Relevant bibliographies by topics / Inertia Friction Welding

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  1. Journal articles
  2. Dissertations / Theses
  3. Book chapters
  4. Conference papers

Academic literature on the topic 'Inertia Friction Welding'

Author: Grafiati
Published: 4 June 2021
Last updated: 9 February 2022

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Journal articles on the topic "Inertia Friction Welding"

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Liwen, Zhang, Liu Chengdong, Qi Shaoan, Yu Yongsi, Zhu Wenhui, Qu Shen, and Wang Jinghe. "Numerical simulation of inertia friction welding process of GH4169 alloy." Journal de Physique IV 120 (December 2004): 681–87. http://dx.doi.org/10.1051/jp4:2004120078.

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Friction welding is a solid state welding technology with good quality and high automation. It has been widely used in many industry fields especially in automobile and aerospace industry. Because of the characters of less process parameters and high automation, inertia friction welding is popular in many fields. In this paper, a 2-D thermo-mechanical FEM model was developed to simulate inertia welding process. In this model, the temperature dependency of the thermal and mechanical properties of material was considered. The finite-element software MSC.Marc was used to calculate the temperature field, stress field and strain field during inertia friction welding process. The transient temperature field and the deformation of GH4169 superalloy during inertia friction welding process were predicted. The temperature filed during inertia friction welding process was measured by means of thermocouples. The calculated temperature filed is in good agreement with the experimental result.
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Zhang, Quan Zhong, Li Fen Hu, Wu Bin Li, and Jiu Chun Gu. "FE Modeling of the Inertia Friction Welding with a Modified Friction Law." Applied Mechanics and Materials 740 (March 2015): 55–58. http://dx.doi.org/10.4028/www.scientific.net/amm.740.55.

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The subject of this paper was the presentation of a holistic, fully-temperature-coupled FE model of inertia friction welding based on the modified friction law, which divided the friction welding process into beginning friction stage and steady equilibrium friction stage. At each of the stage Coulomb friction model and shear friction model were adopted respectively. The present FE model predicted the temperature of the welding joint as well as variation of friction torque and relative rotating velocity of the work-piece during the welding process. The evolution of friction torque and rotating velocity were compared with the experimental measurement. They showed a good agreement between them.
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Shinde, Gurunath, and Prakash Dabeer. "Review of Experimental Investigations in Friction Welding Technique." IRA-International Journal of Technology & Engineering (ISSN 2455-4480) 7, no. 2 (S) (July 10, 2017): 373. http://dx.doi.org/10.21013/jte.icsesd201736.

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<p>Friction welding is a solid state welding processes in which the weld is obtained by the heat generated due to forging and friction. Now a day’s eco-friendly joining of dissimilar materials is the need of the industries. The advantages of friction welding process are reduction in production time and cost saving. Friction welding is classified into two types. One type is Inertia drive friction welding and the other is Continuous drive friction welding. In continuous drive friction welding one of the work pieces is held stationary while the other is held for a certain rotating speed. The two work pieces are brought together under certain friction pressure for a<br />certain period of time known as friction time. Then, the rotation is stopped and upset pressure is applied for a certain upset time. Then, the spindle is disengaged and the component is unloaded. In Inertia drive friction welding one part is held stationary while the other is clamped in the chuck which is attached to the flywheel. The flywheel and chuck is rotated for a certain seed to store a predetermined energy. In this paper, review of friction welding on different materials and their weld ability has been discussed in brief.</p>
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Lienert, T. J., W. A. Baeslack, J. Ringnalda, and H. L. Fraser. "Inertia-friction welding of SiC-reinforced 8009 aluminium." Journal of Materials Science 31, no. 8 (April 1996): 2149–57. http://dx.doi.org/10.1007/bf00356639.

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Whittenberger, J. Daniel, Thomas J. Moore, and Daniel L. Kuruzar. "Preliminary investigation of inertia friction welding B2 aluminides." Journal of Materials Science Letters 6, no. 9 (September 1987): 1016–18. http://dx.doi.org/10.1007/bf01729117.

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Jun, Tea Sung, Shu Yan Zhang, Mina Golshan, Matthew J. Peel, David G. Richards, and Alexander M. Korsunsky. "Synchrotron Energy-Dispersive X-Ray Diffraction Analysis of Residual Strains around Friction Welds between Dissimilar Aluminium and Nickel Alloys." Materials Science Forum 571-572 (March 2008): 407–12. http://dx.doi.org/10.4028/www.scientific.net/msf.571-572.407.

