Abstract
In the present work, joining of a carbon fiber-reinforced polymer and dual phase 980 steel was studied using the friction bit joining, adhesive bonding, and weldbonding processes. The friction bit joining process was optimized for the maximum joint strength by varying the process parameters. Then, the adhesive bonding and weld bonding (friction bit joining plus adhesive bonding) processes were further developed. Lap shear tensile and cross-tension testing were used to assess the joint integrity of each process. Fractured specimens were compared for the individual processes. The microstructures in the joining bit ranged from tempered martensite to fully martensite in the cross-section view of friction bit-joined specimens. Additionally, the thermal decomposition temperature of the as-received carbon fiber composite was studied by thermogravimetric analysis. Fourier-transform infrared–attenuated total reflectance spectroscopy and X-ray diffraction measurements showed minimal variations in the absorption peak and diffraction peak patterns, indicating insignificant thermal degradation of the carbon fiber matrix due to friction bit joining.
Highlights
Achieving lightweight, multi-material auto body structures is a critical goal for the automotive industry to comply with government regulations [1,2]
The tensile strength of carbon fiber composites was measured at 655 MPa
A 1.2 mm-thick DP980 was used as a bottom sheet material
Summary
Multi-material auto body structures is a critical goal for the automotive industry to comply with government regulations (i.e., to improve fuel efficiency and reduce greenhouse gas emissions) [1,2]. Four types of lightweight materials—high-strength aluminum alloys, magnesium alloys, ultra-high-strength/advanced high-strength steels (AHSSs), and polymer composites (i.e., carbon fiber-reinforced polymers (CFRPs) and glass fiber-reinforced polymers)—have been identified as substitutes for current steel and/or cast iron auto body structures. The selection of lightweight materials should be carefully explored to produce multi-material structures while satisfying the structural stability and safety performance requirements of vehicles. A high-strength dual-phase (DP) steel with good mechanical properties [5,6] could be used as a thinner-gauge substitute
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