Refill friction stir spot welding (RFSSW) is an emerging technology, capable of joining thin sheets of aluminum alloys. The present thesis comprises two studies which were conducted to address two challenges faced by RFSSW: the long cycle time traditionally associated with welding and the poor life of existing RFFSW tools. In the first study, welds were made in AA5052-H36, at various cycle times and with various process parameters. It was shown that RPM, cycle time, and material thickness, all have an effect on the machine response. Decreasing RPM or weld duration leads to increased force and torque response during welding. Welds with cycle times below one second were successfully made without severely impacting joint quality, suggesting that prior work may have been limited by machine capabilities rather than by phenomena inherent to the process. On average, the sub-one second welds caused a peak probe force of 9.81 kN, a plunge torque of 26.3 N*m, and showed average lap-shear strengths of 7.0kN; compared to a peak probe force of 5.14 kN, a plunge torque of 17.3 N*m, and lap-shear strength of 6.89kN for a more traditional four-second welding condition. In the second study, the life of a steel toolset was quantified as consecutive welds were made in AA5052-H36 until the toolset seized from material accumulation/growth. At a one-second welding condition, the toolset was only capable of producing 53 welds before seizure. At a two-second welding condition, the toolset was only capable of producing 48 welds. In subsequent temperature experiments, thermocouples were embedded into welding coupons at various locations near weld center, allowing novel temperature data to be collected for welds with varying cycle times and parameters. The collected temperature data shows that as cycle time increases, so does weld temperature. At weld center, temperatures in excess of 500°C were observed in welds with 4 second durations. At these temperatures, Fe-Al intermetallic growth is anticipated as a mechanism limiting the tool life observed. The results suggest that steel is not an appropriate choice for RFSSW tools, and future evaluation of other materials is merited.

On développe dans ces travaux un outil numérique permettant de simuler le procédé Friction Stir Spot Welding. Le modèle est basé sur un couplage fluide/solide et permet une description correcte des parties fortement malaxée et solide de la structure. Une approche ALE est utilisée avec un mouvement arbitraire défini de façon que le maillage suive la matière dans la partie solide mais pas dans la partie pâteuse. Ceci permet la simulation de plusieurs tours de l'outil tout en suivant les bords des tôles soudées durant le procédé. Ce modèle numérique s'appuie sur l'élément fini mixte P1+/P1. Ce dernier a été développé avec une formulation température/vitesse/pression en mécanique des fluides (dans le cas d'un écoulement laminaire incompressible et transitoire) et en mécanique des solides dans le cadre des grandes transformations. La transition fluide/solide est effectuée au moyen d'un test explicite sur une température moyenne par élément, l'interface passant alors entre les éléments du maillage. Une procédure d'actualisation de la géométrie associée à l'approche ALE est effectuée à convergence. Ce couplage a été intégré au sein d'une nouvelle option du code SYSWELD. On présente ici une première simulation du procédé Friction Stir Spot Welding. D'autre part, deux montages spécifiques sont proposés pour l'investigation du procédé Friction Stir Spot Welding. Ces deux dispositifs intègrent une démarche de validation globale visant à calibrer la modélisation proposée du procédé. La stratégie expérimentale suivie est détaillée, et des premiers résultats obtenus sur un alliage d'aluminium basique sont présentés.

This study aims to design a novel inserted welding tool to friction stir spot weld SS400 low carbon steel sheets of 4mm thickness. In order to enhance the efficiency of frictional heat generation and to enhance the quality of the welding spot, the welding tool based on a cylindrical tungsten carbide and is inserted by a SS400 low carbon cylinder. The welding apparatus composed of a vertical milling machine and a welding platform that can keep the load between tool and workpiece constant. The plunge load is 8kN and there's no inclination angle on the tools. Welding temperature and the tool plunge depth are measured by thermelcouples and a displacement meter. ¡@¡@At the tool rotational speed of spindle of 900rpm and welding for 60 seconds, the temperature rising rate of the tools with 5 mm and 10 mm inserted material are 5.28 times and 6.31 times greater than the one without insert. While they are 1.36 and 1.42 times greater than at 1200rpm.At the tool rotational speed of spindle of 900rpm and welding for 300 seconds, themaximun welding temperature the tools with 5 mm and 10 mm inserted material can reach are 59¢J and 412¢J higher than the one without insert. While they can reach 35.6¢J and 197.6¢J greater than at 1200rpm. According to the tensile test, the shear failure loads of clad steel plates increase 11.3kN and 15.5kN by using tools with 5 mm and 10 mm inserted material at 900rpm for 60 seconds, and increase 7.6kN and 18.3kN by using tools with 5 mm and 10 mm inserted material at 1200rpm.

