Mechanical behaviour of self-piercing riveted multi-layer joints under different specimen configurations

Han, Lei; Chrysanthou, A.; Young, Ken

doi:10.1016/j.matdes.2006.06.015

Cited by 84 publications

(39 citation statements)

References 7 publications

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“…In contrast, complete tearing of the 1.0mm sheet led to failure of the (2+1) stack leaving the rivet and the 2.0mm top layer untouched. This contributed to the higher shear strength of the (2+1) stack and is in agreement with the previous work [14,20]. In X-tension loading, the interlock strength of the (1+2) stack was sufficient for the rivet head to be pulled through the top 1.0 mm sheet, leading to sheet material failure.…”

Section: Figure 11: Energy Absorption Data At Maximum Load For Spr Ansupporting

confidence: 90%

“… The RSW joints showed a correlation between the nugget diameter and strength value in particular for lap shear and X-tension test. Symmetrical stacks -analysis of lap shear results For a lap shear joint, the shear strength is governed by several factors, such as material tensile strength, tearing strength, secondary bending, and specimen configuration, etc [14]. The key influential factor can generally be discovered by examining the failure mode of the specimen.…”

Section: Figure 3: Joint Strength Comparison For (2+2) Stackmentioning

confidence: 99%

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A comparison of the mechanical behaviour of self-piercing riveted and resistance spot welded aluminium sheets for the automotive industry

2010

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Abstract:The increased application of lightweight materials, such as aluminium has initiated many investigations into new joining techniques for aluminium alloys. The Resistance Spot Welding (RSW) concept for aluminium has always attracted many researchers from different organizations. Selfpiercing riveting (SPR) is the major production process used to join aluminium sheet body structures for the automotive industry. The research team at the University Of Warwick has investigated these two major joining technologies for aluminium assembly. The paper reported here gives an in depth comparison of the mechanical behavior for each joint type under different loading conditions. It covers symmetrical and asymmetrical assembly from thin gauge of 1.0mm to thick gauge of 3.0mm. The results suggest that generally RSW can provide similar strength performance to SPR with the exception of T-peel; the energy to maximum load needs be considered 'case to case' and is dependent largely on loading conditions and the failure mode particularly with respect to SPR. The spread of results for SPR is generally smaller than RSW, and the performance of SPR joints improves as the thickness increases.

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Section: Figure 11: Energy Absorption Data At Maximum Load For Spr Ansupporting

confidence: 90%

Section: Figure 3: Joint Strength Comparison For (2+2) Stackmentioning

confidence: 99%

A comparison of the mechanical behaviour of self-piercing riveted and resistance spot welded aluminium sheets for the automotive industry

2010

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“…Han et al [126] investigated the mechanical behaviour of some three thickness SPR joints with different stack configurations (G12, G21 and G111) for lap shear and T-peel, as shown in Figs. 30 and 31, respectively.…”

Section: Influence Of Stack Configurationmentioning

confidence: 99%

Self-piercing riveting-a review

Chrysanthou

Imran

et al. 2017

Int J Adv Manuf Technol

230

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Self-piercing riveting (SPR) is a cold mechanical joining process used to join two or more sheets of materials by driving a rivet piercing through the top sheet or the top and middle sheets and subsequently lock into the bottom sheet under the guidance of a suitable die. SPR is currently the main joining method for aluminium and mixed-material lightweight automotive structures. SPR was originated half century ago, but it only had significant progress in the last 25 years due to the requirement of joining lightweight materials, such as aluminium alloy structures, aluminium-steel structures and other mixed-material structures, from the automotive industry. Compared with other conventional joining methods, SPR has many advantages including no pre-drilled holes required, no fume, no spark and low noise, no surface treatment required, ability to join multi-layer materials and mixed materials and ability to produce joints with high static and fatigue strengths. In this paper, research investigations that have been conducted on self-piercing riveting will be extensively reviewed. The current state and development of SPR process is reviewed and the influence of the key process parameters on joint quality is discussed. The mechanical properties of SPR joints, the corrosion behaviour of SPR joints, the distortion of SPR joints and the simulation of SPR process and joint performance are reviewed. Developing reliable simulation methods for SPR process and joint performance to reduce the need of physical testing has been identified as one of the main challenges.

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“…When a specimen is under lap shear tests, it will be subjected to tension and secondary bending [6,7]. There will be a larger deformation and higher bending amplitude for higher applied loads.…”

Section: Failure Modesmentioning

confidence: 99%

Influence of rivet to sheet edge distance on fatigue strength of self-piercing riveted aluminium joints

Han

Thornton

et al. 2012

Materials Science and Engineering: A

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a b s t r a c tSelf-piercing riveting (SPR) is one of the main joining methods for lightweight aluminium automotive body structures due to its advantages. In order to further optimise the structure design and reduce the weight but without compromising strength, reduction of redundant materials in the joint flange area can be considered. For this reason, the influence of rivet to sheet edge distance on the fatigue strengths of self-piercing riveted joints was studied. Five edge distances, 5 mm, 6 mm, 8 mm, 11.5 mm and 14.5 mm, were considered. The results showed that the SPR joints studied in this research had high fatigue resistance and all specimens failed in sheet material along joint buttons or next to rivet heads. For lap shear fatigue tests, specimens failed in the bottom sheet at low load amplitudes and in the top sheet at high load amplitudes except for specimens with very short edge distance of 5 and 6 mm; whereas, for coach-peel fatigue tests, all specimens failed in the top sheet. For both lap shear and coachpeel fatigue tests, specimens with an edge distance of 11.5 mm had the best fatigue resistance. It was found that for coach-peel fatigue, length of crack developing path before specimens lost their strengths was the main factor that determined the fatigue life of different specimens; for lap shear fatigue, the level of stress concentration and subsequent crack initiation time was the main factor that determined the fatigue life.

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Mechanical behaviour of self-piercing riveted multi-layer joints under different specimen configurations

Cited by 84 publications

References 7 publications

A comparison of the mechanical behaviour of self-piercing riveted and resistance spot welded aluminium sheets for the automotive industry

A comparison of the mechanical behaviour of self-piercing riveted and resistance spot welded aluminium sheets for the automotive industry

Self-piercing riveting-a review

Influence of rivet to sheet edge distance on fatigue strength of self-piercing riveted aluminium joints

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