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Friction welding processes, such as friction stir welding (FSW) and inertia friction welding (IFW) are popular candidate procedures for joining engineering materials (including dissimilar pairs) for advanced applications. The advantages of friction welding include lack of large scale material melting, ability to join dissimilar materials, and relatively low propensity to introduce defects into the weld joint. For these reasons FSW and IFW have become the subjects of a number of studies aimed at optimising the joining operations to obtain improved joint strength and reduce distortion and residual stress. In the present study we used the diffraction of high energy polychromatic synchrotron X-rays to measure interplanar lattice spacings and deduce nominal elastic strains in friction stir welds between dissimilar aluminium alloys AA5083 and AA6082, and in coupons from inertia friction welds between dissimilar nickel-base superalloys IN718 and RR1000. Energy-dispersive diffraction profiles were collected by two detectors mounted in the horizontal and vertical diffraction planes, providing information about lattice strains in two nearly perpendicular directions lying almost in the plane of the plate samples mounted perpendicularly to the incident beam. Two-dimensional maps of residual stresses in friction-welded joints were constructed. Apart from the 2D mapping technique, the sin2ψ method (transmission) was also used in the case of inertia friction-welded joint between nickel alloys. Comparison between the two results allowed the variation of the lattice parameter with the distance from the bond line to be deduced. It was found that friction welding of two dissimilar materials with significant strength mismatch may lead to the creation of a region of compressive stress in the vicinity of the bond line, in contrast with the behaviour observed for joints between similar materials.
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Rowson, Matthew, Chris J. Bennett, Mohammed A. Azeem, Oxana Magdysyuk, James Rouse, Ryan Lye, Joshua Davies, Simon Bray, and Peter D. Lee. "Observation of microstructure evolution during inertia friction welding using in-situ synchrotron X-ray diffraction." Journal of Synchrotron Radiation 28, no. 3 (March 19, 2021): 790–803. http://dx.doi.org/10.1107/s1600577521001569.

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The widespread use and development of inertia friction welding is currently restricted by an incomplete understanding of the deformation mechanisms and microstructure evolution during the process. Understanding phase transformations and lattice strains during inertia friction welding is essential for the development of robust numerical models capable of determining optimized process parameters and reducing the requirement for costly experimental trials. A unique compact rig has been designed and used in-situ with a high-speed synchrotron X-ray diffraction instrument to investigate the microstructure evolution during inertia friction welding of a high-carbon steel (BS1407). At the contact interface, the transformation from ferrite to austenite was captured in great detail, allowing for analysis of the phase fractions during the process. Measurement of the thermal response of the weld reveals that the transformation to austenite occurs 230 °C below the equilibrium start temperature of 725 °C. It is concluded that the localization of large strains around the contact interface produced as the specimens deform assists this non-equilibrium phase transformation.
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KITAMURA, Yuta, Mitsuyoshi TSUNORI, and Shinji MAEKAWA. "226 Thermo-mechanical simulation of inertia friction welding process." Proceedings of The Computational Mechanics Conference 2015.28 (2015): _226–1_—_226–2_. http://dx.doi.org/10.1299/jsmecmd.2015.28._226-1_.

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El-Hadek, Medhat Awad. "Sequential Transient Numerical Simulation of Inertia Friction Welding Process." International Journal for Computational Methods in Engineering Science and Mechanics 10, no. 3 (April 22, 2009): 224–30. http://dx.doi.org/10.1080/15502280902795086.

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Bennett, C. J., T. H. Hyde, and E. J. Williams. "Modelling and simulation of the inertia friction welding of shafts." Proceedings of the Institution of Mechanical Engineers, Part L: Journal of Materials: Design and Applications 221, no. 4 (October 1, 2007): 275–84. http://dx.doi.org/10.1243/14644207jmda154.

