Search Results (171)

The object of this study is welded joints of AISI 321 and Ti-6Al-4V, obtained by diffusion welding on developed conical surfaces. The problem of creating bimetallic joints of AISI 321 and Ti-6Al-4V with developed conical contact surfaces, using diffusion welding through an intermediate Electrolytic Tough Pitch Copper (Cu-ETP) copper layer, was solved. The joints were studied using micro-X-ray spectral analysis, microstructural analysis, and mechanical tests. High mutual diffusion of copper and titanium, along with increased concentrations of Cr and V in copper, was detected. The shear strength of the obtained welded joints is 250 MPa and 235 MPa at 30 min and 15 min, respectively, which is higher than the copper layer’s strength (180 MPa). The obtained results are explained by the dislocation diffusion mechanism in the volume of grains and beyond, due to thermal deformations during welding. Under operating conditions of internal pressure and cryogenic temperatures, the strength of the connection is ensured by the entire two-layer structure, and tightness is ensured by a vacuum-tight diffusion connection. The obtained strength of the connection (250 MPa) is sufficient under the specified operating conditions. Analysis of existing solutions in the literature review indicates that industrial application of technology for manufacturing bimetallic adapters from AISI 321 stainless steel and Ti-6Al-4V titanium alloy is limited to butt joints with small geometric dimensions. Studies of the transition zone structure and diffusion processes in bimetallic joints with developed conical contact surfaces enabled determination of factors affecting joint structure and diffusion coefficients. The obtained bimetallic adapters, made of Ti-6Al-4V titanium alloy and AISI 321 stainless steel, can be used to connect titanium high-pressure vessels with stainless steel pipelines. Full article

The future of the automotive industry appears to hinge on the integration of dissimilar materials, such as aluminum alloys and carbon steel. However, this combination can lead to galvanic corrosion, compromising the structural integrity. In this study, laser-welded joints of 6013-T4 aluminum alloy and DP980 steel were evaluated for their morphology, microhardness, and corrosion resistance. Corrosion resistance was assessed using the electrochemical noise technique over time in 0.1 M Na₂SO₄ and 3.5% NaCl solutions. The wavelet function was applied to remove the DC trend, and energy diagrams were generated to identify the type of corrosive process occurring on the electrodes. Corrosion on the electrodes was also monitored using photomicrographic images. Analysis revealed an aluminum–steel mixture in the melting zone, along with the presence of AlFe, AlFe₃, and AlI₃Fe₄ intermetallic compounds. The highest Vickers microhardness was observed in the heat-affected zone, adjacent to the melt zone, where a martensitic microstructure was identified. The 6013-T4 aluminum alloy demonstrated the highest corrosion resistance in both media. Conversely, the electrochemical noise resistance was similar for the DP980 steel and the weld bead, indicating that the laser welding process does not significantly impact this property. The energy diagrams showed that localized pitting corrosion was the predominant form of corrosion. However, generalized and mixed corrosion were also observed, which corroborated the macroscopic analysis of the electrodes. Full article

This study investigates the fracture toughness of adhesive joints between carbon fiber-reinforced polymer composites (CFRP) and boron-alloyed high-strength steel under Mode I and II loading, based on linear elastic fracture mechanics (LEFM). Two adhesive types were examined: the excess resin from the prepreg composite, forming a thin layer, and a toughened structural epoxy (Sika Power-533), designed for the automotive industry, forming a thick layer. Modified double cantilever beam (DCB) and end-notched flexure (ENF) specimens were used for testing. The results show that using Sika Power-533 increases the critical energy release rate by up to 30 times compared to the prepreg resin, highlighting the impact of adhesive layer thickness. Joints with the thick Sika adhesive performed similarly regardless of whether uncoated or Al–Si-coated steel was used, indicating the composite/Sika interface as the failure point. In contrast, the thin resin adhesive layer exhibited poor bonding with uncoated steel, which detached during sample preparation. This suggests that, for thin layers, the resin/steel interface is the weakest link. These findings underline the importance of adhesive selection and layer thickness for optimizing joint performance in composite–metal hybrid structures. Full article

Joining steel and Al alloys can fully utilize their advantages for both base metals (BMs) and optimize automobile structures. In this study, the laser welding–brazing technique was utilized to join DP780 steel and aluminum alloy 5754 (AA5754). The mechanical properties, microstructure, and fracture locations of steel–Al joints prepared using different laser spot positions were comparatively investigated. As the proportion of the laser spot on the steel BM increased from 50% to 90%, the tensile–shear strength of the steel–Al welded joint rose from 169 MPa to 241 MPa. Meanwhile, the fracture location of the joint shifted from the interface to the BM of the aluminum alloy. The change in the laser spot position could dramatically affect the interfacial microstructure and fracture mode of the steel–Al joint. When the proportion of the laser spot on the steel BM was relatively small (50%), the growth of intermetallic compounds (IMCs) was inhibited. The metallurgical bonding effect at the steel–Al interface was poor. In this case, the interfacial zone became the primary path for the crack propagation. Thus, interface failure became the dominant failure mode of the steel–Al joint. On the contrary, metallurgical bonding at the interface was remarkably improved as the proportion of the laser spot on the BM of the steel increased (to 90%). It was determined that the IMCs could effectively hinder the propagation of cracks along the interface. Eventually, the joint fractured in the Al alloy’s BM, resulting in a qualified steel–Al joint. Full article

