Microstructural, Mechanical and Corrosion Investigations of Ship Steel-Aluminum Bimetal Composites Produced by Explosive Welding
Abstract
:1. Introduction
2. Experimental Procedure
3. Results and Discussions
3.1. Metallographic Examination
3.2. SEM and EDS Analysis
3.3. Tensile-Shear Test Results
3.4. Charpy Impact Toughness Results
3.5. Bending Test Results
3.6. Twisting Test Results
3.7. Microhardness Results
3.8. Neutral Salt Spray Test Results
4. Conclusions
- In the ship steel-aluminum bimetal composite samples, waving in the interface increased at increasing explosive ratios and in parallel with this, the wavelength and amplitude increased. In addition, the grains close to the bonding interface extended parallel to the explosion direction as a result of the sudden cold plastic deformation that occurred due to the pressure applied during the explosive welding. This effect gradually disappeared at distances moving further away from the interface.
- The SEM and EDS investigations on the ship steel-aluminum bimetal composite joining interface revealed that a flat interface was obtained at a low explosive ratio and no intermetallic formation was observed, but as the explosive ratio increased, a wavy structure was formed by mechanical interlocking at the interface and some intermetallic compounds (FeAl3 + αAl and α2) were formed.
- As a result of tensile-shear tests applied to the ship steel-aluminum bimetal composite samples, tensile-shear strength increased at increasing explosive ratios. In addition, no separation was present in the bonding interface of the composite samples. The SEM images of the fracture surfaces revealed ductile fractures having a matte and fibrous appearance.
- As a result of the notch impact test performed at room temperature, the impact toughness decreased due to increased deformation hardening at increasing explosive ratios. Additionally, cracking occurred in the ship steel (base plate) side of the ship steel-aluminum bimetal composites, and although bending was seen in the aluminum (cladding plate) side, no separation was present.
- The two-way bending tests performed by bending samples 180° revealed no visible cracks, fractures, or separation in the bonding interface of the bimetal composite samples that were produced at different explosive ratios.
- After the 360° twisting test was applied to the bimetal composite samples, no faults were seen in the bonding interface of any of the composites.
- The hardness test showed that the highest hardness value was measured at the bonding interface, followed by the outer surface of the plates (ship steel and aluminum) and the thick central areas of the plates. Moreover, the hardness values that were measured for the bimetal composite samples increased at increasing explosive ratios.
- As a result of salt spray tests, the aluminum cladded to the ship steel surface exhibited greater corrosion resistance when compared to that of the ship steel.
- In the microstructure studies applied to the ship steel-aluminum bimetal composite specimens, no unbonded areas were seen at the joining interface. After mechanical tests, no separation was observed at the joining interface, and after corrosion tests, no corrosion was found on the aluminum side of the joining. It can be stated that the R = 2 explosive ratio is the best choice for reducing deformation at the joining interface in the production of ship steel-aluminum bimetal composites.
Funding
Acknowledgments
Conflicts of Interest
References
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Elements % Weight | C | Mn | Si | Al | Cu | Cr | Mg | Fe |
---|---|---|---|---|---|---|---|---|
Ship Steel | 0.149 | 0.7 | 0.166 | 0.028 | 0.049 | 0.022 | - | Balance |
Aluminum | - | 0.07 | 0.61 | Balance | 0.25 | 0.097 | 0.92 | 0.20 |
Explosive Type | Explosive Density (g/cm3) | Explosive Speed (ms−1) | Stand-off Distance, s (mm) | Flyer Plate Weight (g) | Explosive Ratio (R) | Explosive Amount (g) |
---|---|---|---|---|---|---|
Elbar-5 | 0.8 | 3000–3200 | 2 | 200 ± 5 | 2 | 400 |
2.5 | 500 | |||||
3 | 600 | |||||
3.5 | 700 |
Tensile-Shear Strength (MPa) | ||||
---|---|---|---|---|
R = 2 | R = 2.5 | R = 3 | R = 3.5 | Ruptured Material |
28.5 ± 1 | 29.4 ± 1 | 31.5 ± 1 | 32.1 ± 1 | Aluminium |
Charpy Impact Test (Joule) | ||||
---|---|---|---|---|
Ship steel/aluminum | R = 2 | R = 2.5 | R = 3 | R = 3.5 |
36.5 ± 1 | 35 ± 1 | 33.5 ± 1 | 33 ± 1 |
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Kaya, Y. Microstructural, Mechanical and Corrosion Investigations of Ship Steel-Aluminum Bimetal Composites Produced by Explosive Welding. Metals 2018, 8, 544. https://doi.org/10.3390/met8070544
Kaya Y. Microstructural, Mechanical and Corrosion Investigations of Ship Steel-Aluminum Bimetal Composites Produced by Explosive Welding. Metals. 2018; 8(7):544. https://doi.org/10.3390/met8070544
Chicago/Turabian StyleKaya, Yakup. 2018. "Microstructural, Mechanical and Corrosion Investigations of Ship Steel-Aluminum Bimetal Composites Produced by Explosive Welding" Metals 8, no. 7: 544. https://doi.org/10.3390/met8070544