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The commercial materials forming package DEFORM-2D is used to model the inertia friction welding (IFW) process with particular reference to aero-engine mainline drive shafts. Both representative and predictive modelling techniques are presented, and models are described for the welding of identical and dissimilar material/geometry combinations. The range of material properties required for the models are discussed and details of the tests carried out to produce suitable material data are included. Case studies involving Inconel 718 and AerMet 100 are presented. The phase transformations in a high-strength aerospace steel are included in the model and their effects on residual stresses are presented. Temperature profiles are compared with experimental thermocouple measurements and the models are also compared with upset and rotational velocity data collected during welding. The DEFORM-2D software in conjunction with a friction law coded into a subroutine are shown to be suitable for modelling the IFW process between similar and dissimilar shaft materials. Results highlight the importance of the inclusion of the volume change associated with the martensite transformation on the residual stresses generated during the post-weld cooling of IFW joints.
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Dissertations / Theses on the topic "Inertia Friction Welding"

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Bennett, Christopher J. "Inertia friction welding of high strength aerospace alloys." Thesis, University of Nottingham, 2007. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.576153.

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Inertia friction welding is an important industrial joining technique for the production of axisymmetric components. Two parts, one rotating and the other stationary, are brought together under axial load and rotational kinetic energy stored in a flywheel is transformed into thermal energy and plastic deformation through friction at the interface between the work pieces. The process is quick and repeatable and generates good quality welds with a small heat affected zone (HAZ) One of the main objectives of this research was to produce a modelling tool that can be used to represent the welding of high strength aerospace alloys with particular reference to shaft applications. The commercial software DEFORM-2D was used as it contains a 2.5D modelling capability suitable for this application and can be easily used by industry. The aim of the process modelling tool is to reduce development time and cost by the use of a process modelling tool which would mean fewer development welds are required for new material combinations and geometries. Initial models created were based on the nickel-based superalloy, Inconel 718 and the capability was then extended to the high strength steels, AerMet 100 and S/CMV, which are suitable for aero-engine shaft applications. Material data required to run weld models was defined and a test programme commissioned in order to obtain the properties for the high-strength steels. Microstructural investigations, including continuous cooling and isothermal tests were also carried to determine phase transformation information that was relevant to the welding process. This included the presence of the "bainite nose", and the volume change associated with the martensite transformation on cooling. The latter was shown to have a significant effect on the residual stresses developed in as-welded components. The volume changes are shown to act as a stress relief of up to 1000MPa in the HAZ of the weld. Experimental testing, which included thermal imaging and thermocouple measurements, was carried out in order to gain more insight into the inertia friction welding of the high strength steels. This testing also included some tests using novel welding techniques to attempt to reduce the post-weld cooling rate and the effects of these techniques on the cooling rate are presented. These tests also provided data for validation of the weld model. The research concludes that DEFORM-2D can be used to model the IFW process between high-strength aerospace materials for aero-engine shaft applications and typical results show an error of ±15% with respect to the final upset value.
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Dansie, Ty Samual. "Simulation of the Inertia Friction Welding Process Using a Subscale Specimen and a Friction Stir Welder." BYU ScholarsArchive, 2018. https://scholarsarchive.byu.edu/etd/6749.

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This study develops a method to simulate a full-scale inertia friction weld with a sub-scale specimen and modifies a direct drive friction stir welder to perform the welding process. A torque meter is fabricated for the FSW machine to measure weld torque. Machine controls are modified to enable a force control during the IFW process. An equation is created to measure weld upset due to deflection of the FSW machine. Data obtained from a full-scale inertia friction weld are altered to account for the geometrical differences between the sub-scale and full-scale specimens. The IFW are simulated with the sub-scale specimen while controlling spindle RPM and matching weld power or weld RPM. The force used to perform friction welding is scaled to different values accounting for specimen size to determine the effects on output parameters including: HAZ, upset, RPM, torque, power and energy of the weld. Increasing force has positive effects to upset, torque, power and energy of the welds, while reducing the size of the HAZ.
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Tung, Daniel Joseph. "A Comprehensive Understanding of Machine and Material Behaviors during Inertia Friction Welding." The Ohio State University, 2017. http://rave.ohiolink.edu/etdc/view?acc_num=osu14925491745339.

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Mahaffey, David. "Inertia Friction Welded Ni-Base Superalloys: Process Examination, Modeling and Microstructure." The Ohio State University, 2016. http://rave.ohiolink.edu/etdc/view?acc_num=osu1462525317.

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Grant, Benedict M. B. "Finite Element Modelling of Inertia Friction Welding Advanced Nickel-Based Superalloys Using an Energy Balancing Approach." Thesis, University of Manchester, 2009. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.505492.

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Jesus, Joel Alexandre da Silva de. "Processamento por Fricção Linear: uma técnica de melhoria da resistência à fadiga de juntas soldadas." Doctoral thesis, 2019. http://hdl.handle.net/10316/87575.