A two-dimensional axisymmetric thermo-mechanical model of the Refill Friction Stir Spot Welding (RFSSW) process was developed and validated with experimental data. Welding temperatures, tool forces, and material flow including defect formation, were accurately predicted by the model. Qualified repair techniques are critical for successful implementation of a welding process for use on large weldments with a significant number of spot joints, and this work demonstrates a repair technique for RFSSW that is validated both experimentally and numerically. Repaired properties are shown to exceed 90% of the original mechanical properties of the RFSSW process. RFSSW has different process parameters for every combination of material alloy, material thickness, weld duration, and machine force limits. Numerical modeling develops the process parameters for any RFSSW iteration in a fraction of the time with the same amount of accuracy. The model can effectively simulate how to determine the optimal weld duration given any experimental parameters.

Yes / The performance of the modified friction stir clinched and friction stir spot welded joints of AA5754-O and AA2024-T3 Al alloy was improved by investigating the impact of material flow influencing parameters such as material positioning and tool rotational speed on the microstructure, mechanical and fracture behaviors of the joints. The results reveal that the positioning of a harder material (AA2024-T3) as the upper plate induces higher peak temperatures in the friction stir clinched (500 °C) and friction stir spot welded (475 °C) joints. This positioning favors inter-material mingling, grain coarsening with inherent higher dislocation density and tangles, and improved tensile failure loads in the AA2024-T3/AA5754-O joint than the AA5754-O/AA2024-T3 joint. The formation of partial weld-center defect declines in the AA2024-T3/AA5754-O at low tool rotational speed due to the better local heat build-up and geometric-differential flow effect in comparison with the AA5754-O/AA2024-T3 counterparts. The positioning of harder Al alloy on the top of a soft Al alloy is thus recommended for the improvement of modified friction stir clinched joints.

With the desire to lighten the frame while keeping or increasing the strength, Advanced High-Strength Steels (AHSS) have been developed for use in the automotive industry. AHSS meet many vehicle functional requirements because of their excellent strength and acceptable ductility. But joining AHSS is a challenge, because weldability is lower than that of mild steels. Friction stir spot welding (FSSW) is a solid state joining process that can provide a solution to the weldability issues in AHSS, but FSSW has not been studied in great detail for this application. In this work, Si3N4 tools were used for FSSW experiments on DP 980 steel with 1.2mm thickness. Joint strength was measured by lap shear tension testing, while thermocouples were used for the temperature measurements. A finite element model was developed in order to predict material flow and temperatures associated with FSSW. Since a 3D model of the process is very time consuming, a novel 2D model was developed for this study. An updated Lagrangian scheme was employed to predict the flow of sheet material, subjected to the boundary conditions of the fixed backing plate and descending rotating tool. Heat generation by friction was computed by including the rotational velocity component from the tool in the thermal boundary conditions. Material flow was calculated from a velocity field while an isotropic, viscoplastic Norton-Hoff law was used to compute the material flow stress as a function of temperature, strain and strain rate. Shear stress at the tool/sheet interface was computed using the viscoplastic friction law. The model predicted welding temperatures to within 4% of the experiments. The welding loads were significantly over predicted. Comparison with a 3D model of FSSW showed that frictional heating and the proportion of total heat generated by friction were similar. The position of the joint interface was reasonably well predicted compared to experiment.

