Joining phenomena and joint strength of friction welded joint between pure aluminium and low carbon steel

Abstract

This paper describes the joining phenomena and joint strength of friction welded joints between pure aluminium (P-Al) and low carbon steel friction welds. When the joint was made at a friction pressure of 30 MPa with a friction speed of 27·5 s^?1, the upsetting (deformation) occurred at the P-Al base metal. P-Al transferred to the half radius region of the weld interface on the low carbon steel side, and then it transferred toward the entire weld interface. When the joint was made at a friction time of 0·9 s, i.e. just after the initial peak of the friction torque, it had ～93% joint efficiency and fractured on the P-Al side. This joint had no intermetallic compound at the weld interface. Then, the joint efficiency slightly decreased with increasing friction time. The joint had a small amount of intermetallic compound at the peripheral region of the weld interface when it was made at a friction time of 2·0 s. When the joint was made at a friction time of 0·9 s, the joint efficiency decreased with increasing forge pressure, and all joints were fractured at the P-Al side. Although the joint by forge pressure of 90 MPa had hardly softened region, it had ～83% joint efficiency. To clarify the fact of decreasing joint efficiency, the tensile strength of the P-Al base metal at room temperature was investigated, and the tensile test was carried out after various compression stresses and temperatures. The tensile strength of the P-Al base metal has decreased with increasing compression stress at any temperature. Hence, the fact that the joint did not achieve 100% joint efficiency was due to the decrease in the tensile strength of the P-Al base metal by the Bauschinger effect. To obtain higher joint efficiency and fracture on the P-Al side, the joint should be made without higher forge pressure, and with the friction time at which the friction torque reaches the initial peak.     

Effect of post-weld heat treatment on joint properties of friction welded joint between brass and low carbon steel

Abstract

This paper describes the effect of post-weld heat treatment (PWHT) on joint properties of copper–zinc alloy (brass) and low carbon steel friction welded joints. The as-welded joint obtained 100% joint efficiency and the brass base metal fracture without cracking at the weld interface, and had no intermetallic compound layer. The joint efficiency with PWHT decreased with increasing heating temperature and its holding time, and its scatter increased with those increasing parameters. When the joint was heat treated at 823 K for 360 ks, it did not achieve 100% joint efficiency and fractured between the weld interface and the brass base metal although it had no intermetallic compound. The cracking at the peripheral portion of the weld interface was generated through PWHT. The cracking was due to the dezincification and the embrittlement of the brass side during PWHT.     

Joining phenomena and joint strength of friction welded joint between aluminium–magnesium alloy (AA5052) and low carbon steel

Abstract

The joining phenomena and the joint strength of an Al–Mg alloy (AA5052) and low carbon steel (LCS) friction welded joints were investigated. The weld interface of the LCS side at a friction time of 1·2 s had a slightly transferred AA5052, and then the entire weld interface had it at a friction time of 3·0 s or longer. The joint efficiency increased with increasing friction time, but it decreased at a friction time of 12·0 s or longer. The joint at a friction time of 3·0 s with forge pressure of 190 MPa had 100% joint efficiency and the AA5052 base metal fracture with no crack at the weld interface. The weld interface of these joints also had no intermetallic compound. On the other hand, the joint at a friction time of 8·0 s, which had ～97% joint efficiency, fractured between the AA5052 side and the weld interface because it had the intermetallic compound at the weld interface.     

Selection guide of insert piece shape for steel joint by autocompleting friction welding method

Abstract

An autocompleting friction welding method, which was developed by the authors, is to weld with using a rotating insert piece set between fixed base metals. This paper describes the selection guide of the insert piece size for steel joints by the autocompleting friction welding method. The base metal was low carbon steel (LCS), and the weld faying surface of the fixed specimen had a 10 mm diameter. The effect of the thickness at the bottom of the grooves for the insert piece (groove bottom thickness) on the joining phenomena was investigated. When the joint was made at a friction pressure of 90 MPa with a friction speed of 27·5 s^?1, the insert piece had a shear fracture towards the circumferential direction (circumferential shear fracture) in the peripheral portion of the weld interfaces by the initial peak produced during the friction process. In this case, the insert piece had the following dimensions: the thickness was 4·0 mm, and the groove bottom thickness was 1·2 mm or over with an inner groove diameter of 11 mm. In particular, the joint with a groove bottom thickness of 1·2 mm had 100% joint efficiency and the LCS base metal fracture with no crack at the weld interface. The value of a circumferential shear fracture (CSF value) was defined and calculated by the ratio between the theoretical and the actual generated friction torques. When the CSF value nearly equalled 1, the joint had 100% joint efficiency and the LCS base metal fracture with no crack at the weld interface.     

