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Presently, the materials used in light combat aircraft structures are aluminium alloys and composites. These structures are joined together through riveted joints. The weight of these rivets for the entire aircraft is nearly one ton. In addition to weight, the riveted connection requires a lot of tools, equipments, fixtures and manpower, which makes it an expensive and time-consuming process. Moreover, Al alloy is also welded using tungsten inert gas (TIG) welding process by proper control of process parameters. This process has limitations such as porosity, alloy segregation and hot cracking. To overcome the above limitations, an alternative technology is required. One such technology is friction stir welding (FSW), which can be successfully applied for welding of aluminium alloy in LCA structures. Therefore, this paper aims to compare the load carrying capabilities of FSW joints with TIG welded and riveted joints.

FSW joints and TIG welded joints were fabricated using optimized process parameters, followed by riveted joints using standard shop floor practice in the butt and lap joint configurations.

The load-carrying capabilities of FSW joints are superior than those of other joints. FSW joints exhibited 75 per cent higher load-carrying capability compared to the riveted joints and TIG-welded joints.

From this investigation, it is inferred that the FSW joint is suitable for the replacement of riveted joints in LCA and TIG-welded joints.

Friction stir butt joints exhibited 75 per cent higher load-carrying capability than riveted butt joints. Friction stir welded lap joints showed 70 per cent higher load-carrying capability than the riveted lap joints. Friction stir butt joints yielded 41 per cent higher breaking load capabilities than the TIG-welded butt joints. Moreover, Friction stir lap weld joints have 57 per cent more load-carrying capabilities than the TIG-welded lap joints.

Friction stir welding lap joints of aluminum alloy AA6082-T6 were joined using two distinct configurations. The purpose of this paper is to study the effect of the welding line direction on the fatigue life of the specimens. For that purpose, specimens with the welding line parallel to the loading direction and with the welding line perpendicular to the loading direction were designed and manufactured. Fatigue tests were performed under constant amplitude load and stress ratio of R=0.1. As shown in previous studies, the hook defect plays a decisive role in the mechanical behavior of the joint, in particular when submitted to fatigue. The specimen geometry with the welding line parallel to the loading direction showed a superior fatigue behavior: for a given number of cycles to rupture, the level of stress is approximately twice as high as for the perpendicular configuration.

Two finite element models were created in order to study the behavior of the welded zone and, in particular, to compare influence of the hook defect in both configurations.

The specimen geometry with the welding line parallel to the loading direction showed a superior fatigue behavior: for a given number of cycles to rupture, the level of stress is approximately twice as high as for the perpendicular configuration.

The main objective of this work is to study the effect of the welding line direction on the fatigue life of the specimens. For that purpose, specimens with the welding line parallel to the loading direction and with the welding line perpendicular to the loading direction were designed and manufactured. Fatigue tests were performed under constant amplitude load and stress ratio of R=0.1. As shown in previous studies, the hook defect plays a decisive role in the mechanical behavior of the joint, in particular when submitted to fatigue.

The purpose of this paper is to examine the effects of the welding deformation and surface roughness in cold pressure welding on the tensile strength and the fatigue strength of joined sheets. Additionally, the paper seeks to analyse the hardness variations and microstructures at the welding interface.

Cold pressure welding is a method of joining similar or dissimilar ductile metals. It can be applied by bringing into close contact the surfaces of virgin metal specimens that appear due to the breakdown of the surface layers caused by bulk plastic deformation. Cold pressure welding is applied to test parts without too long a delay after the preparation of surfaces. The application of welding in 10 min affects importantly the weld strength. As this time is increased, the weld strength of the joints is decreased. The determination of deformation amount is found by determination of the reduction (R) at the total thickness of the two parts after the welding process.

The weld strength increases as the surface roughness and weld deformation of the joined sheets increase. The length of bond zones increases with increasing deformation. Therefore, the weld strength of parts depends on the length of bond zones. Then, there is an effect of surface roughness on the welding strength. Joined sheets show resistance to little fluctuating tensile stress. It is observed that the parts rupture from the welding‐interface hardness values are about the same at interfaces of sheets having different surface roughness and equal deformation (60 per cent). But, if it is considered that hardness of aluminium material purchased is about 53 HV, it can be said that the hardness increases in joined parts because of local hardening during deformation in cold pressure welding method as lap welding. Bond formation at interfaces of joined sheets having R_a=5 μm surface roughness and deformation ratio 60 per cent is shown to be successful in the microstructure photo.

Surface roughness and deformation values can be increased in further studies.