In this study tools consisting of a 5mm cylindrical pin and a 12mm shoulder held by a simple tool holder were used to compare the wear of 11 tooling materials. The objective was to determine if using these tools in a spot welding configuration to simulate friction stir welding could differentiate the potential performance of tooling materials. All tools were made of varying percentages of polycrystalline cubic boron nitride (PCBN), tungsten (W) and rhenium (Re). The materials are referred to herein as GV1, GV2, G1, G2, G3, G4, G5, G6, G7, G8 and G9.The tools were run to 205 welds if they did not fracture first. The grades averaged the following quantities of welds before fracture failure GV-1:0; GV-2:200; G1:82; G2:204; G3:205; G4:205; G5:96; G7:102.73; G8:21.2; G9:38.5. Of the tools that ran the full 205 welds without chipping, the average calculated volume loss, which was the best indication of wear, was as follows G2:1.83%; G3:2.53%; G4:2.41%; G5:1.93%; and G7:2.30%.The study showed that G2 had the least wear and G6 had the most wear, of those tools that completed all 205 spot welds. Fracture was the failure mode of all grades with over 70% CBN content. It was found that small CBN grain size was not correlated to better wear performance, as has been seen in a prior study.

With the desire to improve passenger safety and fuel efficiency, Ultra High Strength Steels (UHSS) have been developed for use in the automotive industry. UHSS are high strength steels with high ductility and strength. DP 980 is one of these UHSS being applied in automobile manufacturing. DP 980 is difficult to join with Resistance Spot Welding (RSW) because of the high carbon content and alloying in this material. The weld becomes brittle when it solidifies during the welding process. With the desire and motivation of widely using UHSS, new welding processes are needed to be developed in order to effectively join DP 980. Friction Stir Spot Welding (FSSW) is a developing welding process aimed to replace RSW in the automotive industry because of its ability to join materials at a lower temperature. Currently the welding loads of the tools are higher than 2000 pounds, ranging from 3,000 to 5,000 pounds, which exceeds the limit of the welding robots in the automotive factories. It is proposed that the welding loads can be reduced by increasing the spindle speed of the FSSW tool. Other focuses in the research include increasing the life of the tool and developing acceptable welding parameters for High Speed FSSW. The experimental work done for this thesis provided support that weld strength can be obtained at levels above the acceptable standard for DP 980 material (greater than 2400 pound lap shear fracture load for 1.2 mm material) while keeping the vertical load on the welding machine spindle below 2000 lbs.

Este trabalho teve como principal objetivo a determinação dos parâmetros de soldagem a ponto pelo processo de fricção-mistura (FSSW) em uma liga de alumínio AA2024-T3, pela comparação de resultados obtidos em ensaios de cisalhamento e arrancamento em tração e ensaios de fadiga em juntas sobrepostas. Juntas rebitadas da mesma liga também foram ensaiadas, nas mesmas condições, para comparação de propriedades mecânicas. Os principais parâmetros do processo FSSW são: velocidades de avanço e de rotação da ferramenta, profundidade de penetração e tempo de patamar. Foram explorados principalmente os parâmetros: profundidade de penetração e rotação da ferramenta. Os resultados dos ensaios de cisalhamento em tração possibilitaram a determinação da resistência ao cisalhamento das juntas soldadas a ponto, que apresentaram valores inferiores, mas próximos aos obtidos nas juntas rebitadas. Análises microestruturais e de microdureza foram realizadas para elucidar alguns resultados dos ensaios executados. Os ensaios de fadiga foram executados sob controle de carga, com razão de carga R=0,1, em corpos de prova confeccionados com os parâmetros que geraram os melhores resultados em ensaios de cisalhamento em tração. Para as juntas soldadas, uma técnica de monitoramento de defeitos (MCV monitoramento comparativo de vácuo), baseada na diferença de pressão de vácuo, foi utilizada apresentando bons resultados. Apesar de resultados similares em ensaios de cisalhamento em tração, as juntas soldadas apresentaram vida bastante inferior nos ensaios de vida à fadiga, quando comparadas com as juntas rebitadas. / The main aim of this work was the determination of the parameters governing the Friction Stir Spot Welding (FSSW) of a AA2024-T3 aluminum alloy, by the obtained results comparison in pull-out and shear tensile tests and fatigue tests in lap-joints. Riveted joints of the same alloy were also tested in the same conditions for mechanical properties comparison. The main FSSW process parameters were: plunge rate, dwell time, tool penetration and tool rotational speed. The tool penetration and the tool rotational speed parameters were focused. The shear tensile tests results allowed the lap-joint shear resistance determination, that was lower, but close, of those obtained with riveted lap-joints. Microstructure and micro-hardness analysis was carried out to elucidate some tests perfomed results. The fatigue tests was performed in load control, with load ratio R of 0,1, in a lap joint produced with the same parameters of the specimen which presented the best tensile results. For the welded joints, a monitoring defect technique (CVM comparative vacuum monitoring), difference vacuum pressure based, was used showing good results. Although similar results in shear tensile tests, the welded joints showed so lower life in the fatigue tests, when compared with riveted joints.