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Tese de Doutoramento em Engenharia Mecânica, na especialidade de Integridade Estrutural, apresentada ao Departamento de Engenharia Mecânica da Faculdade de Ciências e Tecnologia da Universidade de Coimbra
Elementos ou estruturas soldadas são muito comuns em equipamentos mecânicos, sendo estes bastante suscetíveis a falhas por fadiga dado a presença do acidente geométrico (cordão de soldadura) e de defeitos de soldadura muito comuns sobre tudo em soldaduras de ligas de alumínio que por sua vez são bastante utilizadas na industria em geral, pelo que se torna um objeto de estudo importante encontrar formas e técnicas alternativas das tradicionais (refusão, shootpeening, laserpeening, entre outras) para melhorar a performance à fadiga de juntas soldadas nas ligas de alumínio. Sendo a técnica do processamento for fricção linear (PFL) uma tecnologia recente que já demostrou ser excelente para eliminar defeitos e promover modificações macro e microestruturais em matérias não soldados, foi então pensada a sua adaptação para este trabalho e ser aplicada em duas juntas diferentes (topo a topo e em T) soldadas por MIG/GMAW (processo tradicionalmente utilizado para soldar por fusão ligas de alumínio, em atmosfera de gás inerte) e em duas ligas de alumínio distintas (6082-T651 e 5083-H111). Assim, numa primeira fase, o objetivo principal passou pela análise da influência no comportamento mecânico à fadiga em juntas de liga de alumínio soldadas por MIG/GMAW pós-processadas pelo processamento por fricção linear. Passando este estudo não só pela realização de ensaios de fadiga e a sua análise, mas também por realizar análises complementares como análises metalográficas e morfológicas, análises de durezas, análises de resultados de ensaios estáticos (ensaios de tração), análises fractográficas e medição de tensões residuais. Tanto para as juntas topo a topo como em T soldadas por MIG/GMAW e posteriormente processadas utilizando o PFL registrou-se um incremento da resistência á fadiga de entre 30% a 55% para uma vida de 1000000 ciclos dependendo da razão de tensões (R=0 e R=-1), da junta e da liga de alumínio estudada o que compete perfeitamente com outras técnicas mais complexas como shotpeening, laserpeening, refusão, entre outros. A aplicação do PFL provocou a alteração geométrica que diminuiu a concentração de tensões, a introdução de uma camada fina de material refinado e a eliminação de defeitos deixados pela soldadura MIG/GMAW no pé do cordão de soldadura (zona crítica) o que permitiu aumentar o período de iniciação e de nucleação de fendas por fadiga, sendo o incremento mais influenciado pela introdução de uma camada fina de material refinado e a eliminação de defeitos da soldadura MIG/GMAW. Numa segunda fase surgiu a questão de perceber se seria mais vantajoso utilizar o processo MIG/GMAW para soldar as juntas T e posteriormente processar as zonas críticas das soldaduras conseguidas ou aplicar diretamente a soldadura por fricção linear em juntas T. Assim conseguir um termo comparativo, mas também dar um contributo para o desenvolvimento de soldaduras em T por SFL dado a dificuldade em realizar estas soldadura com raios de concordância bem definidos evitando diminuição de espessura e defeitos. Esta parte também passou por análises semelhantes à da primeira fase. Foram conseguidas soldaduras de junta T utilizando a SFL com raios bem definidos, sem defeitos e sem diminuição de espessura em ambas as ligas de alumínio que revelaram um comportamento à fadiga melhor do que as juntas T soldadas por MIG/GMAW, assim como as juntas T soldadas por SFL que apresentaram defeitos do tipo linha de óxidos tiveram uma performance à fadiga mais baixa. O comportamento à fadiga das soldaduras T soldadas por SFL mostraram estar ligeiramente a cima da performance à fadiga das juntas T soldadas por MIG/GMAW pelo que seria mais económico e simples aplicar a SFL diretamente nas juntas T do que soldas as juntas T por MIG/GMAW e posteriormente processá-las com o PFL.
Welded elements or structures are very common in mechanical equipment, and these are quite susceptible to failures due to fatigue due to the presence of the geometric accident (weld bead) and welding defects very common, especially in aluminium alloy welds which are widely used in industry in general, so it becomes an important subject of study to find alternative forms and techniques of traditional ones (reflow, shootpeening, laserpeening, among others) to improve fatigue performance of welded joints in aluminium alloys. Since the technique of friction stir processing (FSP) is a recent technology that has already proved to be excellent for eliminating defects and promoting macro and microstructural modifications in non-welded materials, its adaptation to this work was then thought to be applied in two different joints (but and T joints) welded by MIG / GMAW (traditionally used for welding by fusion aluminium alloys, in inert gas atmosphere) and two different aluminium alloys (6082-T651 and 5083-H111). Thus, in the first phase, the main objective was to analyse the influence on mechanical fatigue behaviour in post-processed MIG/GMAW welded aluminium alloy joints by friction stir processing. This study was carried out not only by performing fatigue tests and their analysis, but also by performing complementary analyses such as metallographic and morphological analysis, hardness analysis, static test results (tensile tests), fractography analysis and stress measurements residual. For butt and T joints welded by MIG/GMAW and further processed using FSP, was recorded an increase in fatigue strength between 30% to 55% for a life of 1000000 cycles depending on the ratio of stresses (R = 0 and R = -1), joint and aluminium alloy studied, which competes perfectly with other more complex techniques such as shotpeening, laserpeening, refining, among others. The application of the PFL caused the geometric alteration that reduced the concentration of stresses, the introduction of a thin layer of refined material and the elimination of defects left by the MIG/GMAW welding process at the weld toe of the weld bead (critical zone). That led to an increase of crack initiation and nucleation period, being the increment most influenced by the introduction of a thin layer of refined material and the elimination of MIG / GMAW weld defects. In a second phase, the question arose as to whether it would be more advantageous to use the MIG/GMAW process in T welds joints and then process the critical zones of the welds achieved or directly apply the friction stir welding (FSW) to T joints. Thus to achieve a comparative term, but also contribute to the development of FSW given the difficulty in realizing these welding with weld toe radius well defined avoiding thickness reduction and welding defects. This part also underwent analyzes similar to the first phase. T-joint welds with weld toes radius well defined, without welding defects and avoiding thickness reduction were achieved using FSW in both aluminium alloys. These welds showed better fatigue behaviour than T-joints welded by MIG/GMAW as well as T-joints welded by SFL that show oxides line defect had a lower fatigue performance. The fatigue behaviour of welds T welded by SFL showed to be slightly above the fatigue performance of T-joints welded by MIG/GMAW, so it would be more economical and simple to apply the SFL directly to the T joints than to weld T joints by MIG/GMAW and then process them with the PFL.
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Book chapters on the topic "Inertia Friction Welding"