Effect of friction welding conditions on mechanical properties of A5052 aluminium alloy friction welded joint

Abstract

The present paper describes the mechanical properties of Al–Mg aluminium alloy (A5052) friction welded joints. Two types of A5052 with different tensile properties were used, namely, H112 base metal with 188 MPa tensile strength and H34 with 259 MPa tensile strength. Similar metal specimens were joined using a continuous drive friction welding machine with an electromagnetic clutch to prevent braking deformation. That is, the joints were welded using the 'low heat input' friction welding method developed by the present authors, in which the heat input is lower than in the conventional method. An A5052–H112 joint produced using a friction speed of 27·5 s^?1, friction pressure of 30 MPa, friction time of 2·0 s (just after the initial peak torque), and forge pressure of 60 MPa had approximately 95% joint efficiency. It fractured at the welded interface and in the A5052–H112 base metal. To improve the joint efficiency, an A5052–H112 joint was produced at a forge pressure of 75 MPa, which was the same as the yield strength of the A5052–H112 base metal. It had 100% joint efficiency and fractured in the A5052–H112 base metal. In contrast, an A5052–H34 joint was made using a friction speed of 27·5 s^?1, friction pressure of 90 MPa, friction time of 0·3 s (just after the initial peak torque), and forge pressure of 180 MPa. It had approximately 93% joint efficiency and fractured in the A5052–H34 base metal. This joint also had a softened region at the welded interface and in the adjacent region. To improve the joint efficiency, an A5052–H34 joint was made at a forge pressure of 260 MPa, which was the same as the ultimate tensile strength of the A5052–H34 base metal. Although this joint had a slightly softened region at its periphery, it had approximately 93% joint efficiency. The failure of the A5052–H34 joint to achieve 100% joint efficiency is due to a slight softening at the periphery and the difference in the anisotropic properties of the A5052–H34 base metal between the longitudinal and radial directions.     

Effect of inclination of weld faying surface on joint strength of friction welded joint and its allowable limit for austenitic stainless steel solid bar similar diameter combination

This paper describes the effect of the inclination of the weld faying surface on joint strength of friction welded joint and its allowable limit for austenitic stainless steel (SUS304) solid bar similar diameter combination. In this case, the specimen was prepared with the inclination of the weld faying surface pursuant to the JIS Z 3607, and the joint was made with that diameter of 12 mm, a friction speed of 27.5 s^?1, and a friction pressure of 30 MPa. The initial peak torque decreased with increasing inclination of the weld faying surface, and then the elapsed time for the initial peak increased with increasing that inclination. However, the steady torque was kept constant in spite of the inclination of the weld faying surface increasing. The joints without the inclination of the weld faying surface, which were made with friction times of 1.5 and 2.0 s with a forge pressure of 270 MPa, had achieved 100% joint efficiency with the base metal fracture. Those joints had 90° bend ductility with no crack at the weld interface. The joints with the inclination of the weld faying surface of 0.3 mm (gap length of 0.6 mm), which were allowable distance, was also obtained the same result with this condition. Furthermore, those joints with a friction time of 2.5 s obtained the same result. On the other hand, the joints with the inclination of the weld faying surface of 0.6 mm (gap length of 1.2 mm), which were twice inclination of the allowable distance, also obtained the same result in a friction time of 2.5 s. However, the joints without the inclination of the weld faying surface at this friction time did not obtain the base metal fracture, although those achieved 100% joint efficiency. In conclusion, to obtain 100% joint efficiency and the base metal fracture with no cracking at the weld interface, the joint must be made with the inclination of the weld faying surface, with allowable distance pursuant to the JIS Z 3607.     

Properties and improvement of super fine grained steel friction welded joint

Abstract

This paper describes friction welded joint properties of super fine grained steel (SFGS) and discusses improvements in these joint properties. The average grain size diameter of the SFGS base metal is ～0·6 μm, and its ultimate tensile strength is 660 MPa. The joint, made by a continuous drive friction welding machine (conventional method), fractured at the welded interface even though it possessed 100% joint efficiency. This was due to both the coarsening of the grain size and the softening of the welded interface with its adjacent region caused by heat input during braking times. The authors developed a joining method using a continuous drive friction welding machine that has an electromagnetic clutch to eliminate heat input during braking time, which was called the 'low heat input friction welding method' (LHI method). The joint obtained by the LHI method had the same tensile strength as the base metal at the friction time when the friction torque reached the initial peak. That is, the joint obtained 100% joint efficiency and fractured at the base metal, although the adjacent region of the welded interface softened only slightly. The grain size of this joint was smaller than that obtained by the conventional method. It was clarified that the optimum friction welded joint of the SFGS could be obtained by the LHI method in comparison with the conventional method.     

