Aluminum Alloy Matrix Research Articles

Engineering application study of high-performance aluminum alloy 6A13-T6

To address the application challenges of the novel high-strength aluminum alloy material 6A13-T6 in engineering, experimental and numerical simulation studies were conducted. Firstly, material tensile tests, axial compression tests, and pure bending tests were conducted, and the applicability of the specification was evaluated. Subsequently, finite element models were employed to analyze the overall mechanical performance and economic indicators of three typical engineering structures (grid shells, grid trusses, and glass curtain walls) based on the test results. The findings indicate that 6A13-T6 exhibits a non-proportional yield strength (f0.2) of 340 MPa, an ultimate strength of 352 MPa, and a post-necking elongation of 14.5%. Design calculations for axially compressed and flexural members made of 6A13-T6 high-strength aluminum alloy can be conservatively carried out following Chinese design specification. The use of 6A13-T6 aluminum alloy can reduce material consumption in structures, with a maximum reduction of up to 29% compared to other commonly used aluminum alloys and up to 72% compared to common steel materials. Therefore, the new high-strength aluminum alloy 6A13-T6 has obvious engineering application value and has been used in a hotel curtain wall project.

Preparation of fine-grain aluminum alloy by spinning method and its corrosion resistance test

Due to the lack of shear resistance, the implanted materials in the aluminum alloy will lead to obvious wear. The emergence of fine-grained aluminum alloy materials can perfectly solve the above problems. Therefore, in this paper, the fine-grain aluminum alloy material is prepared by the spinning method, and the corrosion resistance test is carried out. The experimental results show that there is no significant difference in weight loss and surface morphology between aluminum alloy and fine-grain aluminum alloy immersed in normal saline and D-Hand’s solution for 30 days. The experimental results show that the fine-grained aluminum alloy has the basic conditions for in vivo implantation, which lays a foundation for the development of a new generation of in vivo implantation materials.

Effect of microtexture morphology on the tribological properties of PI/EP-PTFE-WS2 coating under starved oil and dry sliding wear

The limited wear resistance of aluminum alloys constrained their applications and longevity. Surface microtexture combined with polymer coating technology can prolong the service life of aluminum alloy materials under extreme conditions of aerospace. A370 aluminum specimens were textured with three types of microtexture surfaces including circular pits, rectangular grooves and cross grids. A PI/EP-PTFE/WS2 coating was designed and prepared on the surfaces of these textures by liquid spraying to improve the tribological properties of A370 aluminum under starved oil and dry sliding wear. The influences of different micro-texture morphology on the tribological performances of these coatings were experimented. The results indicated that the surface qualities of the micro-textures are improved by coating deposition on their surfaces. The friction coefficients of the coated surfaces on all micro-texture are effectively reduced under the relatively stable wear stage compared to the sample without micro-texture coating. The coating on the pitted texture exhibits superior performance in friction tests, reducing average coefficients and wear rate by 13.58% and 35.34% in dry sliding wear, and by 16.18% and 83.98% under the starved oil lubrication compared to the non-textured substrate, respectively. This is followed by the coating on cross-mesh texture and the rectangular groove texture. The reason is that the pitted texture facilitates the local stress release of coating during the process of coating deposition due to its smaller spacing between pits and higher density of pits per unit area. The bearing capacity of the pitted texture is highest and its deformation is the lowest. The wear debris created in the friction process is more easily accumulated in the pit units, which results in a reduction in wear.

A Detailed Study on using Novel LM 25 Aluminium Alloy Hybrid Metal Matrix Nanocomposite for Nuclear Applications.