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Liu, Jingxuan, Jian Shen, Xiwu Li, Lizhen Yan, Hongwei Yan, Hongwei Liu, Zhihui Li, Yong’an Zhang, and Baiqing Xiong. "Microstructure and Mechanical Properties of 6005A-T5 Aluminum Alloy Welded Joints by Friction Stir Welding and Metal Inert Gas Welding." In Springer Proceedings in Physics, 569–79. Singapore: Springer Singapore, 2019. http://dx.doi.org/10.1007/978-981-13-5944-6_56.

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Attallah, M. M., and M. Preuss. "Inertia friction welding (IFW) for aerospace applications." In Welding and Joining of Aerospace Materials, 25–74. Elsevier, 2012. http://dx.doi.org/10.1533/9780857095169.1.25.

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Attallah, M. M., and M. Preuss. "Inertia friction welding (IFW) for aerospace applications." In Welding and Joining of Aerospace Materials, 21–65. Elsevier, 2012. http://dx.doi.org/10.1016/b978-0-12-819140-8.00002-x.

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"Procedure Development and Practice Considerations for Inertia and Direct-Drive Friction Welding[1]." In Welding, Brazing and Soldering, 888–92. ASM International, 1993. http://dx.doi.org/10.31399/asm.hb.v06.a0001447.

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"Procedure Development and Practice Considerations for Inertia and Direct-Drive Rotary Friction Welding[1]." In Welding Fundamentals and Processes, 641–45. ASM International, 2011. http://dx.doi.org/10.31399/asm.hb.v06a.a0005596.

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Melhem, George Nadim. "Aerospace Fasteners: Use in Structural Applications." In Encyclopedia of Aluminum and Its Alloys. Boca Raton: CRC Press, 2019. http://dx.doi.org/10.1201/9781351045636-140000240.