This publication covers experimental investigations on the design resistance of arc-brazed fillet welds (CuAl7) on low-alloyed structural steel (S355) subject to predominantly static loading and regarding steel construction regulations (Eurocode). In current steel construction regulations, there is no standardized design approach for arc-brazed fillet welds available, so arc-brazed connections are rarely used despite the benefits they offer in several regards compared to conventionally welded connections. Therefore, a resistance model for arc-brazed fillet welds was calibrated based on tensile tests that were conducted on gas metal arc-brazed specimens with transverse and longitudinal fillet welds. Based on the statistical evaluation of the test results according to Annex D of EN 1990, a newly determined correlation factor β_b is proposed, which can be used for the static design of arc-brazed fillet welds made of CuAl7. This approach leads to a significantly higher calculated design resistance than previous non-standardized design approaches allowed. Also, it was found that the failure behavior of the fillet welds is critical for the design resistance of the joints and that there is a need for further investigations with regard to a targeted joint failure, which, analogous to welded fillet welds, should take place along the throat of the weld and not along the less resistant diffusion zone of the joint. Thus, the results underscore the potential for the use of arc-brazed connections in steel construction in regard to their load-bearing capacity, but also highlight the necessity of continued research regarding factors influencing their structural integrity. Full article

In this study, the dissimilar joining of aluminum to high-melting-point alloys, including steel, titanium, and copper, was successfully achieved through hot-dipping. By precisely controlling the dipping temperature at 670 °C and maintaining a dipping time of 5 s, uniform aluminum layers with a thickness of 3–4 mm were successfully formed on the surfaces of high-melting-point alloys. This process enabled effective dissimilar metal joining between Al/steel, Al/Ti, and Al/Cu. Metallurgical bonding at the joining interfaces was achieved through the formation of uniform intermetallic compounds, specifically Fe₄Al₁₃, TiAl₃, Al₂Cu, and Al₃Cu₄, respectively. The different joints exhibited varying mechanical properties: the Al/Cu joint demonstrated the highest shear strength at 79.1 MPa, while the Fe₄Al₁₃-containing joint exhibited the highest hardness, reaching 604.4 HV. Numerical simulations revealed that an obvious decrease in interfacial temperature triggered the solidification and growth of the aluminum layer. Additionally, the specific heat and thermal conductivity of the high-melting-point alloys were found to significantly influence the thickness of the aluminum layer. The hot-dip joining technology is well suited for dissimilar metal bonding involving large contact areas and significant differences in melting points. Full article

The automotive and aerospace industries increasingly rely on lightweight, high-strength materials to improve fuel efficiency, making the joining of dissimilar metals such as aluminum and steel both beneficial and essential. However, a major challenge in these joints is the formation of brittle intermetallic compounds (IMCs) at the interface, even when using low heat-input solid-state welding methods like friction stir welding (FSW). Furthermore, IMC growth at elevated temperatures significantly limits the service life of these joints. In this study, an intermediate layer of stainless steel was deposited on the steel surface prior to FSW with aluminum. The resulting Al–Steel joints were subjected to heat treatment at 400 °C and 550 °C to investigate IMC growth and its impact on mechanical strength, with results compared to conventional joints without the intermediate layer. The intermediate layer significantly suppressed IMC formation, leading to a smaller reduction in mechanical strength after heat treatment. Joints with the intermediate layer achieved their highest strength (350 MPa) after heat treatment at 400 °C, while conventional joints exhibited their highest strength (225 MPa) in the as-welded condition. At 550 °C, both joint types experienced a decline in strength; however, the joint with the intermediate layer retained a strength of 100 MPa, whereas the conventional joint lost its strength entirely. This study provides an in-depth analysis of the role of IMC growth in joint strength and demonstrates how the intermediate layer enhances the thermal durability and mechanical performance of Al–Steel joints, offering valuable insights for their application in high-temperature environments. Full article