This article describes the use of graphite(Gr) and boron carbide (B4C) as multiple nanoparticle reinforcements in LM25 aluminum alloy. Because boron carbide naturally absorbs neutron radiation, aluminium alloy reinforced with boron carbide metal matrix composite has gained interest in nuclear shielding applications. The primary goal of the endeavor is to create composite materials with high wear resistance, high microhardness, and high ultimate tensile strength for use in nuclear applications. Science and Technology have brought a vast change to human life. The human burden has been minimized by the use of innovation in developing new and innovative technologies. To improve the quality of human life, fresh, lightweight, and creative materials are being used, which play a vital role in science and technology and reduce the human workload. Composite materials made of metal are being used because they are lightweight. Neutron absorption, high ultimate strength, high wear resistance, high microhardness, high thermal and electrical conductivity, high vacuum environmental resistance, and low coefficient of thermal expansion under static and dynamic conditions are all demands for the hybrid metal matrix composites utilized in nuclear applications. • Stir casting is used to create the novel LM 25 aluminum alloy/graphite and boron carbide hybrid nanocomposites. • The mechanical properties such as ultimate tensile strength, yield strength, percentage of elongation, microhardness, and wear behavior are calculated. • Three analyses are performed: microstructure, worn surface analysis, and fracture analysis of the tensile specimen. • Stir casting process< • Tensile, Hardness, Wear Test • Materials Characterization - FESEM, Optical Microscopy, EDS< Results: The mechanical properties values are 308.76 MPa, 293.51 MPa, 7.8, 169.2 VHN, and 0.01854mm3/m intended for ultimate tensile strength, yield strength, percentage of elongation, microhardness, and wear behavior, respectively. This implies that the synthesized composite may be used in nuclear applications successfully. The subsequent explanation was drawn from this investigative work: • The LM 25/B4C/Gr hybrid nanocomposite was successfully manufactured by employing the stir casting technique. For nuclear shielding applications, these composites were prepared with three different weight percentages of nanoparticle reinforcements in 2,4,6% Boron carbide and constant 4 wt.% graphite. • The microhardness values of the three-hybrid nanocomposite fabricated castings were determined to be 143.4VHN, 156.7VHN, and 169.2VHN, respectively. • The hybrid nano composite's microstructure revealed that the underlying LM 25 aluminum alloy matrix's finegrained, evenly dispersed nanoparticles of graphite and boron carbide were present.<br></br> • The microtensile test was carried out and it was found that the ultimate tensile strength, yield strength and percentage of elongation values are 281.35MPa, 296.52MPa, 308.76MPa, 269.43, 274.69, 293.51 and 3.4, 5.7, 7.8 respectively.<br></br> • Deformation caused the hybrid LM 25/B4C/Gr nanocomposite to fracture in ductile mode. Dimples and cavities are seen in the fracture because of the nanoparticle reinforcements and the matrix's tight connection.<br></br> • The wear loss of nanocomposite based on the input parameter applied load, sliding velocity and sliding distance values are 0.02456, 0.02189, 0.01854, 0.02892, 0.02586, 0.02315 and 0.02682, 0.02254, 0.02015 mm3/m, respectively.<br></br> • The LM 25 alloy's elemental analysis displays the aluminum alloy phase as the largest peak and the remaining elements as smaller peaks; also, the spectral analysis reveals the presence of boron (B), graphite (C), silicon, and ferrous in the aluminum alloy LM 25.<br></br> • Through worn surface FESEM investigation, it was shown that under sliding and high load situations, debris, delamination, and groove develop. Further rupture, fine, and continuous grooves were seen when low stress and sliding circumstances were applied to the LM 25/B4C/Gr and stir cast specimen. This result implies the presence of mild adhesive and delamination wear processes.</P>.

