The effects of welding current and purging gas on mechanical properties and microstructure of tungsten inert gas welded aluminum alloy 5083 H116

Novianto, Ekak; Iswanto, Priyo Tri; Mudjijana, Mudjijana

doi:10.1051/matecconf/201819712007

Cited by 3 publications

(4 citation statements)

References 10 publications

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“…The processing parameters used in performing FSP were the tool rotational speed of 1000 rpm, traverse speed of 40 mm min −1 . The processing parameters were adapted from previous studies [17,[24][25][26][27]. A cylindrical threaded H13 tool, with a shoulder diameter of 20 mm, pin length of 5.8 mm, pin diameter of 6 mm, and tool tilt of 2°was used [28][29][30][31][32][33][34].…”

Section: Methodsmentioning

confidence: 99%

“…There is no visible variation in the grain size of the TIG welded joint while the variation of the grain size could be easily observed on the processed joint. The two distinct areas can be easily observed on the processed joint (a and b) and these areas are normally associated with the joint produced through FSP and FSW technology [24,28,36]. The area marked with a, symbolize the stir zone (SZ) while the area marked with b symbolizes the thermo-mechanically affected zone (TMAZ).…”

Section: Microstructural Analysis Figures 3(a) (B)mentioning

confidence: 99%

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Experimental investigation of bending and tensile strength of friction stir processed TIG-welded AA5083-H111 joint

Msomi¹,

Mabuwa²

2020

Eng. Res. Express

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This paper reports on the experimental investigation of bending and tensile strength of the friction stir processed TIG-welded AA5083-H111 joint. The friction stir processed joint was studied comparatively with the TIG-welded joint (unprocessed joint). The TIG-welded joint was processed using a single-pass friction stir processing technique. The microstructural analysis revealed that the unprocessed joint was dominated with coarse grains while the refined grains dominated the friction stir processed joint. The unprocessed joint consistently failed at the center of the joint during tensile testing while the processed joint failed in different locations of the stir zone. The tensile strength of the unprocessed joint was found to be 47.4% to that of the base metal while that of the processed joint was found to be 76.5% to that of the base metal. The percentage elongation of the processed joint was found to be 82.4% to that of the base metal while that of the unprocessed joint was found to be 34.8% to that of the base metal. The bending failure mode of the processed and unprocessed joint was similar to that observed during tensile testing.

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Section: Methodsmentioning

confidence: 99%

Section: Microstructural Analysis Figures 3(a) (B)mentioning

confidence: 99%

Experimental investigation of bending and tensile strength of friction stir processed TIG-welded AA5083-H111 joint

Msomi¹,

Mabuwa²

2020

Eng. Res. Express

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show abstract

“…The tests were repeated three times for each experimental setup to ensure good repeatability and to gain reasonable reliability. The sliding distance selected for this study is 1000 m. It is justified based on the previous works, the sliding distance is in the range of 100 m to 1350 m [8][9][10]. In this test method, the test duration is specified in seconds.…”

Section: Pin On Disc Tribometer Testmentioning

confidence: 99%

Enhancing the Tribological Performance of Additively Manufactured Aluminium Alloy ER 5356 via the Cold Deformation Process

Muhammad Faris Akmal Md Azlin,

Ahmad Baharuddin Abdullah,

Shahir Yasin Mohd Yusuf

et al. 2024

ARAM

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Typically, in handling worn parts, to avoid extra expenditure, car manufacturers will send them to the scrap yard. Reconstruction of the worn area via additive manufacturing is now an option. Unfortunately, heat will reduce the deposited material’s properties, like wear resistance. In this study, the effect of a cold deformation via cold forging on the tribological performance of aluminium alloy wire ER 5356 fabricated by wire arc additive manufacturing (WAAM) will be investigated. The cold forging process was conducted at room temperature on an open die transverse to the direction of the deposited weld. Comparisons were made between unforged and forged specimens at dry and wet sliding conditions at varied speeds and loads applied. Based on the results, it was observed that forged specimens exhibit a lower specific wear rate than unforged specimens for both conditions. The coefficient of friction (COF) in dry sliding decreases as the specific wear rate increases. However, comparatively, COF at wet sliding is lower for both unforged and forged samples. As a conclusion, the cold forging enhances the tribological performance by lowering the specific wear rate and COF.

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“…Additive manufacturing (AM) techniques come into the picture when looking into the possibility of enabling a higher degree of structural integrity and anisotropic mechanical performance [11]. Today, AM is still used to make metal components out of metals like titanium and nickel, which have numerous applications in the automotive industry [12]- [16]. The most suitable AM process for larger components with medium complexity can be dealt with using methods of direct metal deposition (DMD) called wire and arc additive manufacturing (WAAM) [17].…”

Section: Introductionmentioning

confidence: 99%

Wear Behaviour of Additive Manufactured Aluminium Alloy ER 5356

Azlin,

Abdullah,

Nasir

et al. 2023

MSF

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In the automotive industry, parts are mostly made from aluminium alloy due to its lightweight properties and high corrosion resistance. However, the drawback is that the aluminium alloy is easily worn due to wear and friction and will end up in the scrap yard. In order to salvage the aluminium component, the worn part can be repaired. Currently, wire arc additive manufacturing (WAAM) offers flexible remanufacturing of the worn part. However, the wear behaviour of the additively manufactured part needs to be studied first to improve the wear performance of the material. In this study, the gas metal arc welding (GMAW) or MIG-based WAAM machine was utilised to produce a 3D profile from the available aluminium alloy wire grade ER 5356. The wear test was carried out in accordance with ASTM G-99, using a pin-on disc in both dry and wet sliding conditions. It was found that on dry sliding, the specific wear rates are decreasing from 5.3632 x 10-11 mm3/Nm to 4.3496 x 10-11 mm3/Nm and 4.1513 x 10-11 mm3/Nm as the speed increases from 200 to 400 RPM at the constant 20 N load. Meanwhile, for wet sliding, it has been observed that the specific wear rate increases as similar speed values are used in dry sliding conditions, which are 6.8122 x 10-12 mm3/Nm, 1.1931 x 10-11 mm3/Nm and 3.7561 x 10-11 mm3/Nm with a similar constant 20 N load. Next, the coefficient of friction for dry sliding shows that as the speed decreases. In contrast, for wet sliding, it is observed that the coefficient of friction increases.

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The effects of welding current and purging gas on mechanical properties and microstructure of tungsten inert gas welded aluminum alloy 5083 H116

Cited by 3 publications

References 10 publications

Experimental investigation of bending and tensile strength of friction stir processed TIG-welded AA5083-H111 joint

Experimental investigation of bending and tensile strength of friction stir processed TIG-welded AA5083-H111 joint

Enhancing the Tribological Performance of Additively Manufactured Aluminium Alloy ER 5356 via the Cold Deformation Process

Wear Behaviour of Additive Manufactured Aluminium Alloy ER 5356

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