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Refill Friction Stir Spot Welding (RFSSW) has demonstrated capability in joining thin sheets of aluminum with dissimilar thickness, alloy, and composition. The process remains to be implemented on a wide scale in the automotive and aerospace industries, partially due to the relatively short number of welds producible by a toolset, prior to needing cleaning. In the following work, an investigation was conducted to better understand this limitation. First, the effective tool life of a steel toolset was quantified. Experiments showed that less than 60 consecutive welds could be made before the toolset seized and required cleaning. To better understand the conditions contributing so such a short tool life, thermocouples were used in subsequent experiments, to measure the temperatures achieved at various locations in the weld. Peak weld temperature increased with longer cycle times and decreased with shorter cycle times. During the experiments, it was noted that weld temperatures in excess of 500 °C were observed at weld center. At these high temperatures, the authors anticipate that intermetallic compounds (IMCs) are able to grow on tool surfaces. A rough, existing model of IMC growth in an Fe-Al system predicted IMC growth on the same order of magnitude of the tool clearances, supporting the anticipation that IMC growth is a factor in the observed, short tool life between cleanings. Following this analysis, future evaluation of less re-active tool materials is recommended.

Reports in the literature indicate that temperature control in Friction Stir Welding (FSW) enables better weld properties and easier weld process development. However, although methods of temperature control have existed for almost two decades, industry adoption remains limited. This work examines single-loop Proportional-Integral-Derivative (PID) control on spindle speed as a comparatively simple and cost-effective method of adding temperature control to existing FSW machines. Implementation of PID-based temperature control compared to uncontrolled FSW in AA6111 at linear weld speeds of 1–2 m per minute showed improved mechanical properties and greater consistency in properties along the length of the weld under temperature control. Additionally, results indicate that a minimum spindle rpm may exist, above which tensile specimens do not fracture within the weld centerline, regardless of temperature. This work demonstrates that a straightforward, PID-based implementation of temperature control at high weld rates can produce high quality welds.

Friction stir welding (FSW) is an advantageous solid-state joining process, suitable for many hard to weld materials in the energy, aerospace, naval, and automotive industries. Precipitation strengthened alloys, specifically 2XXX and 7XXX series aluminum alloys, are often joined by FSW to protect the strength of the materials and to avoid cracking. To maximize the strength of FSW joints in these precipitation hardened alloys, the thermal input affect must be better understood. The authors hypothesised that controlling the welding temperature under the dissolution temperature would result in stronger joints. To test the main hypothesis single alloy friction stir “butt” welds were produced, from aluminum 2024-T351 and 7075-T651 alloys, and tensile tested. Spindle speed proportional–integral–derivative (PID) temperature control was implemented to achieve sub-dissolution welding temperatures. This preliminary study will supply additional research to better understand the resulting microstructure, weld properties of sub-dissolution FSW. In addition, a numerical simulation to represent the temperature distribution will be built. Then optimized FSW temperatures could be predicted and tested in these alloys.

With more than a decade of research and development documenting both the benefits and the challenges of refill friction stir spot welding (RFSSW), we see remarkedly few industrial applications that have moved to full implementation. Two major challenges have been recognized that are currently impeding further adoption; namely, cycle time and tool life. While these two challenges are not mutually exclusive, the focus of the current work will be to contest reported trends that claim reducing cycle time below 2 s has a deleterious effect on weld properties. Recently published work challenged this trend for RFSSW of a work-hardenable AA5052-H36, where weld times were reported as low as 800 ms (Larsen and Hovanski in Reducing cycle times of refill friction stir spot welding in automotive aluminum alloys, SAE International, 2020). While this study demonstrated that machine capabilities drive reduction in weld cycle time without a commensurate reduction in weld properties, the focus was on demonstrating these changes for a work-hardenable alloy rather than a precipitation-hardened alloy. As such, the current work will demonstrate that a similar reduction in cycle time may be realized in AA7075-T6.

Under tensile shear loading, fracture modes of dissimilar lap welds produced by friction stir scribe technology were studied. Three fracture modes were observed. For zone A fracture, the initial cr...