Influence of graphene nanoplates and titanium diboride particulate on wear and interfacial bonding properties of sintered aluminium alloy composites

Graphene has been considered an appropriate reinforcing filler for aluminium/titanium metal matrix composites due to its outstanding strength and stiffness and its exceptional thermal and electrical properties. The variable concentrations of graphene nanoplates (GNPs) was considered in this research, such as 2 %, 4 %, 6 % and 8 %, for determining wear properties and interface bonding aluminium alloy composites. The graphene-reinforced Al 7075/10 % TiB2 hybrid nanocomposite samples were produced using ball milling and pressure-less vacuum sintering process. The wear loss was investigated for all the variable graphene concentration samples with respect to wear load and sliding distance by pin-on-disk method and optimum concentatrion of GNPs was obtained by design of experimental (DOE) analysis. Further, Field Emission Scanning Electron Microscopy (FESEM), Elemental mapping, Energy Dispersive X-ray (EDX), and microhardness tests were utilized to analyze the graphene-reinforced Al 7075/10 % TiB2 hybrid nanocomposites, It was concluded that the wear resistance and microhardness of Al/10 % TiB2/4 % GNPs increased by 71.3 % and 17.6 %, respectively, compared with non-hybrid aluminium alloy materials. Moreover, a Transmission Electron Microscope (TEM) has been used to investigate the interfacial strength of aluminium alloy composites. The wear loss characteristics was also optimized using and central composite design (CCD) of response surface methodology (RSM).

Study on the shielding performance of bismuth oxide as a spent fuel dry storage container based on Monte Carlo simulation

For traditional spent fuel shielding materials, due to physical and chemical defects and cost constraints, they have been unable to meet the needs. Therefore, this paper carries out the first discussion on the application and performance of bismuth in neutron shielding by establishing Monte Carlo simulation on the neutron flux model of shielded spent fuel. Firstly, functional fillers such as bismuth oxide, lead oxide, boron oxide, gadolinium oxide and tungsten oxide are added to the matrices to compare the shielding rates of aluminum alloy matrix and silicone rubber matrix. The shielding rate of silicone rubber mixture is higher than aluminum alloy mixture, reaching more than 56%. The optimal addition proportion of bismuth oxide and lead oxide is 30%, and the neutron radiation protection efficiency reaches 60%. Then, the mass attenuation coefficients of bismuth oxide, lead oxide, boron oxide, gadolinium oxide and tungsten oxide in silicone rubber matrix are simulated with the change of functional fillers proportion and neutron energy. This simulation result shows that the mixture with functional fillers has good shielding performance for low energy neutrons, but poor shielding effect for high energy neutrons. Finally, in order to further evaluate the possibility of replacing lead oxide with bismuth oxide as shielding material, the half-value layers and various properties of bismuth oxide and lead oxide are compared. The results show that the shielding properties of bismuth oxide and lead oxide are basically the same, and the mechanical properties, heat resistance, radiation resistance and environmental protection of bismuth oxide are better than that of lead oxide. Therefore, in the case of neutron source strengths in the range of 0.01–6 MeV and secondary gamma rays produced below 2.5 MeV, bismuth can replace lead in neutron shielding applications.

Research on Machinability of Dry Cutting 7075 Aluminum Alloy with TiN Coating Micro-Texture Turning Tool

This document suggests a cutting technique for coating the surface of micro-textured structural tools, aiming to tackle the challenges in machining aluminium alloy materials that are hard to machine and simple to soften and stain at elevated temperatures. Initially, considering the varied conditions of cutting dosage during the process caused by diverse forces, the favored parameters for cutting are; next, creating two distinct phases of the micro-texture for application on the tool’s surface, conducting cutting simulation tests with the previously mentioned ideal parameters to evaluate these micro-texture structures in enhancing tool efficiency; ultimately, the focus is on the optimal surface coating of the micro-texture tool to examine how the coating material enhances at the tool’s cutting temperature. Studies have shown that the effectiveness of concave elliptical micro-textured tools in decreasing cutting force and temperature is markedly superior to that of convex elliptical micro-textured tools; experiments revealed that applying a coating to the concave elliptical micro-textured surface of the tool markedly enhances the friction level of both the cutting tool’s front surface and the workpiece’s cutting layer in dry cutting scenarios, thereby decreasing the cutting temperature and chip damage, markedly enhancing the aluminium alloy material’s ability to heat stain the tool.

Study on Fatigue Life of Aluminum Alloy 6061-T6 Based on Random Defect Characteristics.