The paper offers insight into the effects of surface roughness on weldability.

The purpose of this paper is to present a novel assembly spring-back model which takes surface contact conditions between sheet metal parts into consideration so that the assembly dimensions and variations can be more precisely predicted than existing assembly simulation models.

Because an assembly process is composed of four essential steps, i.e. locating, clamping, joining and tool releasing, the mechanistic models associated with these steps are developed in the paper. In particular, the surface contact between the weld flanges (in folding joint configuration) and the overlapping surfaces (in lap joint configurations) is included in the models. Sensitivity models are developed.

Two cases studies are presented, i.e. the cantilever beams assembly and the Z-plates assembly. More precise prediction results are shown.

The model developed in this paper is based upon analytical elastic beam theories. Therefore, the results and case studies are limited only to workpieces that can be approximately represented by beam geometries. However, the methods can be broadened to generic workpiece geometries by using finite element methods; thus, the developed method is highly valuable to a broad range of applications such as automotive body assembly and aerospace industries.

The novelty of this research lies in its inclusion of surface contact conditions in an assembly simulation model by using analytical beam mechanistic models to achieve more accurate assembly variation predictions.

Aluminium alloys can be used as lightweight and high-strength materials in combination with the technology of laser beam welding, an efficient joining method, in the manufacturing of automotive parts. The purposes of this paper are to conduct laser welding experiments with Al2024 in the lap joint configuration, model the laser welding process parameters of Al2024 alloys and use propounded models to optimize the process parameters.

Laser welding of Al2024 alloy has been conducted in the lap joint configuration. Then, the influences of explanatory variables (laser peak power, scanning speed and frequency) on outcome variables (weld width [WW], throat length [TL] and breaking load [BL]) have been investigated with Poisson regression analysis of the data set derived from experimentation. Thereafter, a multi-objective genetic algorithm (MOGA) has been used using MATLAB to find the optimum solutions. The effects of various input process parameters on the responses have also been analysed using response surface plots.

The promulgated statistical models, derived with Poisson regression analysis, are evinced to be well-fit ones using the analysis of deviance approach. Pareto fronts have been used to demonstrate the optimization results, and the maximized load-bearing capacity is computed to be 1,263 N, whereas the compromised WW and TL are 714 µm and 760 µm, respectively.

This work of conducting laser welding of lap joint of Al2024 alloy incorporating the Taguchi method and optimizing the input process parameters with the promulgated statistical models proffers a neoteric perspective that can be useful to the manufacturing industry.

This paper aims to experimentally determine the influence of the tool shoulder depth value on the structural and strength properties of the single lap joints made of 7075-T6 aluminium alloy made with friction stir welding (FSW) technology. The aim of the preliminary tests is to optimize the parameters of joining process of thin-walled structures such as the skin-stringer joint or skin-frame joint of the aircraft fuselage. The tests were carried out for materials commonly used in such structures, i.e. 1.6 mm thick sheet 7075–T6 aluminium alloy with cladding on both sides (cladding thickness 4% per each side). The layer of clad protects plates from corrosion.

This study shows the results of the investigation for the joining of 7075–T6 ALCLAD aluminium alloy sheets. The welding process was carried out on a computer numerical control milling machine SOLARUCE TA–20A. Linear FSW welding was performed using a commercial tool from RSS SCHILLING with the symbol 10–K–4–Z–M–O, which is fabricated of hot work tool steel. Constant parameters of the technological process were applied. The welding process was executed for different values of the shoulder depth ZS.

This paper investigated the dependence between the thinning of the welded material and the depth value of the tool shoulder during the FSW process. The influence of the depth value of tool shoulder on joint strength in the static tensile/shear test was also performed. With the increase of the depth of the tool, the size of flash and structures of the face of the joint changes as well (its annular surface resulting from the tool’s work and the accompanying process of material flow on the run-off side). Such conditions in the process require a proper tool depression to reduce the occurrence of flash and minimize material thinning to achieve high joint strength and maintain the conditions for plasticizing the material.

Based on the experimental tests carried out, a number of guidelines for the correct conduct of the welding process can be outlined.

Taking into account the various aspects of the process, the optimal range of the tool depth into the material is a value of approximately 0.06 mm. At this value, the face of the weld is not porous; the flash is easily removed; and the strength of the joint and the deformation of contact line are at an acceptable quality level.