Considerable progress has been achieved in friction stir welding (FSW) of steels in every aspect of tool fabrication, microstructure control and properties evaluation in the past two decades. With the development of reliable welding tools and precise control systems, FSW of steels has reached a new level of technical maturity. High-quality, long welds can be produced in many engineering steels. Compared to traditional fusion welding, FSW exhibits unique advantages producing joints with better properties. As a result of active control of the welding temperature and/or cooling rate, FSW has the capability of fabricating steel joints with excellent toughness and strength. For example, unfavorable phase transformations that usually occur during traditional welding can be avoided and favorable phase fractions in advanced steels can be maintained in the weld zone thus avoiding the typical property degradations associated with fusion welding. If phase transformations do occur during FSW of thick steels, optimization of microstructure and properties can be attained by controlling the heat input and post-weld cooling rate.

Friction stir welding (FSW) is a cost-effective and high-quality joining process for aluminum alloys (especially heat-treatable alloys) that is historically operated at lower joining speeds (up to hundreds of millimeters per minute). In this study, we present a microstructural analysis of friction stir welded AA7075-T6 blanks with high welding speeds up to 3 M/min. Textures, microstructures, mechanical properties, and weld quality are analyzed using TEM, EBSD, metallographic imaging, and Vickers hardness. The higher welding speed results in narrower, stronger heat-affected zones (HAZs) and also higher hardness in the nugget zones. The material flow direction in the nugget zone is found to be leaning towards the welding direction as the welding speed increases. Results are coupled with welding parameters and thermal history to aid in the understanding of the complex material flow and texture gradients within the welds in an effort to optimize welding parameters for high-speed processing.

Friction stir scribe technology, a derivative of friction stir welding, was applied for the dissimilar lap welding of an aluminium alloy and galvanised mild steel sheets. During the process, the ro...

One challenge in adapting welding processes to dissimilar material joining is the diversity of melting temperatures of the different materials. Although the use of mechanical fasteners and adhesives have mostly paved the way for near-term implementation of dissimilar material systems, these processes only accentuate the need for low-cost welding processes capable of impartially joining dissimilar material components regardless of alloy, properties, or melting temperature. Friction stir scribe technology was developed to overcome the challenges of joining dissimilar material components where melting temperatures vary greatly, and properties and/or chemistry are not compatible with more traditional welding processes. Although the friction stir scribe process is capable of joining dissimilar metals and metal/polymer systems, a more detailed evaluation of several aluminum/steel joints is presented herein to demonstrate the ability to both chemically and mechanically join dissimilar materials.

Heat input and high strain rate deformation during friction stir welding of aluminum and steel resulted in the diffusion-based formation of a FexAly intermetallic compound (IMC) layer. Compared with conventional friction stir welding tools, a friction stir scribe tool can reduce heat input significantly limiting the IMC layer thickness (~100–750 nm). Friction stir scribe joined lap joints fractured either through the welded interface or within the base aluminum alloy on the loading side, depending on IMC layer thickness during tensile lap shear testing. In addition, a modified effective heat of formation model predicted that Al13Fe4 formed first at aluminum/steel interface and, during welding process, was substituted by Al5Fe2 with local silicon enrichment, which was verified via microstructural characterization. Keywords: Friction stir scribe technology, Dissimilar, Intermetallic, Thermodynamic, Kinetic

A finite element model is proposed to investigate the effect of thickness differential on Limiting Dome Height (LDH) testing of aluminum tailor-welded blanks. The numerical model is validated via comparison of the equivalent plastic strain and displacement distribution between the simulation results and the experimental data. The normalized equivalent plastic strain and normalized LDH values are proposed as a means of quantifying the influence of thickness differential for a variety of different ratios. Increasing thickness differential was found to decrease the normalized equivalent plastic strain and normalized LDH values, this providing an evaluation of blank formability.