Metal inert gas (MIG) brazing was used to join galvanized thin sheets with thicknesses in the range of 0.8 to 2 mm in a lap joint configuration using CuAl₈ wire as filler. The process was used to manufacture built-up cold-formed steel beams composed of corrugated steel webs and flanges made from thin-walled cold-formed steel lipped channel profiles. The effect of heat input and sheet thickness on joint properties, such as macro- and microstructure, wettability, and mechanical characteristics such as microhardness and tensile strength were investigated. The bead geometry was assessed by studying the wettability of the filler material. The microstructure was investigated by digital and scanning electron microscopy, and the composition in the heat-affected zone (HAZ), interface, and bead was determined by energy dispersive spectroscopy. Formation of Fe–Al intermetallics was observed in the bead at the bead–base material interface. Some pores were noticed that formed due to the evaporation of the zinc coating. The bead shape and mechanical properties were found to be the best when 1.2 and 2 mm sheets were brazed using a heat input of 121.4 J/mm. This suggests that not only the heat input but also the thickness of the sheet metal play a crucial role in the production of MIG brazed joints. Full article

This study presents a simple and innovative design to join a 2 mm thick steel sheet to a 5 mm thick aluminium sheet in a butt configuration. Thickness differences were addressed using support plates, while an aluminium run-on plate was employed to prevent the FSW tool from plunging into the steel. The process produced a unique S-shaped Al/St interface, the formation mechanism of which is analysed in this study. Scanning electron microscopy (SEM) observations revealed a gradient in the thickness of intermetallic compounds (IMCs) along the joint interface, decreasing from the top to the bottom. This S-shaped interface led to a 150% increase in the ultimate tensile strength (UTS) of the joint. The mechanism underlying this enhancement, attributed to the curved geometry of the interface and its alignment with the loading direction, is discussed in detail. These findings highlight the potential of this approach for improving the performance of dissimilar material joints in lightweight structural applications. Full article

Laser welding–brazing experiments with 6061 aluminum alloy and Q235 steel were conducted using AlSi12 and ZnAl22 as filler metals. The macroscopic morphologies and microstructures of welding–brazing joints were analyzed by optical microscopy (OM) and scanning electron microscopy (SEM). The effects of Si and Zn elements in filler wires on the macroscopic morphologies, interfacial microstructures, tensile properties, and corrosion resistances of joints were studied. The results show that the wettability of ZnAl22-filler wire was better than that of AlSi12-filler wire. The fusion zone of the joint welded with AlSi12-filler wire consisted of α–Al solid solution and Al–Si eutectic mixture, while the interfacial reaction zone was composed of η-Fe₂(Al, Si)₅ and τ₅-Fe_1.8Al_7.2Si. The fusion zone of the joint formed using AlZn22-filler wire consisted of α–Al solid solution, η-Zn solid solution, and ZnAl eutectic structure. The joint welded with AlSi12-filler wire showed better tensile strength and corrosion resistance compared to that welded with ZnAl22-filler wire. Full article

This study developed a metallurgical and mechanical hybrid resistance element welding (REW) method to fabricate lightweight Al/steel joints between 2.0 mm 6061 aluminum alloy and 1.2 mm DP780 steel, addressing critical challenges of interfacial intermetallic compounds (IMC layer thickness: 4.6–8.3 μm) in dissimilar metal welding. In addition, the scanning electron microscope (SEM), electron backscatter diffraction (EBSD), and electron probe microanalysis (EPMA) were used to observe the microstructure characteristics and element distribution. The lath martensite and solidification microstructure were observed in the steel-nugget zone and Al-nugget zone, respectively. Furthermore, the microhardness distribution, volume fraction of the α phase, tensile–shear load, and failure mode of REWed joint were studied. Process optimization demonstrated welding current’s pivotal role in joint performance, achieving a maximum tensile–shear load of 6914.1 N under 10 kA conditions with a button pull-out failure (BPF) mechanism. Full article

Friction surfacing (FS) is increasingly recognized as an advanced technique for coating similar and dissimilar materials, enabling superior joint quality through plastic deformation and grain refinement. This study investigates the deposition of AA6082-T651 alloy on a medium-carbon steel EN14B substrate using FS, with process parameters optimized, and the effect of axial load, rotational speed, and traverse speed on coating integrity. The optimal sample was subjected to heat treatment (HT) at 550 °C for 24, 36, and 48 h to further enhance mechanical properties. Comprehensive microstructural and mechanical analyses were performed on both heat-treated and non-heat-treated samples using optical microscopy (OM), field emission scanning electron microscopy (FESEM) with energy-dispersive X-ray spectroscopy (EDS), X-ray diffraction (XRD), microhardness testing, and micro-tensile techniques. The optimized sample was processed with a 6 kN axial load, a rotational speed of 2700 rpm, and a traverse speed of 400 mm/min, and demonstrated superior bond quality and enhanced mechanical properties. The highest interfacial hardness values, 138 HV0.1 were achieved for the sample annealed for 48 h, under an axial load of 6 kN. Annealing for 48 h significantly improved atomic bonding at the aluminum–steel interface, confirmed by the formation of Fe₃Al intermetallic compounds detected via FESEM-EDS and XRD. These compounds were the primary reason for the enhancement in the mechanical properties of the FS deposit. Furthermore, the interrelationship between process and thermal parameters revealed that a peak temperature of 422 °C, heat input of 1.1 kJ/mm, and an axial load of 6 kN are critical for achieving optimal mechanical interlocking and superior coating quality. The findings highlight that optimized FS parameters and post-heat treatment are critical in achieving high-quality, durable coatings, with improved interfacial bonding and hardness, making the process suitable for structural applications. Full article