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Aircraft components need to be selected and manufactured to adequately combat the environment, temperature, loading, compatibility, and so on. When structural materials such as aluminum alloys or fiber-reinforced polymer composites need to be joined in aircraft, the selection of fasteners, bolts, rivets, adhesives, and other methods need to be quantitatively assessed in order that the correct design for the component and joining method is identified. There is a variety of fasteners, bolts, and rivets, made using a variety of materials. Aluminum rivets are often used to join aluminum components in an aircraft. Rivets do not perform well under tension loading, but perform better in shear, thus limiting the application specifically for these purposes. Bolts are designed to clamp material together, and even though the bolt may be adequate to support a particular structure and load requirement, consideration must also be given to the modulus of elasticity and stiffness of the components that are being clamped together. Therefore, an understanding of each of the materials being clamped or joined together is necessary. Bolts manufactured from steel, for instance, have coatings applied in order to help protect them from corrosion. The use of composites translates to a reduced number of rivets and fasteners to be used. Drilling of holes into composites to insert fasteners poses many challenges because the fibers are damaged, a region of high stress concentration may be formed, and the hole is a site for the ingress of water or moisture. The insertion of aluminum fasteners or the contact of aluminum components with carbon fibers creates galvanic corrosion due to the large difference in electrical potential. Titanium alloy (Ti-6Al-4V) is a typical fastener where there is composite joining due to its better compatibility (elimination of galvanic corrosion) and increased strength properties. Substitution of rivets and fasteners for welding is also on the increase in aircraft because laser beam welding (LBW) and friction stir welding both reduce cracking, porosity, and better properties achieved due to deeper penetration, and reduce the heat-affected zone which would typically be undesirable with conventional arc welding such as metal inert gas and tungsten inert gas welding. The shear and compressive stresses are increased, and fatigue cracking, weight, and cost are also reduced as a result of LBW, including the elimination of stresses and corrosion associated with rivets and the elimination of adhesives. Dissimilar metals such as the 7000 series and the 2000 series can be joined with a filler metal compatible to both metals to mitigate galvanic corrosion.
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Shome, M. "Metal inert gas (MIG) brazing and friction stir spot welding of advanced high-strength steels (AHSS)." In Welding and Joining of Advanced High Strength Steels (AHSS), 137–65. Elsevier, 2015. http://dx.doi.org/10.1016/b978-0-85709-436-0.00008-4.

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Conference papers on the topic "Inertia Friction Welding"

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El-Hadek, Medhat Awad, and Mohammad S. Davoud. "Sequential Transient Numerical Simulation of Inertia Friction Welding Process." In ASME 2008 International Mechanical Engineering Congress and Exposition. ASMEDC, 2008. http://dx.doi.org/10.1115/imece2008-67570.

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Inertia friction welding processes often generate substantial residual stresses due to the heterogeneous temperature distribution during the welding process. The residual stresses which are the results of incompatible elastic and plastic deformations in weldment will alter the performance of welded structures. In this study, three-dimensional (3D) finite element analysis has been performed to analyze the coupled thermo-mechanical problem of inertia friction welding of a hollow cylinder. The analyses include the effect of conduction and convection heat transfer in conjunction with the angular velocity and the thrust pressure. The results include joint deformation and a full-field view of the residual stress field and the transient temperature distribution field in the weldment. The shape of deformation matches the experimental results reported in the literature. The residual stresses in the heat-affected zone have a high magnitude but comparatively are smaller than the yield strength of the material.
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Soucail, M., A. Moal, L. Naze, E. Massoni, C. Levaillant, and Y. Bienvenu. "Microstructural Study and Numerical Simulation of Inertia Friction Welding of Astroloy." In Superalloys. TMS, 1992. http://dx.doi.org/10.7449/1992/superalloys_1992_847_856.

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Hartman, Daniel A. "Real-Time Detection of Processing Flaws During Inertia Friction Welding of Critical Components." In ASME Turbo Expo 2012: Turbine Technical Conference and Exposition. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/gt2012-68014.

