A three-Dimensional deflection of the electron-beam resulting a missed joint due to thermoelectric magnetism generated in welding dissimilar metal is experi- mentally and analytically investigated. In theoretical analyisis a narrow welding cavity is assumed to be a paraboloid of revolution. Applying a three-dimensional analytical solution of thermolectric currents, magnetic fiux densities, and deflections of the electron beam are determined from Maxwell's electromagnetic equations. The computed magnetic fields,thermoelectric currents and beam deflection will be compared to experimental results. Factors affect-ing deflection are discussed. The major advantage of welding with a high-power-density-electron-beam is the ability to weld dissimilar metals, unfortunately, can be missed. when the beam from the electron gun is properly aligned with the joint, subsequent deflection of the beam can result in nonsymmetric fusion along a joint, or the fusion zone may miss the joint .One reason responsible for the beam deflection is due to thermoelectric magnetic fields. Since temperature gradients exist between the top and bottom and in front and be-hind the deep and narrow cavity ,thermoelectric currents due to the Seebeck effect are produced in dissimilar metals. The induced magnetic field above and below the top surface therefore deflects the electron-beam and induces a missed joint in S-shaped. In this study, experiments will be conducted to measure missed joints. A three-dimensional thermoelectric and heat conduction model is also to predict deflection of an electron-beam From the surroundings and to bulk workpieces, the entire trajectory of the beam can be determined.a more systematical and realistic understanding on missed joint parameters.

Dissimilar metals joining have been used in many industry fields for various applications due to their technique and beneficial advantages, such as aluminum-steel and magnesium-steel joints for reducing automobile weight, aluminum-copper joint for reducing material cost in electrical components, steel-copper joints for usage in nuclear power plant, etc. The challenges in achieving dissimilar joints are as below. (1) Big difference in physical properties such as melting point and coefficient of thermal expansion led to residual stress and defects. (2) The miscibility issues resulted in either brittle intermetallic compound layer at the welded interface for miscible combinations (such as, aluminum-steel, aluminum-copper, aluminum-titanium, etc.) or no metallurgical bonding for immiscible combinations (such as magnesium-copper, steel-copper, etc.). For metallurgical miscible combinations, brittle intermetallic compounds formed at the welded interface created the crack initiation and propagation path during deformational tests. (3) Stress concentration appeared at the welded interface region during tensile testing due to mismatch in elastic properties of dissimilar materials. In this study, different combinations of dissimilar metals were joined with friction stir welding. Lap welding of 6022-T4 aluminum alloy/galvanized mild steel sheets and 6022-T4 aluminum alloy/DP600 steel sheets were achieved via friction stir scribe technology. The interlocking feature determining the fracture mode and join strength was optimized. Reaction layer (intermetallic compounds layer) between the dissimilar metals were investigated. Butt welding of 5083-H116 aluminum alloy/HSLA-65 steel, 2024-T4 aluminum alloy/316 stainless steel, AZ31/316 stainless steel, WE43/316 stainless steel and 110 copper/316 stainless steel were obtained by friction stir welding. The critical issues in dissimilar metals butt joining were summarized and analyzed in this study including IMC and stress concentration.

In the friction stir welding (FSW) process, a high-speed rotating tool, which consists of the probe and the shoulder, are employed to plunge into the faying surfaces. By using the friction heating and the stirring action of the material, the solid-state welding is accomplished to joint two pieces of metal by material diffusion to form a densification structure in the weld. According to the experimental results, the mechanism of friction stir welding is as follows: the probe plunge into the sample and the shoulder is in contact with the sample to generate a large amount of friction heat, which causes the materials soft. When the probe moves forward, the soft materials in front of the probe are scratched. The scratched materials are subjected to the rotational and squeeze actions of the shoulder so that they are refilled into the welded surface behind the probe. For the dissimilar metals joint (6061-T6 aluminum and C1100 copper plates), results show that when C1100 copper is located at the advancing side, the measured feed force appears drastic changes and it is also seen that the components of the force for the friction-stir welding of dissimilar metals become more unstable than those for the same metals joint, so that the structure which has been observed by optical microscopy appears to be open with pores and defects so that the welded quality becomes poor. According to the three components of the measured force during FSW process, the friction between the probe and the work piece can be computed. By using the friction theory, the hardness and the yield strength of the materials in front of the probe can be calculated, and then the faying surface temperature is approximately predicted to be 565.5 oC.

No description available.