This work focuses on the microstructural characterization of aluminum to steel friction stir welded joints. Lap weld configuration coupled with scribe technology used for the weld tool have produced joints of adequate quality, despite the significant differences in hardness and melting temperatures of the alloys. Common to friction stir processes, especially those of dissimilar alloys, are microstructural gradients including grain size, crystallographic texture, and precipitation of intermetallic compounds. Because of the significant influence that intermetallic compound formation has on mechanical and ballistic behavior, the characterization of the specific intermetallic phases and the degree to which they are formed in the weld microstructure is critical to predicting weld performance. This study used electron backscatter diffraction, energy dispersive spectroscopy, scanning electron microscopy, and Vickers micro-hardness indentation to explore and characterize the microstructures of lap friction stir welds between an applique 6061-T6 aluminum armor plate alloy and a RHA homogeneous armor plate steel alloy. Macroscopic defects such as micro-cracks were observed in the cross-sectional samples, and binary intermetallic compound layers were found to exist at the aluminum-steel interfaces of the steel particles stirred into the aluminum weld matrix and across the interfaces of the weld joints. Energy dispersive spectroscopy chemical analysis identified the intermetallic layer as monoclinic Al3Fe. Dramatic decreases in grain size in the thermo-mechanically affected zones and weld zones that evidenced grain refinement through plastic deformation and recrystallization. Crystallographic grain orientation and texture were examined using electron backscatter diffraction. Striated regions in the orientations of the aluminum alloy were determined to be the result of the severe deformation induced by the complex weld tool geometry. Many of the textures observed in the weld zone and thermo-mechanically affected zones exhibited shear texture components; however, there were many textures that deviated from ideal simple shear. Factors affecting the microstructure which are characteristic of the friction stir welding process, such as post-recrystallization deformation and complex deformation induced by tool geometry were discussed as causes for deviation from simple shear textures.

Current welding technologies for production of aluminum tailor-welded blanks (TWBs) are utilized in low-volume and niche applications, and they have yet to be scaled for the high-volume vehicle market. This study targeted further weight reduction, part reduction, and cost savings by enabling tailor-welded blank technology for aluminum alloys at high volumes. While friction-stir welding (FSW) has been traditionally applied at linear velocities less than 1 m/min, high-volume production applications demand the process be extended to higher velocities more amenable to cost-sensitive production environments. Unfortunately, weld parameters and performance developed and characterized at low-to-moderate welding velocities do not directly translate to high-speed linear FSW. Therefore, to facilitate production of high-volume aluminum FSW components, parameters were developed with a minimum welding velocity of 3 m/min. With an emphasis on weld quality, welded blanks were evaluated for postweld formability using a combination of numerical and experimental methods. An evaluation across scales was ultimately validated by stamping full-size production door inner panels made from dissimilar thickness aluminum TWBs, which provided validation of the numerical and experimental analysis of laboratory-scale tests.

Friction stir welding has gained wide interest in industry and drawn large research attention due to its high level of automation and superior joint performance. In this study we further expand the welding parameters to be of magnitudes higher than those previously reported to lower the cost and enable high volume joint production. Sound butt-joints were produced with aluminum alloy 6111-T4 blanks with welding speeds up to 6000 mm/min. Tensile tests of the joint pieces show >97% joint efficiency in terms of ultimate tensile strength. The T4 natural aging and grain refinement is found to contribute to the superior joint properties. Electron backscatter diffraction (EBSD) analysis is used to qualitatively study the local shear texture inside the nugget zones of the welds. The shear texture result is a good indicator of the material flow directions in the nugget zones. The flow directions behind the rotation tool are found to be flattened towards the top surface of the workpiece when the welding speed is increased, suggesting intense material mixing and transportation along the longitudinal welding direction (WD).

Friction-stir spot welding (FSSW) has been shown to be capable of joining advanced high-strength steel, with its flexibility in controlling the heat of welding and the resulting microstructure of the joint. This makes FSSW a potential alternative to resistance spot welding if tool life is sufficiently high, and if machine spindle loads are sufficiently low that the process can be implemented on an industrial robot. Robots for spot welding can typically sustain vertical loads of about 8 kN, but FSSW at tool speeds of less than 3000 rpm cause loads that are too high, in the range of 11–14 kN. Therefore, in the current work, tool speeds of 5000 rpm were employed to generate heat more quickly and to reduce welding loads to acceptable levels. Si3N4 tools were used for the welding experiments on 1.2-mm DP 980 steel. The FSSW process was modeled with a finite element approach using the Forge® software. An updated Lagrangian scheme with explicit time integration was employed to predict the flow of the sheet material, subjected to boundary conditions of a rotating tool and a fixed backing plate. Material flow was calculated from a velocity field that is two-dimensional, but heat generated by friction was computed by a novel approach, where the rotational velocity component imparted to the sheet by the tool surface was included in the thermal boundary conditions. An isotropic, viscoplastic Norton-Hoff law was used to compute the material flow stress as a function of strain, strain rate, and temperature. The model predicted welding temperatures to within 4%, and the position of the joint interface to within 10%, of the experimental results.