Development of autocompleting friction welding method

Abstract

This paper describes an autocompleting friction welding method that was carried out to weld with an insert piece set between fixed base metals. The base metal was low carbon steel, and the faying surface of the fixed specimen had a 10 mm diameter. The effect of the thickness of the insert piece (insert thickness) on the joining phenomena was investigated. When the insert thickness was 3˙2 mm and the friction welding conditions were a friction speed of 27˙5 s^–1 and friction pressure of 36 MPa, the insert piece had a shear fracture toward the circumferential direction in the peripheral portion of the weld interfaces by the initial peak produced during the friction process. The joint also had cracks at the adjacent region of the weld interfaces, although it had the same tensile strength as the base metal. On the other hand, the joint made using the insert piece with a groove on its peripheral portion had the same tensile strength as the base metal, where it fractured. This joint also had 90° bend ductility without cracks. In this case, the optimum insert thickness was 4˙0 mm, and the thickness at the bottom of the grooves (groove bottom thickness) was 1˙2 mm with an 11 mm inner groove diameter, and the friction welding conditions were a friction speed of 27˙5 s^–1 and friction pressure of 36 MPa. In conclusion, a sound friction welded joint was made by an autocompleting friction welding method.     

Mechanical properties of friction welded joint between Ti–6Al–4V alloy and Al–Mg alloy (AA5052)

Abstract

The present paper describes the mechanical properties of a friction welded joint between Ti–6Al–4V alloy and Al–Mg alloy (AA5052). The Ti–6Al–4V/AA5052–H112 joint, made at a friction speed of 27.5 rev s^?1, friction pressure of 30 MPa, friction time of 3.0 s, and forge pressure of 60 MPa, had 100% joint efficiency and fractured in the AA5052–H112 base metal. The Ti–6Al–4V/AA5052–H34 joint, made under the same friction welding conditions, did not achieve 100% joint efficiency and it fractured in the AA5052–H34 base metal because the AA5052–H34 base metal had softened under friction heating. The joints made at low friction speed or using short friction time showed fracture at the welded interface because a sufficient quantity of heat for welding could not be produced. However, the joints made at high friction speed or using long friction time were also fractured at the welded interface: in this instance, the welded interface also had an intermetallic compound layer consisting of Ti₂Mg₃Al₁₈. The Ti–6Al–4V/AA5052–H34 joint made at a friction speed of 27.5 rev s^?1 with friction pressure of 150 MPa, friction time of 0.5 s, and forge pressure of 275 MPa had 100% joint efficiency and fractured in the AA5052–H34 base metal, although the AA5052–H34 side softened slightly. In conclusion, the Ti–6Al–4V/AA5052–H112 joint and Ti–6Al–4V/AA5052–H34 joint had 100% joint efficiency and fractured in the AA5052 base metal when made under the friction welding conditions described above.     

Joint properties and its improvement of high-tensile strength steel joint by autocompleting friction welding method

This paper describes the improvement of properties of a high-tensile strength steel joint by an autocompleting friction welding method that was developed by the authors. The base metal was high-tensile strength steel of 800 MPa class. The weld faying surface of the fixed specimen had a 10 mm diameter, and the effect of the thickness and that at the bottom of the grooves (groove bottom thickness) for the insert piece on the joining phenomena and joint properties were investigated. The value of a circumferential shear fracture (CSF value) was defined and calculated by the ratio between the theoretical and the actual generated friction torques. When the CSF value was lower than 1, the insert piece had the CSF before the friction torque reached the initial peak. Also, when the CSF value was larger than 1, the insert piece had the CSF after the friction torque reached the initial peak. When the joint was made at the insert thickness of 5 mm with the CSF value of nearly 1, it had 100% joint efficiency although it had the softened region near the weld interfaces. The joint had cracks at the weld interface when it was made with friction pressures of 36 and 120 MPa. However, the joint had no crack at the weld interface when it was made with a friction pressure of 90 MPa. When the joint was made at the insert thickness of 4 mm with the CSF value of nearly 1, it had also 100% joint efficiency although it had the softened region near the weld interfaces. However, the softened region at the weld interface of the joint with the insert thickness of 4 mm was lower than that with 5 mm. Also, this joint had 90° bend ductility with no crack at the weld interface. In conclusion, it was possible to make a joint with no cracks for high-tensile strength steel by an autocompleting friction welding method.     