Friction Bit Joining (FBJ) is a new technology that allows lightweight metals to be joined to advanced high-strength steels (AHSS). Joining of dissimilar metals is especially beneficial to the automotive industry because of the desire to use materials such as aluminum and AHSS in order to reduce weight and increase fuel efficiency. In this study, FBJ was used to join 7075 aluminum and DP980 ultra-high-strength steel. FBJ is a two-stage process using a consumable bit. In the first stage, the bit cuts through the top material (aluminum), and in the second stage the bit is friction welded to the base material (steel). The purpose of the research was to examine the impact a solid head bit design would have on joint strength, manufacturability, and ease of automation. The solid head design was driven externally. This design was compared to a previous internally driven head design. Joint strength was assessed according to an automotive standard established by Honda. Joints were mechanically tested in lap-shear tension, cross-tension, and peel configurations. Joints were also fatigue tested, cycling between loads of 100 N and 750 N. The failure modes that joints could experience during testing include: head, nugget, material, or interfacial failure. All tested specimens in this research experienced interfacial failure. Welds were also created and examined under a microscope in order to validate a simulation model of the FBJ process. The simulation model predicted a similar weld shape and bond length with 5 percent accuracy. Joints made with external bits demonstrated comparable joint strength to internal bits in lap-shear tension and cross-tension testing. Only external bits were tested after lap-shear tension, because it was determined that external bits would perform comparably to internal bits. Joints made with external bits also exceeded the standard for failure during fatigue testing. Peel tested specimens did not meet the required strength for the automotive standard. Examining specimens under a microscope revealed micro-cracks in the weld. These defects have been shown to decrease joint strength. Joint strength, especially during peel testing, could be increased by reducing the presence of micro-cracks. The external bit design is an improvement from the internal bits for manufacturability and ability to be automated, because of the less-expensive processes used to form the bit heads and the design that lends to ease of alignment.

Friction Bit Joining (FBJ) is a recently developed spot joining technology capable of joining dissimilar metals. A consumable bit cuts through the upper layer of metal to be joined, then friction welds to the lower layer. The bit then snaps off, leaving a flange. This research focuses on FBJ using DP980 or DP590 steel as the lower layer, AZ31 magnesium alloy as the top layer, and 4140 or 4130 steel as the bit material. In order to determine optimal settings for the magnesium/steel joints, experimentation was performed using a purpose-built computer controlled welding machine, varying factors such as rotational speeds, plunge speed, cutting and welding depths, and dwell times. It was determined that, when using 1.6 mm thick coupons, maximum joint strengths would be obtained at a 2.03 mm cutting depth, 3.30 mm welding depth, and 2500 RPM welding speed. At these levels, the weld is stronger than the magnesium alloy, resulting in failure in the AZ31 rather than in the FBJ joint in lap shear testing.

Friction Bit Joining (FBJ) is a method used to join lightweight metals to advanced high-strength steels (AHSS). The automotive industry is experiencing pressure to improve fuel efficiency in their vehicles. The use of AHSS and aluminum will reduce vehicle weight which will assist in reducing fuel consumption. Previous research achieved joint strengths well above that which was required in three out of the four standard joint strength tests using DP980 AHSS and 7075 aluminum. The joints were mechanically tested and passed the lap-shear tension, cross-tension, and fatigue cycling tests. The t-peel test configuration never passed the minimum requirements. The purpose of continuing research was to increase the joint strength using FBJ to join the aluminum and AHSS the automotive industry desires to use specifically in the t-peel test. In this study FBJ was used to join 7085 aluminum and GADP1180 AHSS. The galvanic coating on the AHSS and its increased strength with the different aluminum alloy required that all the tests be re-evaluated and proven to pass the standard tests. FBJ is a two-step process that uses a consumable bit. In the first step the welding machine spins the bit to cut through the aluminum, and the second step applies pressure to the bit as it comes in contact with the AHSS to create a friction weld.

In this study, the dissimilar metals 5754 aluminum and DP980 ultra-high strength steel were joined using the friction bit joining (FBJ) process. The friction bits were made using one of three steels: 4140, 4340, or H13. Experiments were performed in lap shear, T-peel, and cross tension configurations, with the 0.070" thick 5754 aluminum alloy as the top layer through which the friction bit cut, and the 0.065" thick DP980 as the bottom layer to which the friction bit welded. All experiments were performed using a computer controlled welding machine that was purpose-built and provided by MegaStir Technologies. Through a series of designed experiments (DOE), weld processing parameters were varied and controlled to determine which parameters had a significant effect on weld strength at a 95% confidence level. The parameters that were varied included spindle rotational speeds, Z-command depths, Z-velocity plunge rates, dwell times, and friction bit geometry. Maximum lap shear weld strengths were calculated to be 1425.4lbf and were to be obtained using a bit tip length at 0.175", tip diameter at 0.245", neck diameter at 0.198", cutting and welding z-velocities at 2.6"/min, cutting and welding RPMs at 550 and 2160 respectively, cutting and welding z-commands at -0.07" and -0.12" respectively, cooling dwell at 500 ms, and welding dwell at 1133.8 ms. These parameters were further refined to reduce the weld creation time to 1.66 seconds. These parameters also worked well in conjunction with an adhesive to form weld bonded samples. The uncured adhesive had no effect on the lap shear strengths of the samples. Using the parameters described above, it was discovered that cross tension and T-peel samples suffered from shearing within the bit that caused the samples to break underneath the flange of the bit during testing. Visual inspection of sectioned welds indicated the presence of cracking and void zones within the bit.