High speed friction stir spot welding was applied to 1.2 mm thick DP 980 steel sheets under different welding conditions, using PCBN tools. The range of vertical feed rates used during welding was 2.5∼102 mm per minute, while the range of spindle speeds was 2500∼6000 rpm. Extended testing was carried out for five different sets of welding conditions, until tool failure. These welding conditions resulted in vertical welding loads of 3.6∼8.2 kN and lap shear tension failure loads of 8.9∼11.1 kN. PCBN tools were shown, in the best case, to provide lap shear tension failure loads at or above 9 kN for 900 spot welds, after which tool failure caused a rapid drop in joint strength. Joint strength was shown to be strongly correlated to bond area, which was measured from weld cross sections. Failure modes of the tested joints were a function of bond area and softening that occurred in the heat-affected zone.

A comparison of welding techniques was performed to determine the most effective method for producing aluminum tailor-welded blanks for high volume automotive applications. Aluminum sheet was joined with an emphasis on post weld formability, surface quality and weld speed. Comparative results from several laser based welding techniques along with friction stir welding are presented. The results of this study demonstrate a quantitative comparison of weld methodologies in preparing tailor-welded aluminum stampings for high volume production in the automotive industry. Evaluation of nearly a dozen welding variations ultimately led to down selecting a single process based on post-weld quality and performance.

High-speed friction stir welding provides an opportunity to enable high-volume aluminum joining, thus lowering the expense of the process. To better understand this important industrial process the properties of the welds must be fully characterized. In this study we examined the microstructures of AA7075 butt welds with welding speeds of 1, 2 and 3 m/min. The welds were also tested for their corrosion resistance in a diluted EXCO solution at room temperature. The welds with higher speeds had a smaller corrosion sensitive area along with smaller HAZs, but the nugget zone became more corrosion susceptible. Their microstructure features were used to explain the non-uniform corrosion behavior across the weld. Both constituent particles and precipitate distribution were altered by the friction stir process and resulted in an overall sensitized weld affected region compared to the base material.

Development of a robust and cost-effective method of joining dissimilar materials could provide a critical pathway to enable widespread use of multimaterial designs and components in mainstream industrial applications. The use of multimaterial components such as steel-aluminum and aluminum-polymer would allow design engineers to optimize material utilization based on service requirements and could often lead to weight and cost reductions. However, producing an effective joint between materials with vastly different thermal, microstructural, and deformation responses is highly problematic using conventional joining and/or fastening methods. This is especially challenging in cost sensitive, high volume markets that largely rely on low cost joining solutions. Friction stir scribe (FSS) technology was developed to meet the demands of joining materials with drastically different properties and melting regimes. The process enables joining of light metals like magnesium and aluminum to high temperature materials like steel and titanium. Viable joints between polymer composites and metal can also be made using this method. This paper will present the state of the art, progress made, and challenges associated with this innovative derivative of friction stir welding (FSW) in reference to joining dissimilar metals and polymer/metal combinations.

Friction stir spot welding (FSSW) is applied to join advanced high strength steels (AHSS): galvannealed dual phase 780 MPa steel (DP780GA), transformation induced plasticity 780 MPa steel (TRIP780), and hot-stamped boron steel (HSBS). A low-cost Si3N4 ceramic tool was developed and used for making welds in this study instead of polycrystalline cubic boron nitride (PCBN) material used in earlier studies. FSSW has the advantages of solid-state, low-temperature process, and the ability of joining dissimilar grade of steels and thicknesses. Two different tool shoulder geometries, concave with smooth surface and convex with spiral pattern, were used in the study. Welds were made by a 2-step displacement control process with weld time of 4, 6, and 10 seconds. Static tensile lap-shear strength achieved 16.4 kN for DP780GA-HSBS and 13.2kN for TRIP780-HSBS, above the spot weld strength requirements by AWS. Nugget pull-out was the failure mode of the joint. The joining mechanism was illustrated from the cross-section micrographs. Microhardness measurement showed hardening in the upper sheet steel (DP780GA or TRIP780) in the weld, but softening of HSBS in the heat-affect zone (HAZ). The study demonstrated the feasibility of making high-strength AHSS spot welds with low-cost tools.