Analysis of acoustic and optical signals used as a basis for controlling laser‐welding processes

Stud joints of 2017 aluminium alloy were friction welded and its joint strength was examined. A stair zone was formed at the weld interface. Although the hardness of the stair zone was almost the same as base metals, the heat-affected zone of the bar and the plate was softened. The tensile strength of joints tended to increase with a pressure and a friction time, and the highest tensile strength was 275 MPa (63.1% joint efficiency for the bar base metal). In the bending testing, joints were cracked in the weld zone at a bending angle of less than 5°. In the fatigue testing, joints fractured near the weld interface and the fatigue strength of joints increased as the tensile strength of joints was high.     

Strength enhancement of autocompleting medium and high carbon steels friction welded joints

An autocompleting friction welding method, which was developed by the authors, is to weld with using a rotating insert piece set between fixed workpieces. The conditions to enhance the strength of the welded joint in an autocompleting friction welding method which involves a rotating insert between the fixed workpieces were determined. The weld faying surface of the fixed specimen had a 10 mm diameter. When MCS joint was made at an insert thickness of 4 mm through a friction pressure of 36 MPa, it did not achieve 100% joint efficiency because the weld interfaces were not completely joined. MCS joint had 100% joint efficiency and fractured on the MCS base metal although the crack was generated at the weld interface, when that was made at an inner groove diameter of 11 mm with the bottom of the grooves for the insert piece (groove bottom thickness) of 0.9 mm or more through a friction pressure of 90 MPa. To obtain a joint with no cracks, MCS joint was made with an inner groove diameter of 12 mm at a friction pressure of 90 MPa. When the groove bottom thickness was 0.75 mm, MCS joint had 100% joint efficiency and the MCS base metal fracture with no crack at the weld interface. When HCS joint was made with an inner groove diameter of 11 mm at friction pressures of 90 and 150 MPa, it did not achieve 100% joint efficiency because the weld interfaces were not joined completely. The weld interfaces of HCS joint at a friction pressure of 120 MPa were completely joined although it did not achieve 100% joint efficiency. To improve the joint efficiency, HCS joint was made with an insert thickness of 5 mm, a groove bottom thickness of 0.64 mm, and an inner groove diameter of 12 mm with a friction pressure of 120 MPa. HCS joint had 100% joint efficiency and fractured on the HCS base metal with no crack at the weld interface.     

Interlayer growth at interfaces of Ti/Al–1%Mn,Ti/Al–4·6%Mg and Ti/pure Al friction weld joints by post-weld heat treatment

Abstract

The interlayer growth at interfaces of Ti/Al–1%Mn and Ti/Al–4·6%Mg weld joints was studied by postweld heat treatment. The heating temperatures ranged from 676 to 873 K (400–600°C) and maximum heating time was 360 ks (100 h). The basic mechanism of interlayer growth for pure Ti/pure Al friction weld joint was also estimated. The interlayer growth rate of Ti/Al–4·6%Mg joint was much faster than for the Ti/ Al–1%Mn joint. The interlayer mainly consisted of (Al,Si)₃Ti for the Ti/Al–1%Mn joint, and Al₁₈Mg₃Ti₂ for the Ti/Al–4·6%Mg joint. While the interlayer grew from Al alloy substrate to the Ti side for the Ti/Al–1%Mn joint, it grew from the Ti substrate to the Al alloy side for the Ti/Al–4·6%Mg joint. The interlayer growth stopped for several hours on heating for 36 ks (10 h). Neither linear nor parabolic time-dependence relations could be exactly fit to the interlayer growth rate for both joints. The interlayer growth of Ti/Al–1%Mn was proportional to heating time raised to approximately 0·85. The crystal direction of Al₃Ti interlayer growth of the Ti/Al joint was close to 〈001〉 and 〈111〉 directions obtained by OIM method. Nucleation and nuclei growth were observed at the interface of the Ti/Al joint. The nucleation and the nuclei growth are the reason for the phenomena (time dependence) described above.     

Relationships between weld parameters,hardness distribution and temperature history in alloy 7050 friction stir welds

Abstract

Aluminium alloy 7050 was friction stir welded using three different ratios of tool rotation rate to weld travel speed. Welds were made using travel speeds of between 0·85 and 5·1 mm s^?1. Weld power and torque were recorded for each weld. An FEM simulation was used to calculate the time–temperature history for a subset of the welds. For each weld the hardness distribution with and without post-weld heat treatment was determined. The hardness distributions within the welds are rationalised based on the friction stir welding parameters and the resulting temperature histories. The analysis provides a basis for manipulation of weld parameters to achieve desired properties.     

