Abstract
Friction stir welding (FSW) being an enabling solid-state joining technology can be suitably applied for the assembly of lightweight magnesium alloys. In this study, AZ31B-H24 Mg alloy sheets with a thickness of 2 mm were friction stir welded in lap configuration using two tool rotational rates of 1000 and 1500 rpm and two welding speeds of 10 and 20 mm/s. The joint quality was characterized in terms of the residual stresses, welding defects, microstructure, and texture. The mechanical properties including hardness, room and elevated temperature tensile and fatigue properties were also evaluated and correlated to the structure and defects. It was observed that the hardness decreased from the base metal (BM) to the stir zone (SZ) across the heat-affected zone (HAZ) and thermomechanically-affected zone (TMAZ). The lowest value of hardness appeared in the SZ. With increasing tool rotational rate or decreasing welding speed, the average hardness in the SZ decreased owing to increasing grain sizes, and a Hall-Petch-type relationship was established. The shear tensile behavior of the lap joints was evaluated at low (-40°C), room (25°C), and elevated (180°C) temperatures. The failure load was highest in the lower heat input condition that was obtained at a tool rotational rate of 1000 rpm and a welding speed of 20 mm/s at all the test temperatures, due to a smaller hooking height, larger effective sheet thickness, and lower tensile residual stress, as compared with other two welding conditions that were obtained at a higher tool rotational rate or lower welding speed. The lap joints usually fractured on the advancing side of the top sheet near the interface between the TMAZ and the SZ. Elevated temperature testing of the weld assembled at a tool rotational rate of 1000 rpm and a welding speed of 20 mm/s led to the failure along the sheet interface in a shear fracture mode due to the high integrity of the joint that exhibited large plastic deformation and increased total energy absorption. Fatigue fracture of the lap welds always occurred at the interface between the SZ and TMAZ on the advancing side where a larger hooking defect was present (in comparison with the retreating side). The welding parameters had a significant influence on the hook height and the subsequent fatigue life. A relatively “cold” weld, conducted at a rotational rate of 1000 rpm and welding speed of 20 mm/s, gave rise to almost complete elimination of the hooking defect, thus considerably (over two orders of magnitude) improving the fatigue life. Fatigue crack propagation was basically characterized by the formation of fatigue striations concomitantly with secondary cracks.
Highlights
1.1 BackgroundThe growing environmental concern about global climate change in conjunction with highly volatile and rising energy prices has resulted in continuous and increasing pressure on the transportation industry to improve fuel efficiency and reduce anthropogenic environmentdamaging emissions [1-7]
The following important conclusions could be drawn from this study: 1. The stir zone and thermo-mechanically affected zone (TMAZ) experienced full dynamic recrystallization and consisted predominantly of equiaxed grains
The overall hardness across the stir zone was slightly higher at a lower heat input
Summary
The growing environmental concern about global climate change in conjunction with highly volatile and rising energy prices has resulted in continuous and increasing pressure on the transportation industry to improve fuel efficiency and reduce anthropogenic environmentdamaging emissions [1-7]. Of importance for realizing increased use of Mg alloys for light-weighting is the development of cost-effective joining technologies that render high mechanical performance of the assembly. Mg alloys may be welded by using conventional arc and advanced fusion (e.g., laser) welding techniques These processes tend to require a filler metal addition to mitigate weld cracking through modification of the molten weld pool composition as well as post-weld heat treatment to restore the fusion zone strength in hardened alloys [19, 20]. Friction stir welding (FSW), an emerging “green” solid-state joining process that was invented at The Welding Institute (TWI) of UK in 1991 [8], can mitigate the above concerns linked to the melting and solidification of the weldment to render mechanical performance improvements for the assembly because the Mg alloy does not reach its melting temperature during FSW. General Motors has funded research in FSW and has even started using FSW for some spot welding applications in production
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