A short study has been conducted to assess the performance of friction stir welded Mg/steel lap joints under dynamic loads. The major mode of failure was found to be top Mg sheet fracture. Crack initiation is noted to have taken place at the Mg/steel interface. The fatigue life of the joints is found to be significantly different than the fatigue data of the Mg alloy obtained from the literature. The reasons behind such a difference have been examined in this work.

An initial study was made to evaluate the feasibility of joining magnesium alloy AZ31 sheet to galvanized steel sheet in a lap configuration using friction stir welding (FSW). Two different automotive sheet steels were used for comparative evaluation of the dissimilar joining potential: a 0.8 mm thick, electrogalvanized (EG) mild steel, and a 1.5 mm thick hot-dipped galvanized (HDG) high-strength, low-alloy (HSLA) steel. These steels were joined to 2.33 mm thick AZ31B magnesium sheet. A single FSW tool design was used for both dissimilar welds, and the process parameters were kept the same. The average peak load for the AZ31-1.5 mm steel weld joint in lap shear mode was found to be 6.3 ± 1.0 kN. For the AZ31-0.8 mm steel weld, joint strength was 5.1 ± 1.5 kN. Microstructural investigation indicates melting of the Zn coating present on the steel sheets, and subsequent alloying with the Mg sheet resulted in the formation of a solidified Zn-Mg alloy layer.

Friction stir spot welds were made in uncoated and galvannealed DP780 sheets using polycrystalline boron nitride stir tools. The tools were plunged at either a single continuous rate or in two segments consisting of a relatively high rate followed by a slower rate of shorter depth. Welding times ranged from 1 to 10 s. Increasing tool rotation speed from 800 to 1600 rev min–1 increased strength values. The 2-segment welding procedures also produced higher strength joints. Average lap shear strengths exceeding 10·3 kN were consistently obtained in 4 s on both the uncoated and the galvannealed DP780. The likelihood of diffusion and mechanical interlocking contributing to bond formation was supported by metallographic examinations. A cost analysis based on spot welding in automobile assembly showed that for friction stir spot welding to be economically competitive with resistance spot welding the cost of stir tools must approach that of resistance spot welding electrode tips.

Hot-stamped boron steel was successfully joined via friction stir spot welding using polycrystalline cubic boron nitride tooling. The resulting microstructure, microhardness and mechanical properties are reported, including a brief look into failure mechanisms. Relationships between the unique mechanical mixing, phase transformations and failure initiation sites associated with joining martensitic steels are characterized.

Friction Stir Scribe (FSS) technology is a relatively new variant of Friction Stir Welding (FSW) which enables lap joining of dissimilar material with very different melting points and different high temperature flow behaviors. The cutter scribe attached at the tip of FSW tool pin effectively cuts the high melting point material such that a mechanically interlocking feature is created between the dissimilar materials. The geometric shape of this interlocking feature determines the shear strength attained by the lap joint. This work presents first use of scribe technology in joining polymers to aluminum alloy. Details of the several runs of scribe welding performed in lap joining of ~3.175mm thick polymers including high density polyethylene (HDPE), filled and unfilled polyamide 6,6 (Nylon 66) to 2mm thick AA5182 are presented. The effect of scribe geometry and length on weld interlocking features is presented along with lap shear strength evaluations.

The use of dissimilar material combinations such as aluminum to steel has been increasing in automobile and aerospace industries due to its potential for energy savings. Achieving an acceptable joint quality with fusion welding can be problematic due to the significant differences in physical and thermal properties between materials. One alternative to conventional fusion welding is friction stir scribe welding and because of the nature of the process, it can be a viable option for joining dissimilar metal combinations. The primary emphasis of this work is to investigate the feasibility of using FSS welding as a possible option for joining 1.0 mm thick 6022 aluminum to 0.7mm electro galvanized steel sheets in a dissimilar lap weld configuration. An H13 steel pin tool featuring a tungsten carbide scribe insert was used. An investigation on the optimum size of the scribe insert was conducted to evaluate the effects of microstructure and mechanical properties.