Refill Friction Stir Spot Welding (RFSSW) is a new solid-state joining technology, which is suitable for joining similar and dissimilar overlap sheets connections, particularly in aluminium and magnesium alloys. This welding method is expected to have wide applications in joining of body parts in the automotive industry. In the present study, RFSSW has been used to join 1.0 mm gauge sheets of two material combinations: similar AA6111-T4 automotive aluminium alloy joints and a dissimilar aluminium AA6111-T4 to magnesium AZ31-H24 alloy combinations. The performance of the joints was investigated in terms of the effect of the welding parameters (including tool rotation rate, sleeve plunge depth, and welding time etc.) to improve current understanding and allow optimisation of the process for short welding-cycles when joining similar and dissimilar light alloys. The results of the investigations on similar AA6111 welds showed the ability to use a wide window of process parameters that resulted in joints with a successfully refilled keyhole and flat weld surface, even when using a welding time as short as 0.5 s. The joints in the as-welded condition showed strengths as high as 4.2 kN, when using welding parameters of 1500 rpm, 1.0 mm with a range of welding times from 0.55 to 2.0 s. All joints showed a nugget pull-out failure mode when using a sleeve plunge depth of 0.8 mm or more, as a result of increasing the joint area. The strength of the joints further improved and reached peak loads of 5.15 and 6.43 kN after natural and artificial ageing, respectively, for welds produced using optimised welding parameters of a 2500 rpm tool rotation rate, a 1.5 s welding time and a 1.0 mm plunge. This improvement in strength resulted from the improvement in the local mechanical properties in the HAZ and other regions, which results from a minimal HAZ due to the rapid weld cycle and the re-precipitation of GPZs and clustering on natural ageing, or β on artificial ageing. A modification to the RFSSW process was developed in this project to solve the problems faced when dissimilar welding Mg to Al. This modified process involved adding a final brief pin plunge stage to consolidate refill defects and it was successful in producing nearly defect-free joints with improved mechanical properties, using a wide range of the process parameters. The average peak load of the joints increased with increasing tool rotation rate, to reach a maximum value at 2500 rpm due to eliminating the weld defects by increasing the material plasticity. However, increasing the tool rotation rate further to 2800 rpm led to a decrease in the average peak failure load due to eutectic melting at the weld interface. The optimum welding condition was thus found to be: 2500 rpm, 1.0 s, and 1.0 mm, which gave an average peak failure load of 2.4 kN and average fracture energy of 1.3 kN.mm. These values represent an improvement of about 10 % and 27 %, respectively, compared to welds produced with the conventional RFSSW process, and about 112 % and 78 % of the Mg-Mg similar joints produced using the same welding conditions. A FE model developed in this project was successful in increasing understanding of the behaviour of the RFSSW joints when subjected to lap tensile-shear loading. The stress and strain distribution in the modelled samples showed that the highest concentration occurring in the region of the confluence of the SZ with the two sheets. With increasing extension, these regions of highest stress and strain propagated to the outer surfaces of the two sheets and then annularly around the weld nugget. This annular ring of high strain concentration agreed well with the failure path and results in the full plug pull-out fracture mode shown by the experimentally tested samples. The predicted force-extension curves showed high agreement with the experimental results, especially when including the effect of the hook defect and correction of compliance in the experimental results.