• Journal of the Korean Society of Manufacturing Process Engineers
• /
• v.20 no.5
• /
• pp.76-84
• /
• 2021

In this study, an optimal stiffness model of the C-frame, which was supporting the mold and tool load, was proposed to obtain quality self-piercing riveting (SPR) joining. First, the load path acting on the C-frame structure was identified using topology optimization. Then, a final suggested model was proposed based on the load path results. Stiffness and strength analyses were performed for a rivet pressing force of 7.3 [t] to compare the design performance of the final proposed model with that of the initial model. Moreover, to examine the reliability of continuous and repeated processes, vibration analysis was performed and the dynamic stiffness of the final proposed model was reviewed. Additionally, fatigue analysis was performed to ascertain the fatigue characteristics due to simple repetitive loading. Finally, stiffness test was performed for the final proposed model to verify the analysis results. The obtained results differed from the analysis result by 2.9%. Consequently, the performance of the final proposed model was superior to that of the initial model with respect to not only the SPR fastening quality but also the reliability of continuous and repetitive processes.

• Transactions of Materials Processing
• /
• v.29 no.6
• /
• pp.301-306
• /
• 2020

The parametric study of Steel-Al alloy SPR joint process is based on the FE simulation described by Kim et al. [10], which was validated by comparing experimental and simulation results for two kinds of steel-Al alloy combinations according to the lower sheet thickness. To analyze the SPR joint process, the friction coefficient, the lower sheet thickness, and the rivet length were selected as the main parameters. Based on FE simulations, the effect of main parameters was investigated by measuring the interlock and the bottom thickness at the cross-sectional shape of the SPR joint. The results of simulation facilitate the design of SPR joint process in various metal combinations.

• Journal of the Korean Society of Safety
• /
• v.30 no.3
• /
• pp.1-6
• /
• 2015

Self-piercing riveting (SPR) is receiving more recognition as a possible and effective solution for joining automotive body panels and structures, particularly for aluminum parts and dissimilar parts. In this study, static strength and fatigue tests were conducted using coach-peel and cross-tension specimens with Al-5052 plates for evaluation of fatigue strength of the SPR joints. For the static experiment results, the fracture modes are classified into pull-out fracture due to influence of plastic deformation of joining area. During the fatigue tests for the coach-peel and cross-tension specimens with Al-5052, interface failure mode occurred on the top substrate close to the rivet head in the most cycle region. There were relationship between applied load amplitude $P_{amp}$ and life time of cycle N, $P_{amp}=715.5{\times}N^{-0.166}$ and $P_{amp}=1967.3{\times}N^{-0.162}$ were for the coach-peel and cross- tension specimens, respectively. The finite element analysis results for specimens were adopted for the parameters of fatigue lifetime prediction. The relation between SWT fatigue parameter and number of cycles was found to be $SWT=192.8N_f^{-0.44}$.

• Journal of the Korean Society of Safety
• /
• v.29 no.4
• /
• pp.9-14
• /
• 2014

Self-piercing riveting(SPR) is a mechanical fastening technique which is put pressure on the rivet for joining the sheets. Unlike a spot welding, SPR joining does not make the harmful gas and $CO_2$ and needs less energy consumption. In this study, static and fatigue tests were conducted using tensile-shear specimens with Al-5052 plates for evaluation of fatigue strength of the SPR joints. During SPR joining process for the specimen, using the current sheet thickness and a rivet, the optimal applied punching force was found to be 21 kN. And, the maximum static strength of the specimen produced at the optimal punching force was 3430 N. During the fatigue tests for the specimens, interface failure mode occurred on the top substrate close to the rivet head in the most high-loading range region, but on the bottom substrate close to the rivet tail in the low -loading range region. There was a relationship between applied load amplitude $P_{amp}$ and lifetime of cycle N for the tensile-shear, $P_{amp}=3395.5{\times}N^{-0.078}$. Using the stress-strain curve of the Al-5052 from tensile test, the simulations for fatigue specimens have been carried out using the implicit finite element code ABAQUS. The relation between von-Mises equivalent stress amplitude and number of cycles was found to be ${\sigma}_{eq}=514.7{\times}N^{-0.033}$.

• Transactions of Materials Processing
• /
• v.24 no.4
• /
• pp.256-263
• /
• 2015

Electric resistance spot welding has been used to join overlapped steel sheets in automotive bodies. Recently to reduce weight in automotive vehicles, non-ferrous metals are being used or considered in car bodies for hoods, trunk lids, doors parts, etc. Various welding processes such as laser welding, self-piercing rivet, friction stir welding are being used. In the current study, a new electric resistance heated friction stir spot welding is suggested for the spot welding of non-ferrous metals. The welding method can be characterized by three uses of heat -- electric resistance heating, friction stir heating and conduction heating of steel electrodes -- for the fusion joining at the interfacial zone between the two sheets. The welding process has variables such as welding current, diameter of the steel electrodes, revolutions per minute (rpm) of the friction stir pin, and the insert depth of the stir pin. In order to obtain the optimal welding variables, which provide the best welding strength, many experiments were conducted. From the experiments, it was found that the welding strength could be reached to the required production value by using an electrode diameter of 10mm, a current of 7.6kA, a stirring speed of 400rpm, and an insert depth of 0.8mm for the electric resistance heated friction stir spot welding of 5052 aluminum 1.5mm sheets.

• Journal of the Korean Society for Precision Engineering
• /
• v.28 no.10
• /
• pp.1204-1209
• /
• 2011

In this study, fatigue life is evaluated by comparing with lighter car body through the experiment on SPR joints. An experimental activity on sheet metal samples of Aluminum 5J32 and Steel SPRC440 has been conducted to achieve better understanding of the process. In addition, SPR joint used less than the existing Spot Welding improves joint strength and fatigue life is evaluated by using SPR and adhesive joining Hybrid. Joining(bonding) strength and fatigue life on SPR and Hybrid (SPR + adhesive) are evaluated throughout the experiment. With joining strength than 20 % of the aluminum material, dissimilar materials has improved over 2 times as large as the strength In case of dissimilar materials, the fatigue life of aluminum is increased by 1.6 to 2.5 times as large as the life.

• Journal of Welding and Joining
• /
• v.34 no.1
• /
• pp.21-25
• /
• 2016

The automotive vehicle is made through the following processes such as press shop, welding shop, paint shop, and general assembly. Among them, the most important process to determine the quality of the car body is the welding process. Generally, more than 400 pressed panels are welded to make BIW (Body In White) by using the RSW (Resistance Spot Welding) and GMAW (Gas Metal Arc Welding). Recently, as the needs of light-weight material due to the $CO_2$ emission issue and fuel efficiency, new joining technologies for aluminum, CFRP (Carbon Fiber Reinforced Plastic) and etc. are needed. Aluminum parts are assembled by the spot welding, clinching, and SPR (Self Piercing Rivet) and friction stir welding process. Structural adhesive boning is another main joining method for light-weight materials. For example, one piece aluminum shock absorber housing part is made by die casting process and is assembled with conventional steel part by SPR and adhesive bond. Another way to reduce the amount of the car body weight is to use AHSS (Advanced High Strength Steel) panel including hot stamping boron alloyed steel. As the new materials are introduced to car body joining, productivity and quality have become more critical. Productivity improvement technology and adaptive welding control are essential technology for the future manufacturing environment.