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Outside of statistical process control, current manufacturing quality control is founded upon a “make-then-inspect” mindset [1]. While this approach is an important part of the quality control process, post-process inspection is labor intensive, a bottleneck to continuous production throughput, costly, subject to human interpretation, and susceptible to missing subtle defects. This paper presents the application of in-process quality control (IPQC) during inertia friction welding of critical components. This paper is a follow-on to a preliminary investigation into a new sensing technique for real-time inspection of product quality during friction welding [2]. The previous effort explored the feasibility of modeling the approach that an experienced friction welding operator uses to distinguish anomalous process behavior during friction welding. In particular, a non-contact, audio-based sensor was used to capture the audible process dynamics during inertia friction welding of a dual-alloy component. The previous work employed a neural-network-based data mining technique to locate and identify features within the audio data that can be used to discriminate acceptable from unacceptable process behavior. This paper extends the previous work by providing a formal methodology for automatic, real-time, nondestructive, inspection of rotary friction welding.
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Mohammed, M. B., C. J. Bennett, T. H. Hyde, and E. J. Williams. "The Evaluation of Coefficient of Friction for Representative and Predictive Finite Element Modelling of the Inertia Friction Welding." In ASME Turbo Expo 2009: Power for Land, Sea, and Air. ASMEDC, 2009. http://dx.doi.org/10.1115/gt2009-59451.

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Inertia friction welding is the process in which stored kinetic energy in a flywheel is converted to heat by relative sliding movement between surfaces of axi-symmetric components to achieve a weld in the solid-state. The work in this paper relates to the production of dual-alloy shafts for aeroengines. Frictional characteristics determine the conditions at the weld interface and these are controlled by rotational velocity and applied axial pressure. So-called representative and predictive methods have been developed to evaluate friction conditions during the process and these are discussed in this paper. Weld data for the dissimilar weld between a high strength steel and a nickel-based super-alloy were provided by Rolls-Royce and MTU Aero Engines. The finite element software package DEFORM-2D is used to develop coupled thermo-mechanical axi-symmetric models. In previous work, methods employed to evaluate the efficiency of mechanical energy utilised during a weld, a parameter of great importance for numerical analysis, are not clear. Previous predictive approaches have employed test/weld data in one way or another to obtain the interface friction coefficient. This paper proposes a formula that incorporates the value of the mechanical energy efficiency of the welding machine into the calculation of coefficient of friction for representative modelling. It also introduces a predictive approach based on sub-layer flow theory to predict frictional behaviour during the welding process that is independent of test/weld data.
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Tavares, S. M. O., P. C. M. Azevedo, B. Emi´lio, V. Richter-Trummer, M. A. V. Figueiredo, P. Vilac¸a, and P. M. S. T. de Castro. "Friction Stir Welding of T-Joints in Dissimilar Aluminium Alloys." In ASME 2008 International Mechanical Engineering Congress and Exposition. ASMEDC, 2008. http://dx.doi.org/10.1115/imece2008-67522.

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The T-joint is a common joint type frequently used in transport industries because of the importance of increasing the inertia and strength of thin skins and shells without significant weight increase. This shape can be obtained by different processes as extruding, riveting, welding or others. However, the low weldability of some aluminum alloys, when using traditional welding processes, is an obstacle to the possible full benefit of such reinforced structures. The friction stir welding (FSW) process is suitable to join most aluminum alloys and should be considered as a feasible alternative to the other processes used to produce this type of geometry. This paper reports the results obtained concerning FSW T-joints with a new configuration. These joints simulate a typical reinforcement composed by two materials in order to optimize the damage tolerance. The skin is made of a 6xxx series alloy, and the reinforcement is made of a 7xxx series alloy. Mechanical properties were obtained and micro-structural analyses of the weld zone were performed, and the results were compared with those obtained in base materials and butt joints.
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Mohammed, M. B., C. J. Bennett, P. H. Shipway, and T. H. Hyde. "Optimization of heat transfer in the finite element process modelling of inertia friction welding of SCMV and AerMet 100." In HEAT TRANSFER 2010. Southampton, UK: WIT Press, 2010. http://dx.doi.org/10.2495/ht100221.

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Workman, David, Stephen Levesque, and Suhas Vaze. "Developing a Reliable Method for Signal Wire Attachment Without Martensite." In 2013 Joint Rail Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/jrc2013-2443.