Analysis of process parameters effects on dissimilar friction stir welding of AA1100 and A441 AISI steel

Abstract

A prominent benefit of friction stir welding process is to join plates with dissimilar material. In this study, an attempt is made to find effects of tool offset, plunge depth, welding traverse speed and tool rotational speed on tensile strength, microhardness and material flow in dissimilar friction stir welding of AA1100 aluminium alloy and A441 AISI steel plates. Here, one factor at a time experimental design was utilised for conducting the experiments. Results indicated the strongest joint obtained at 1·3?mm tool offset and 0·2?mm plunge depth when the tool rotational speed and linear speed were 800?rev min^??1 and 63?mm min^??1 respectively. The maximum tensile strength of welded joints with mentioned optimal parameters was 90% aluminium base metal. Fracture locations in tensile test at all samples were in aluminium sides. Owing to the formation of intermetallic compounds at high tool rotational speed, the microhardness of joint interface goes beyond that of A441 AISI steel.     

TC17钛合金嵌入式线性摩擦焊接头组织与性能

针对航空长形整体构件锻造与加工的难题,提出采用嵌入式线性摩擦焊方法进行分段组合制造,采用嵌入式线性摩擦焊技术开展了TC17钛合金试验件的焊接,针对所形成的V形接头,分析了接头塑性流动规律与接头形成机理、组织特征与力学性能.?结果表明,焊接过程中,金属流动规律与普通线性摩擦焊接头有显著区别,高温塑性金属随着楔块的移动逐渐...     

5052铝合金FSW接头组织和力学性能

采用搅拌摩擦焊焊接8 mm厚5052-O铝合金,并对焊接接头进行了显微组织观察和力学性能测试。结果表明:接头组织左右不对称,前进侧与母材分界线较明显,后退侧与母材分界线较模糊;焊接接头抗拉强度平均值为193.5 MPa,接头强度可达母材的99%,伸长率可达母材的84%;焊接接头正弯角和背弯角均可达到180°,弯曲性能良好;焊核区显微硬度约为72 HV,略高于母材,硬度最低点出现在前进侧熔合过渡区。     

TC4钛合金线性摩擦焊接头组织和力学性能

文中阐述了线性摩擦焊的原理、特点,并针对TC4钛合金线性摩擦焊接头组织和力学性能进行了研究.对比分析TC4钛合金线性摩擦焊接头焊态和焊后热处理态的接头组织和力学性能.结果表明,焊接接头共分为母材、热力影响区和焊缝区三部分;TC4钛合金的接头(包括焊态和焊后热处理态)抗拉强度和屈服强度均达到母材的90%以上;焊缝中心的硬度值最高,焊后热处理能使接头的硬度分布更加均匀.     

Effect of post-weld heat treatment on microstructure and property of linear friction welded Ti17 titanium alloy joint

Abstract

In this study, post-weld heat treatment of linear friction welded Ti17 (Ti–5Al–2Sn–2Zr–4Mo–4Cr) titanium alloy joints was performed at 530, 610 and 670°C for 4 h followed by air cooling. Results show that with increasing treatment temperature, the recrystallisation extent of the α and β phases in the weld and deformation zones increases significantly. The overall property of the joint is remarkably improved, and the fracture behaviour of the tensile and impact samples changes from brittle failure to a ductile one. After treatment at 670°C, the impact toughness of the joint is 93·3% of the parent metal, and the failure of the tensile samples occurs in the parent metal far away from the weld. According to these findings, a treatment temperature slightly lower than 670°C but higher than 610°C would be a good value for linear friction welding Ti17 joints.     

TC21+TC4-DT线性摩擦焊接头组织与力学性能试验

针对高强TC21和中强TC4-DT异种钛合金进行线性摩擦焊工艺研究,对接头进行不同热处理,接头微观组织和力学性能进行试验分析. 结果表明,TC21 + TC4-DT线性摩擦焊接头飞边成形良好,飞边表面光滑根部无明显缺陷存在;焊态条件下焊缝组织为典型的魏氏组织结构特征,热处理后焊缝组织析出弥散的针状α相,随着热处理温度的升高析出的针状α相逐渐长大粗化,致使接头冲击和断裂性能先上升后下降;接头拉伸性能与TC4-DT母材相当;700℃/3 h热处理接头、母材高周疲劳性能试验结果表明,接头的疲劳极限达到558 MPa,与TC4-DT基体相当,焊缝组织细化是提高接头疲劳极限的重要原因.