Effect of shoulder features during friction spot extrusion welding of 2024-T3 to 6061-T6 aluminium alloys

Han, Jinzhen; Paidar, Moslem; Vignesh, R. Vaira; Mehta, Kush P.; Heidarzadeh, Akbar; Ojo, Olatunji Oladimeji

doi:10.1007/s43452-020-00086-2

Cited by 23 publications

(9 citation statements)

References 27 publications

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“…A realignment of grains is observed in the direction of the flow of forged and plasticized volume of material. Partial grain refinement is also seen, characteristic for dynamic recrystallization in aluminum alloys, as reported for other friction-based welding processes [23][24] as well. In the metal heataffected zone (HAZ) (Fig.…”

Section: R Results Esultssupporting

confidence: 77%

Deformation and Anchoring of AA 2024-T3 rivets within thin printed circuit boards

Boas¹,

Rodrigues²,

Blaga³

et al. 2021

Esaform 2021

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This work evaluates the viability of applying Friction Riveting as an alternative for the assembly of components on printed circuit boards (PCBs). The popular press-fit technology for assembling components on PCBs consists of a pin inserted tightly into a relatively smaller hole, resulting in good electrical and mechanical properties. However, some limitations are highlighted, such as numerous processing steps and the need for predrilled holes. Friction Riveting is based on mechanical fastening and friction welding principles, where polymeric components are joined with metallic rivets through frictional heating and pressure. The main benefits of using Friction Riveting in PCBs compared with fit-press are (i) a reduced number of processing steps and (ii) shorter joining cycles, because there is no pre-drilling involved with fasteners anchored within the PCB in a single step. The joints were manufactured using 5 mm diameter AA-2024-T3 rivets and 1.5 mm thick glass-fiber-reinforced epoxy laminates (FR4-PCB). It is shown for the first time that it is possible to deform metallic rivets within thin composite plates at a reduced diameterto-thickness ratio. The feasibility study followed a one-factor-a-time approach for parameter screening and optical microscopy assessed joint formation of the deformed rivets inside the laminates through volumetric ratio (VR). The joints present significant deformation (VR=0.5) at the tip of the rivet inserted into overlapped PCBs plates, with thicknesses below 3.0 mm, which is considered the lowest achieved so far with Friction Riveting.

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Section: R Results Esultssupporting

confidence: 77%

Deformation and Anchoring of AA 2024-T3 rivets within thin printed circuit boards

Boas¹,

Rodrigues²,

Blaga³

et al. 2021

Esaform 2021

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“…The differences in metallurgical characteristics make the welding of the Cu-SS combination difficult, notwithstanding the attractive engineering solutions and subsequent applications. Traditional fusion welding techniques are insufficient to provide strong, error-free welds because of the significant challenges involved in welding this dissimilar combination Cu-ASS joint [8,9]. Owing to metallurgical incompatibility, significant melting point differences, thermal mismatches, and other considerations, conventional fusion welding of numerous of these incompatible metal combinations is not practicable.…”

Section: Introductionmentioning

confidence: 99%

Optimizing Friction Welding Parameters in AISI 304 Austenitic Stainless Steel and Commercial Copper Dissimilar Joints

Paventhan

Thirumalaikumarasamy²,

Kantumuchu

et al. 2023

Coatings

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By using fusion welding to weld AISI 304 austenitic stainless steel (ASS) and commercial copper, the creation of brittle intermetallic in the weld region that compromises the strength of the joints is the primary challenge. However, friction welding is a suitable method for joining these two materials because no obvious defects are produced at the joints. The joint strength is significantly influenced by the friction-welding-process variables including the pressure of friction, pressure of forging, time of friction, and time of forging. Throughout this study, a central composite factorial design-based empirical relationship-building effort was carried out to determine the tensile strengths of friction-welded AISI 304 austenitic stainless steels (ASS) and commercial copper alloys dissimilar joints from the process variables. The process conditions were optimized employing response surface methods in order to attain the joint’s optimum tensile strength. This research revealed that the greatest tensile strength of the joint created with the friction pressure of 60 MPa, forging pressure of 60 MPa, friction duration of 4 s, and forging time of 4 s, correspondingly, was 489 MPa. As a result, the intermetallic formation at the interface could be identified.

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“…The trend towards weight reduction, which is still present in the automotive industry, means that manufacturers strive to make the car body as light as possible while maintaining appropriate strength and stiffness to ensure the proper safety of car users. One way to reduce the weight is to replace steel elements with lighter, equally strong aluminum alloy parts [1]. The body of the Audi A8 is an excellent example of a structure almost entirely made of 5xxx and 6xxx series aluminum alloys [2,3].…”

Section: Introductionmentioning

confidence: 99%

Warm sheet metal forming of energy-absorbing elements made 7075 aluminum alloy in the hardened state T6

Jaśkiewicz

Skwarski

Kaczyński

et al. 2022

Int J Adv Manuf Technol

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The article covers experimental research on the forming of products made of 7075 aluminum alloy. This aluminum alloy grade is characterized by high strength, but due to its low formability in T6 temper, its use in the stamping processes of complex structural elements is limited. The authors have manufactured a U-shaped element at an elevated temperature and determined the optimal parameters of the process. Conventional heating of the sheet and shaping it at the temperature of 100 and 150 °C allowed to obtain a product of high strength similar to the T6 state, above 540 MPa. Due to the excessive springback of the sheet during forming, these products were characterized by a large deviation of the shape geometry, exceeding the allowable values of + / − 1 mm. Only the use of an alternative method of heating the sheet to temperatures of 200 and 240 °C (between plates at 350 °C, heating time 2 min, heating rate 1.8 °C/s) allowed to obtain a product that meets both the strength and geometric requirements. The determined optimal process’ parameters were later transferred to the stamping process of elements of a more complex shape (lower part of the B-pillar). The sheet was heated up and formed in the previously pre-heated tools. In the subsequent series of tests, the heating method and the blank’s temperature were being analyzed. In the case of the foot of the B-pillar, it was necessary to lower the initial blank temperature to 200 °C (heating in a furnace with a temperature of 340 °C, heating speed 0.5 °C/s). The appropriate combination of the process parameters resulted in the satisfactory shape deviation and reaching the product’s strength comparable to the strength of the material in as-delivered T6 temper. Using electron microscopy, it was verified that the structure of the finished product contained particles MgZn2 that strongly strengthen the alloy. The obtained results complement the data on the possibility of using 7075 aluminum alloy to produce energy-absorbing elements of motor vehicles.

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Effect of shoulder features during friction spot extrusion welding of 2024-T3 to 6061-T6 aluminium alloys

Cited by 23 publications

References 27 publications

Deformation and Anchoring of AA 2024-T3 rivets within thin printed circuit boards

Deformation and Anchoring of AA 2024-T3 rivets within thin printed circuit boards

Optimizing Friction Welding Parameters in AISI 304 Austenitic Stainless Steel and Commercial Copper Dissimilar Joints

Warm sheet metal forming of energy-absorbing elements made 7075 aluminum alloy in the hardened state T6

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