The friction stir spot welding (FSSW) process is non steady state and therefore lends itself to modeling using a Lagrangian approach. However a 3 dimensional model of this process can be overly time-consuming, particularly when an implicit scheme is used to solve the equilibrium equations that arise from discretization of the continuum body into finite elements. In this paper a novel 2 dimensional, finite element approach was used to model the FSSW process. An updated Lagrangian scheme was employed to predict the flow of the sheet material, subjected to boundary conditions of a descending tool and a fixed backing plate. Material flow was calculated from a velocity field that is two dimensional, but heat generated by friction was computed by an approach where the rotational velocity component from the tool surface was included in the thermal boundary conditions. An isotropic, viscoplastic Norton-Hoff law was used to model the material flow stress as a function of strain, strain rate, and temperature, while a viscoplastic friction law was used to compute the shear stress at the tool/sheet interface. The model predicted welding temperatures to within a few percent of experiment, but welding loads were significantly overpredicted. Comparison with a 3D model of FSSW showed that frictional heating and proportion of total heat generated by friction were similar. It was also shown that the position of the joint interface was reasonably well-predicted by the 2D model, compared to experiment.

Development and characterization of friction stir welded aluminum tailor welded blanks was successfully carried out on three separate machine platforms. Each was a commercially available, gantry style, multi-axis machine designed specifically for friction stir welding. Weld parameters were developed to support high volume production of dissimilar thickness aluminum tailor welded blanks at speeds of 3 m/min and greater. Parameters originally developed on an ultra-high stiffness servo driven machine where first transferred to a high stiffness servohydraulic friction stir welding machine, and subsequently transferred to a purpose built machine designed to accommodate thin sheet aluminum welding. The inherent beam stiffness, bearing compliance, and control system for each machine were distinctly unique, which posed specific challenges in transferring welding parameters across machine platforms. This work documents the challenges imposed by successfully transferring weld parameters from machine to machine, produced from different manufacturers and with unique control systems and interfaces.

Over the past decade, friction stir welding (FSW) has rapidly become an important industrial joining process, particularly in the aluminum industry. Included among the advantages of FSW are such important attributes as improved weld strength and the elimination of cracking and porosity. During the friction stir process, the metal undergoes a tortuous deformation path that is not yet fully understood. The crystallographic texture that evolves during FSW contains sharp spatial gradients that undoubtedly influence the integrity of the weld and surrounding region in subsequent performance. The locally measured textures are discussed in the context of the material flow required to produce such textures, ultimately resulting in an estimate of the flow field present during FSW.

With nearly twenty years of international research and collaboration in friction stir welding (FSW) and processing industrial applications have spread into nearly every feasible market. Currently applications exist in aerospace, railway, automotive, personal computers, technology, marine, cutlery, construction, as well as several other markets. Implementation of FSW has demonstrated diverse opportunities ranging from enabling new materials to reducing the production costs of current welding technologies by enabling condensed packaging solutions for traditional fabrication and assembly. TMS has sponsored focused instruction and communication in this technology area for more than fifteen years, with leadership from the Shaping and Forming Committee, which organizes a biannual symposium each odd year at the annual meeting. A focused publication produced from each of these symposia now comprises eight volumes detailing the primary research and development activities in this area over the last two decades. The articles assembled herein focus on both recent developments and technology reviews of several key markets from international experts in this area.

Design of Experiment based approach is used to systematically investigate relationships between 8 different welding factors and resulting weld properties including strength, elongation and formability in 1.2mm-2mm thick friction stir welding of AA5182-O for TWB application. The factors that result in most significant effects are elucidated. The interactions between several key factors like plunge depth, tool tilt, pin feature and pin length on the overall weld quality is discussed. Appropriate levels of factors that lead to excellent weld properties are also identified.

Friction stir welding and ultrasonic welding techniques were applied to join automotive magnesium alloys to steel sheet. The effect of tooling and process parameters on the post-weld microstructure, texture and mechanical properties was investigated. Static and dynamic loading were utilized to investigate the joint strength of both cast and wrought magnesium alloys including their susceptibility and degradation under corrosive media. The conditions required to produce joint strengths in excess of 75% of the base metal strength were determined, and the effects of surface coatings, tooling and weld parameters on weld properties are presented.