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Railroad signaling systems are a vital part of the national railroad that detect trains on the track, identify track fractures, prevent derailments, and alert signal crossing stations when a train approaches. Failures in the signal wire attachments (studs) to rail create uncertainty in the system resulting in reduced train speeds, additional inspection and reinstallation costs, which translate into train delays, downtime, lost productivity and lost profitability for the railroads. Current methods of attaching studs to rails appear to exceed the critical (phase transformation) temperature in the rail material. There have been cases where this has resulted in formation of martensite in the stud-to-rail bond area during cooling. A brittle phase like martensite can produce fractures when stress is applied. Additionally, liquid metal embrittlement has been found in weld joints that involve the use of a brazing compound or solder to attach a signal wire. Methods that involve drilling for a plug attachment through the neutral axis of the rail result in decreased but acceptable fatigue performance. In an effort to avoid damage to the rail, studs have been moved from their ideal location (on the side of the rail head) to the middle of the web, close to or at the rail neutral axis. However, this location for studs causes other problems — wires and studs are highly prone to interfere with maintenance-of-way equipment. Under funding from the Federal Railroad Administration, EWI has developed and patented an inertia friction welding (IFW) process that is a field-portable, repeatable, and reliable solution for signal-wire attachments; in addition, the solid-state bonding mechanism provides advantages over the existing bonding solutions. IFW is used to weld a stud of dissimilar metal to rail, which in turn allows a signal wire to be connected. Several weld stud alloys were chosen for process feasibility trials. These trials identified parameters that produced solid-state welds between the stud and rail with no martensite at or near the bond line. Further experimental trials were conducted to define a range for rotational speed and welding thrust load. Repeatability testing was also conducted to ensure that there is no evidence of martensite at or near the bond line after multiple stud weld-remove-and-repair cycles. A conceptual design of a field-portable rail inertia welder, based on EWI’s patented portable inertia welding technology, has been completed. The welder is lightweight and capable of being powered by a small electric motor. Internal timing and process controls can maintain and deliver weld quality. The simplicity of the process will yield consistent joint performance with minimal operator training and a variety of environmental conditions. Research is being conducted to examine the reliability of the process through a series of bending fatigue tests, corrosion tests and in service testing.
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Suri, A., R. S. S. Prashant, and K. H. Raj. "Comparative study of friction stir welding and tungsten inert gas welding of pure aluminum." In 2013 International Conference on Energy Efficient Technologies for Sustainability (ICEETS). IEEE, 2013. http://dx.doi.org/10.1109/iceets.2013.6533512.

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Bagaitkar, Harish, and Venkat Allada. "Design for Manufacturing (DFM) Methodology to Implement Friction Stir Welding (FSW) for Automobile Chassis Fabrication." In ASME 2008 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/detc2008-49247.

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The manufacturing functional feasibility of implementing Friction Stir Welding (FSW) for automobile chassis fabrication is discussed using a case study. In the case study, the Design for Manufacturing (DFM) principles are applied to manufacture an aluminum automobile chassis. Various DFM issues are addressed while proposing the FSW technique as an alternative to laser welding and metal inert gas welding techniques. DFM guidelines involving joint design change, component geometries, and component elimination are discussed in this paper. By making appropriate changes in the component geometries and joint designs and eliminating some components, more than 50% of the joints in the example case study could be welded using the FSW technique.
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Roos, Arne, Diego R. Alba, Stefanie Hanke, Georg Wimmer, and Jorge F. dos Santos. "Joining Tube to Tube Sheet for Coil Wound Heat Exchangers by Hybrid Friction Diffusion Bonding." In ASME 2015 Pressure Vessels and Piping Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/pvp2015-45064.

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Coil-wound heat exchangers (CWHE) for low temperature applications such as the liquefaction of natural gas (LNG) are often made of aluminium alloys. The fabrication of these aluminium coil-wound heat exchangers holds several challenges, one of which is joining the tubes to the tube sheet. For this specific task, conventional joining technologies such as laser beam welding (LBW) or tungsten inert gas (TIG) welding cannot be easily performed in fully-mechanised mode or are not cost-effective. A joint project between the Helmholtz-Zentrum Geesthacht (HZG) and LINDE Engineering aims at the development of a new solid state joining process, Hybrid Friction Diffusion Bonding (HFDB), to fabricate tube-to-tube-sheet connections for aluminium coil-wound heat exchangers. In the present study, the HFDB process has been developed to industrial maturity and the quality of the joints has been demonstrated by gas leak tightness tests and tensile pull-out tests. The joints meet the requirements for industrial application. Furthermore, the thermal field development in the weld area and the applied process forces have been monitored and correlated to process parameters. The microstructure of the joint has been investigated, and dynamic recrystallization is assumed to be the primary grain refinement mechanism in the thermomechanically affected zone.
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