Abstract
This work presents a systematic study on the correlations between process parameters and rivet plastic deformation, produced by force-controlled friction riveting. The 5 mm diameter AA2024 rivets were joined to 13 mm, nominal thickness, polyetherimide plates. A wide range of joint formations was obtained, reflecting the variation in total energy input (24–208 J) and process temperature (319–501 °C). The influence of the process parameters on joint formation was determined, using a central composite design and response surface methodology. Friction time displayed the highest contribution on both rivet penetration (61.9%) and anchoring depth (34.7%), and friction force on the maximum width of the deformed rivet tip (46.5%). Quadratic effects and two-way interactions were significant on rivet anchoring depth (29.8 and 20.8%, respectively). Bell-shaped rivet plastic deformation—high mechanical interlocking—results from moderate energy inputs (~100 J). These geometries are characterized by: rivet penetration depth of 7 to 9 mm; maximum width of the deformed rivet tip of 9 to 12 mm; and anchoring depth higher than 6 mm. This knowledge allows the production of optimized friction-riveted connections and a deeper understanding of the joining mechanisms, further discussed in Part II of this work.
Highlights
Nowadays, growing economic pressure and environmental concerns are pushing several industries to integrate alternative lightweight materials into their products [1]
The results indicate the importance of the energy balance on the deformation of the rivet
(compiled into Figure 22), forging force (FoF) and forging time (FoT) were set in their mid-range values (FoF = 4500 N; FoT = 1.5 s) and rotational speed (RS) to its maximum value (RS = 21,000 rpm). This graph can provide the user with a process overview, allowing for a tailored selection of the process parameters according to the requirements and constraints of a specific application
Summary
Nowadays, growing economic pressure and environmental concerns are pushing several industries to integrate alternative lightweight materials into their products [1]. For the transport industry, the usage of such materials constitutes an effective solution for reducing fuel consumption-associated costs and greenhouse gas emissions. This need for innovative designs must tackle several obstacles, such as joining different classes of materials without compromising the benefits from their individual usage. The most commonly used methods to perform connections between dissimilar materials are mechanical fastening and adhesive bonding [2]. The latter consists on intermolecular forces created between the materials. It does not alter the mechanical properties of the materials, it has several drawbacks, for example the need for extensive surface preparation and long curing cycles
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