A certain number of hole-like defects will occur in aluminum alloys under cyclic loading. The internal holes will reduce the strength of the material and cause stress concentration, which will aggravate the development of fatigue damage. A classification method of defect features based on X-ray CT damage data is proposed. The random hole distribution model is established through the linear congruence method and the region division method. The hole parameter is introduced as the intermediate variable of the 3D reconstruction model of internal defects. In the mesoscopic stage, the function relationship between the distribution of random holes and the fatigue life is established based on the coupling relationship between the number and proportion of pores and the fatigue life. In the macroscopic stage, the relationship between the random holes and the macroscopic crack growth life is established by taking the crack length as the damage variable. The crack propagation rate decreased with the increase in the number of holes. The prediction model of the whole life stage is established using the life function from microcrack initiation to macroscopic crack propagation. Finally, the validity of the whole stage fatigue life prediction model is demonstrated through the comparison and verification of experiments, which provides a certain engineering value for the life estimation of 6061-T6 aluminum alloy materials.

Research on Properties and Applications of New Lightweight Aluminum Alloy Materials

The burgeoning demands of contemporary industry have necessitated a huge shift in the selection and utilization of materials, steering focus towards those that embody enhanced properties and environmental sustainability. Lightweight aluminum alloys have emerged as frontrunners in this transition owing to their low density, high strength, ease of processing, and environmental compatibility. These attributes have propelled aluminum alloys to a position of prominence, often superseding steel as the preferred choice in various industrial domains. In the transportation sector, the merits of these alloys are particularly conspicuous. They have become instrumental in automobile manufacturing, facilitating a reduction in vehicle weight, which in turn augments fuel efficiency and bolsters endurance. This trajectory is anticipated to persist, with high-strength aluminum alloys poised to become quintessential structural materials in future automotive manufacturing endeavors. These new materials, characterized by superior strength and enhanced corrosion resistance, are expected to be crafted utilizing emergent technologies such as 3D printing, heralding a transformative era in the automotive industry. This study delineates the escalating significance of lightweight aluminum alloys in modern industry, with a special emphasis on their transformative potential in revolutionizing automotive manufacturing through advancements in material science and technology. It underscores the pivotal role these alloys are set to play in shaping a sustainable and efficient future for the automotive industry.

Research on thermal deformation of cylinder bore with orthogonal experiment method of aluminum alloy cylinder block in diesel engine

Using aluminum alloy materials provides an efficient and direct method for achieving engine weight reduction. In this study, a thermo-mechanical coupling simulation model of the diesel engine was established to investigate the deformation of cylinder bores in both cast iron and aluminum alloy cylinder blocks. The reliability of the simulation model is validated by the temperature field test of the cast iron cylinder. Four evaluation indexes, namely average roundness, cylindricity, coaxiality, and light leakage, were used to assess the deformation of the cylinder bore. The results indicate that the temperature is the primary factor contributing to the deformation in both cast iron and aluminum alloy cylinder bores. Under thermo-assembly condition, the average roundness, cylindricity, coaxiality, and light leakage rate of aluminum alloy cylinder bore were observed to be higher by 36.71 %, 12.69 %, 14.77 %, and 18.85 %, respectively, compared to those of cast iron cylinder bore. To decrease the deformation of the cylinder bore, the orthogonal experiment method was used to study the three factors affecting the heat dissipation of the water jacket. It was discovered that extending the water jacket extends upward was the most effective way to reduce the temperature of the cylinder block. By selecting the optimal combination scheme for simulation calculations, an optimized cylinder temperature of 162 °C, with the maximum deformation of the cylinder bore decreasing by 13.64 %. Additionally, the average roundness, cylindricity, coaxiality, and light leakage rate of the cylinder bore showed reductions of 17.48 %, 21.8 %, 23.00 %, and 14.10 %, respectively, when compared to the original aluminum alloy cylinder block.