Friction stir spot welding has been shown to be a viable method of joining ultra high strength steel (UHSS), both in terms of joint strength and process cycle time. However, the cost of tooling must be reasonable in order for this method to be adopted as an industrial process. Several tooling materials have been evaluated in prior studies, including silicon nitride and polycrystalline cubic boron nitride (PCBN). Recently a new tool alloy has been developed, where a blend of PCBN and tungsten rhenium (W-Re) was used in order to improve the toughness of the tool. Wear testing results are presented for two of these alloys: one with a composition of 60% PCBN and 40% W-Re (designated as Q60), and one with 70% PCBN and 30% W-Re (designated at Q70). The sheet material used for all wear testing was DP 980. Tool profiles were measured periodically during the testing process in order to show the progression of wear as a function of the number of spots produced. Lap shear testing was done each time a tool profile was taken in order to show the relationship between tool wear and joint strength. For the welding parameters chosen for this study the Q70more » tool provided the best combination of wear resistance and joint strength.« less

Several variations of friction stir tools were used to investigate the effects on the joint strengths of dissimilar friction stir lap welds. In the present lap weld configuration the top sheet was a 2.32 mm thick Mg (AZ 31) alloy. The bottom sheet consisted of two different steels, a (i) 0.8 mm thick electro-galvanized (EG) mild steel, or a (ii) 1.5 mm thick hot dip galvanized (HDG) high strength low alloy (HSLA) steel. Initially the tool shape was modified to accommodate the material, at which point the tool geometry was fixed. With a fixed tool geometry an additional feature was added to the pin bottom on one of the tools by incorporating a short hard insert, which would act as a stronger bottom sheet cutter. The effects of such modification on the unguided lap shear strength, and associated microstructural changes are discussed in this study.

As manufacturers strive to improve product performance and reduce weight, particularly in the transportation industries, designers are optimizing material usage with combinations of many different materials and alloys. The goal is to optimize mechanical behavior by selecting material specifically tailored for locations within a product or component. Such mixed material solutions require innovative joining technologies to combine, for example, aluminum and steel or magnesium and carbon fiber composite, etc. Critical to expanding the use of such joined materials in structural applications is the relevant technical understanding of how they form and deform across varying strain rates ranging from superplastic forming to stamping to crash events. With an increasingly rapid development of advanced materials, knowledge gained by assessing the post-weld formability of joined similar and multimaterial structures is crucial to providing the data needed to enable more widespread utilization. On the other end of the spectrum, increased insight characterizing the deformation of these joined structures is also critical to paving the way toward successful implementation. Characterizations via experimentation as well as predictive capabilities are essential to this effort as explored by the articles included in this issue. First, Judy Schneider and Ron Radzilowski provide a history of various processes for joining aluminum and iron-based materials in ‘‘Welding of Very Dissimilar Materials (Fe-Al).’’ They discuss how welding technologies were developed for specific families of materials followed by the joining of dissimilar materials and how such technologies are implemented in the automotive industry. Next, Mike Miles et al. describe efforts in modeling material deformation of advanced highstrength steels joined by friction stir spot welding. This work combines heat input from deformation as well as frictional heating from the welding process and relates processing parameters to microstructure and deformation behavior. The model was validated with experimental data and accurately predicted nugget geometry and thermal profiles.

While historically hydrogen has been considered an impurity in titanium, when used as a temporary alloying agent it promotes beneficial changes to material properties that increase the hot-workability of the metal. This technique known as thermohydrogen processing was used to temporarily alloy hydrogen with commercially pure titanium sheet as a means of facilitating the friction stir welding process. Specific alloying parameters were developed to increase the overall hydrogen content of the titanium sheet ranging from commercially pure to 30 atomic percent. Each sheet was evaluated to determine the effect of the hydrogen content on process loads and tool deformation during the plunge phase of the friction stir welding process. Two materials, H-13 tool steel and pure tungsten, were used to fabricate friction stir welding tools that were plunged into each of the thermohydrogen processed titanium sheets. Tool wear was characterized and variations in machine loads were quantified for each tool material and weld metal combination. Thermohydrogen processing was shown to beneficially lower plunge forces and stabilize machine torques at specific hydrogen concentrations. The resulting effects of hydrogen addition to titanium metal undergoing the friction stir welding process are compared with modifications in titanium properties documented in modern literature. Such comparative analysis is used to explain the variance in resulting process loads as a function of the initial hydrogen concentration of the titanium.