Facing the global energy crisis and increasingly stringent environmental protection regulations, automotive lightweighting has become a core issue for the sustainable development of the automotive industry. In particular, the qualified combination of steel and aluminum alloy has become a promising development direction to achieve the aim of lightweight design. As an innovative solid-phase welding technique, magnetic pulse welding (MPW) exhibits unique advantages in joining these dissimilar metals. The 6061 Al alloy and 20# steel tubes were joined by the MPW technique in this study. The microstructure and interface morphology of the MPW steel/Al tube were characterized using optical microscopy (OM), scanning electron microscopy (SEM), and an electro-probe microanalyzer (EPMA). The microstructure in the region adjacent to the interface was similar to that of the base metals (BMs). The element transition zone could be observed at the interface. The thickness of the transition layer was approximately 6 μm. The transition layer did not possess high hardness and brittleness like the Fe–Al binary IMC layer. Therefore, the interface bonding quality and long-term stability of the MPW steel/Al joint were relatively good. The welded joint interface could be divided into three zones: the bonded zone in the center and unbonded zones on both sides. In particular, an obvious wavy interface with gradually increased amplitude was detected in the bonded zone. The interaction between the reflected wave and the welding collision point could promote the initiation of the wavy interface. In addition, the formation of the wavy interface depended on the impact velocity and angle of the MPW process. The qualified mechanical properties of the joint could be attributed to the formation of the wavy interface. The microhardness at the interface was higher than that on both sides, owing to work hardening, at approximately 226 HV. Full article

(FeCoNi)₉₆A_l4 high-entropy alloy (HEA) is a new material with a strength similar to that of commercial Q235 structural steel, and its elongation is nearly three times greater than that of Q235 steel. Studying the welding process of the (FeCoNi)₉₆Al₄ HEA and Q235 steel is expected to further expand the application range of commercial Q235 structural steel and provide a foundation for the engineering application of the (FeCoNi)₉₆Al₄ HEA. This study focuses on the dissimilar welded components of (FeCoNi)₉₆Al₄ HEA and Q235 steel and analyzes the forming quality, microstructure, and mechanical properties of dissimilar welded samples under different currents. The results show that when the welding current is above 170 A, the 3 mm sheet metal is completely penetrated, and a well-formed weld seam is obtained. The base metal of the (FeCoNi)₉₆Al₄ HEA has an FCC structure, whereas the fusion zone of the weld seam is almost entirely a BCC structure. The microstructure of the weld seam exhibits needle-like and block-like grains that are different from those of the base metal. Owing to the difference in microstructure between the weld seam and the base metal, the average microhardness of the welded joint is twice that of the base metal. The strength of the dissimilar welded components reached 460 MPa, maintaining the tensile strength of the (FeCoNi)₉₆Al₄ HEA, which is similar to that of the Q235 structural steel. The elongation reached over 30%, which was significantly greater than that of the Q235 structural steel. Full article

To achieve carbon neutrality, a reduction in car body weight is essential. Multi-material structures that use lightweight materials such as carbon fiber-reinforced polymers (CFRP) and aluminum (Al) alloy are used to replace parts of steel components. This multi-material method requires specific joining techniques for bonding dissimilar materials. Friction stir spot welding (FSSW) is one of the joining techniques used for joining dissimilar materials, enabling rapid and strong joints. FSSW for bonding A5052 Al alloy and carbon fiber-reinforced thermosetting resin (CFRTS) utilizing composite laminates with integrally molded thermoplastic resin in the outermost layer has been developed. However, joints using this method cause pyrolysis due to excessive frictional heating at the tool’s bottom, which may affect joint strength and promote corrosion in Al alloy. Therefore, this study developed new tools, a concave-shaped tool without a probe, a concave-shaped tool with a probe and a conventional FSSW tool, and investigated the influence of heat distribution and joint strength using the three new tools. The newly developed concave-shaped tool with a probe suppressed 7% of maximum heat input, decreased the pyrolysis area of epoxy resin by 47%, and increased joint strength by 4%. Finite element analysis also showed the suppression of heat input through the newly developed concave-shaped tool with a probe, achieved by reducing the contact area between the tool and Al alloy. Full article