The area of research dealing with joining of dissimilar metals has been active in recent time. Although fusion and non-fusion techniques of joining have been effectively used for manufacturing components, a comprehensive scientific understanding of the process is lacking. This void exists both in fusion and non-fusion welding methods. The present investigation addresses some of these aspects. The investigation consists of two sections - Part A and Part B. Part A is on Friction welding and Part B deals with Fusion welding using laser. Each section has two chapters each. Following an introductory chapter, basic aspects of friction welding is presented in chapter 2. Chapter 3 deals with the work on friction welding of Fe-Cu couple. Fe-Cu couple is a system with positive heat of mixing. After a brief introduction on various non-equilibrium processes that can occur in this system, experimental details and results are presented. Using the results an attempt is made to understand the flash formation, formation of pores at the interface and the formation of chemically altered zone. It is observed that a chemically altered layer forms predominantly on the Cu side of the interface. It consists of Fe entrapped as fragments/fine crystals and as solid solution in Cu matrix. This zone has higher thickness at the edges than at the center. The mechanism of formation of this interfacial layer which is central to the joining process is related to the fracture and transport of fragments during plastic deformation. Fe forms solid solution in copper under non-equilibrium conditions promoted by shear energy. Using the concept of ballistic mixing, the formation of solid solution is explored. Using nano-indentation experiments mechanical properties of the weldment is estimated and an attempt is made to correlate mechanical properties with the amount of second element present in that location. The chapter 4 in part A deals with the friction welding of Ni-Ti couple. Ni-Ti system has negative heat of mixing and it forms a number of intermetallics. After a brief introduction to the chapter, various experimental techniques and strategies followed to carry out the experiments are explained. Following these, the results are presented. It is observed that TiNi3 formed at initial stage. Theories based on effective heat of formation and surface energy also predict the nucleation of TiNi3. With the continuation of frictional processes, the formation of TiNi and Ti2Ni phases were also observed. Formation of Ti2Ni was shown to greatly accelerate due to shear process. In this system two complementary processes like ballistic mixing and thermal assisted diffusion accelerate Ti2Ni formation. From mechanical tests it is found that Ti2Ni layer in the weldment is weak and hence formation of Ti2Ni in the weldment is detrimental. In chapter 5 an introduction to fusion welding of dissimilar metals is presented as background materials for the subsequent chapters. Chapter 6 deals with nature of segregation of Ag during laser welding of Fe-Ni couple. Ag is used as a tracer to probe fluid flow in the Fe-Ni couple during laser welding. Ag is immiscible both in Fe and Ni whereas Fe and Ni form a complete solution at an elevated temperature and in liquid state. Besides the experimental work, numerical simulation of the weld pool were carried out using homogeneous mixture model using SIMPLER algorithm. Experiments and simulations indicate that fluid flow is asymmetrical and in the deep penetration welding strong convection in the pool drives the tracer to the top of the pool. Overall distribution of the tracer is due to the combined effect of convection and diffusion. In shallow welding there exists a boundary region where tracer does not penetrate. In chapter 7 the results of instrumented indentation experiments on laser welded Fe-Cu weldment has been presented. It was earlier reported that during laser welding of Fe-Cu couple, a variety of microstructures evolves at various locations in the weldment and hardness of the weldment were found to be very high. Here an attempt has been made to explore in details the origin of such a high hardness. The chapter starts with a description of various microstructures that are observed in this weldment followed by the various procedures used for extracting data from instrumented indentation tests. It is followed by the presentation of the experimental results. It is found that rule of mixture along with Hall-Petch strengthening explains the observed increase in hardness of the weldment. The fine scale microstructure consisting of alternate Fe rich and Cu rich layers increases the hardness of the weldment. On copper side of the weldment, composition and scale of microstructure fluctuates and so also the hardness. Finally in chapter 8 overall conclusions of the various chapters in the thesis have been summarised.

Friction bit joining (FBJ) is a new method that enables lightweight metal to be joined to advanced high-strength steels. Weight reduction through the use of advanced high-strength materials is necessary in the automotive industry, as well as other markets, where weight savings are increasingly emphasized in pursuit of fuel efficiency. The purpose of this research is twofold: (1) to understand the influence that process parameters such as bit design, material type and machine commands have on the consistency and strength of friction bit joints in dissimilar metal alloys; and (2) to pioneer machine and bit configurations that would aid commercial, automated application of the system. Rotary broaching was established as an effective bit production method, pointing towards cold heading and other forming methods in commercial production. Bit hardness equal to the base material was found to be highly critical for strong welds. Bit geometry was found to contribute significantly as well, with weld strength increasing with larger bit shaft diameter. Solid bit heads are also desirable from both a metallurgical and industry standpoint. Cutting features are necessary for flat welds and allow multiple material types to be joined to advanced high-strength steel. Parameters for driving the bit were established and relationships identified. Greater surface area of contact between the bit and the driver was shown to aid in weld consistency. Microstructure changes resulting from the weld process were characterized and showed a transition zone between the bit head and the bit shaft where bit hardness was significantly increased. This zone is frequently the location of fracture modes. Fatigue testing showed the ability of FBJ to resist constant stress cycles, with the joined aluminum failing prior to the FBJ fusion bond in all cases. Corrosion testing established the use of adhesive to be an effective method for reducing galvanic corrosion and also for protecting the weld from oxidation reactions.