneumatic actuator forces of varying magnitude based on the regulatory pressure of the regulator. The deviations generated by the varying load work are measured by placing a proximity sensor along the spring movement. The vertical dynamic load transformation up to the road surface is measured using a "Load cell" mounted under the wheels of the vehicle. Characteristics of vertical dynamic vibration occurring due to several dimensional barriers, U (cm) obtained using mathematical modeling method with 2 DOF suspension system transfer function. The results showed a condition on the body and wheels of vehicles experienced a brief overshot for 0.14 seconds with deviation of 0.178 m. From the graph shows that the rate of deviation that occurs is large enough that Y2d = 1.03 m / s caused by a sudden shock that occurred on the wheels of the vehicle. This condition does not last long that is only duration t = 0.22 s, because the contribution of springs and shock absorbers that can absorb vibration is 25% to the vibrations caused by the vertical load of the body and the axis of the vehicle.
This research aims to examine the effect of vertical dynamic load of vehicles and changes in dimensional barriers on the road surface in its path. Experimentally this fluctuating load is replaced by a pneumatic force change based on the regulation of air pressure on the regulator. The deviations generated by the varying load work are measured by placing a proximity sensor along the spring movement. The amount of vertical load transformation reaches the road surface is measured by using Load cell. Characteristics of vertical dynamic vibration occurring due to several dimensional barriers, U (cm) obtained using mathematical modelling method with 2 DOF suspension system transfer function. The results showed a condition on the body and wheels of vehicles experienced a brief overshot for 0.14 seconds with deviation of 0.178 m. From the graph shows that the rate of deviation that occurs is large enough that Y2d = 1.03 m / s caused by a sudden shock that occurred on the wheels of the vehicle. This condition does not last long that is only duration t = 0.22 s, because the spring reaction force and shock absorber can absorb 45% vibration against the sprung and un-sprung vertical load of the vehicle.
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