THE possibility of explosive cladding was first recognised in 1957, when it was noted in explosive forming that if a metal die was employed and an excessive charge was used then the metal sheet which was being formed became welded to the die. Since that time numerous papers have been published, for instance Davenport and Duvall (Ref. 1), Pearson (Ref. 2), Holtzman and Ruderhausen (Ref. 3), Boes (Ref. 4), and Bahrani and Crossland (Ref. 5) to mention but a few. All the early work was devoted to the application of cladding, and it is only during the last two or three years that the applicability of the process to tube welding, lap welding, welding of tees has been mentioned. At the present time the main potential fields of application are to the cladding of dissimilar metals over large areas and the welding of tubes to tube plates.

The traditional vision system cannot automatically adjust the feature point extraction method according to the type of welding seam. In addition, the robot cannot self-correct the laying position error or machining error. To solve this problem, this paper aims to propose a hierarchical visual model to achieve automatic arc welding guidance.

The hierarchical visual model proposed in this paper is divided into two layers: welding seam classification layer and feature point extraction layer. In the welding seam classification layer, the SegNet network model is trained to identify the welding seam type, and the prediction mask is obtained to segment the corresponding point clouds. In the feature point extraction layer, the scanning path is determined by the point cloud obtained from the upper layer to correct laying position error. The feature points extraction method is automatically determined to correct machining error based on the type of welding seam. Furthermore, the corresponding specific method to extract the feature points for each type of welding seam is proposed. The proposed visual model is experimentally validated, and the feature points extraction results as well as seam tracking error are finally analyzed.

The experimental results show that the algorithm can well accomplish welding seam classification, feature points extraction and seam tracking with high precision. The prediction mask accuracy is above 90% for three types of welding seam. The proposed feature points extraction method for each type of welding seam can achieve sub-pixel feature extraction. For the three types of welding seam, the maximum seam tracking error is 0.33–0.41 mm, and the average seam tracking error is 0.11–0.22 mm.

The main innovation of this paper is that a hierarchical visual model for robotic arc welding is proposed, which is suitable for various types of welding seam. The proposed visual model well achieves welding seam classification, feature point extraction and error correction, which improves the automation level of robot welding.

Recently, several studies have been performed on lap welding of aluminum and copper using friction stir welding (FSW). The formation of intermetallic compounds at the weld interface hampers the weld quality. The use of an intermediate layer of a compatible material during welding reduces the formation of intermetallic compounds. The purpose of this paper is to optimize the FSW process parameters for AA6063-ETP copper weld, using a compatible zinc intermediate filler metal.

In the present study, a three-level, three-factor central composite design (CCD) has been used to determine the effect of various process parameters, namely, tool rotational speed, tool traverse speed and thickness of inter-filler zinc foil on ultimate tensile strength of the weld. A total of 60 experimental data were fitted in the CCD. The experiments were performed with tool rotational speeds of 1,000, 1,200 and 1,400 rpm each of them with tool traverse speeds of 5, 10 and 15 mm/min. A zinc inter-filler foil of 0.2 and 0.4 mm was also used. The macrograph of the weld surface under different process parameters and the tensile strength of the weld have been investigated.

The feasibility of joining 3 mm thick AA6063-ETP copper using zinc inter-filler is established. The regression analysis showed a good fit of the experimental data to the second-order polynomial model with a coefficient of determination (R²) value of 0.9759 and model F-value of 240.33. A good agreement between the prediction model and experimental findings validates the reliability of the developed model. The tool rotational speed, tool traverse speed and thickness of inter-filler zinc foil significantly affected the tensile strength of the weld. The optimal conditions found for the weld were, rotational speed of 1,212.83 rpm and traverse speed of 9.63 mm/min and zinc foil thickness is 0.157 mm; by using optimized values, ultimate tensile strength of 122.87 MPa was achieved, from the desirability function.

Aluminium and copper sheets could be joined feasibly using a zinc inter-filler. The maximum tensile strength of joints formed by inter-filler (122.87 MPa) was significantly better as compared to those without using inter-filler (83.78 MPa). The optimum process parameters to achieve maximum tensile strength were found by CCD.

THE first electron beam welder to be used in British airline maintenance is being installed at the Glamorgan plant of BOAC Engine Overhaul Ltd. The electron beam joins components without the distortion usual with conventional welding so it will be particularly appropriate applied in the re‐acrofoiling of jet engine stator blades. To accommodate a blade and its necessary fixtures, the suppliers, Hawker Siddeley Dynamics Engineering Ltd, have custom built the work chamber of the Dynaweld 6000, ensuring a complete welding cycle of only a few seconds.