Effect of Weight Percent Mg and Heat Treatment on the Mechanical Properties of Al10Si Aluminum Alloy Casting Products Car Chassis Materials

Innovation in the automotive field is now growing rapidly. New materials are considered to be incorporated in automotive design if they have economic and vehicle performance benefits. This research investigates the change of the Magnesium (Mg) addition and heat treatment to the mechanical properties and microstructure of the car chassis prototype with Al10Si Aluminum alloy base material. The process of casting using the High-Pressure Die Casting method. Variation of Mg (3, 4, 5 wt%) to increase the strength of mechanical properties of Al10Si aluminum alloy material. In the casting process, the first Al10Si heated up to 690°C. Mg is incorporated into the heating furnace, then stirred by a mechanical stirrer. Stirring speed of 90 rpm and stirring time of 120 seconds. After it has poured into the mold, the casting temperature is 740°C. Then cools the room to room temperature 39°C. Then performed, heat treatment, using the method of age hardening and artificial aging. The test results prove that the hardening heat treatment makes the grain size smaller. Small grain size, then increase the strength of the material with the addition of Mg elements.

Modeling and Validation of a Passenger Car Tire Using Finite Element Analysis

This paper focuses on the modeling and analysis of a four-groove passenger car tire, size 235/55R19, using finite element analysis. The Mooney–Rivlin material model is employed to define the hyperelastic behavior of the tire rubber compounds for all solid elements. The tire rim is modeled as a rigid body using aluminum alloy material, and the beads are modeled as beam elements using steel material. The tire model is validated in both static and dynamic domains through several simulations and is compared to published measured data. The tire is validated using footprint and vertical stiffness tests in the static domain. In the static footprint test, a steady-state vertical load is applied, and the tire–road contact area is computed. In the vertical stiffness test, a ramp vertical load is applied, and the tire’s vertical displacement is measured to calculate the tire’s vertical stiffness. In the dynamic domain, the tire is validated using drum-cleat and cornering tests. In the drum-cleat test, a drum with a 2.5 m diameter and a cleat with a 15 mm radius is used to excite the tire structure and obtain the frequency of the vertical and longitudinal first modes of vibration, that is, by applying the fast Fourier transformation (FFT) of the vertical and longitudinal reaction forces at the tire center. In addition to this test, the tire model is pre-steered on a flat surface with a two-degree slip angle and subjected to a steady state linear speed of 10 km/h to predict the cornering force and compute the cornering stiffness. In addition, the effect of tire longitudinal speed on the rolling resistance coefficient is then predicted at zero slip angle using the ISO 28580 rolling resistance test. The findings of this research work provide insights into passenger car tire–road interaction analysis and will be further used to perform tire rubber compound material model sensitivity analysis.

Hot Deformation Behavior and Microstructure Evolution of Al-7.92 Zn-1.64 Mg-2.00 Cu Alloy

During the thermal deformation of aluminum alloy materials, the deformation conditions such as deformation volume, temperature and strain rate are important factors that influence the deformation mechanisms such as work hardening, dynamic recovery and dynamic recrystallization. Under the interaction of different deformation mechanisms, the properties of aluminum alloy materials will change significantly. In this study, isothermal hot compression experiments were conducted on the Al-7.92 Zn-1.64 Mg-2.00 Cu alloy to analyze its hot flow behavior (T = 250~450 °C, ɛ̇ = 0.001~1 s−1). The obtained flow behavior data were used to construct an Arrhenius-type constitutive equation and processing maps, investigating organizational evolution under diverse hot deformation conditions. The results show that the energy dissipation rate can reach 0.37 when the deformation temperature T = 380~450 °C and the strain rate ɛ̇ &lt; 0.1 s−1, suggesting that the material is most suitable for thermal deformation processing at high temperatures and low strain rates. At a strain rate of 0.1 s−1 and a temperature of 450 °C, the percentage of recrystallized grains and substructures increased by 7.20% and 3.14%, respectively, compared to 300 °C, which is due to the severe dynamic recovery and dynamic recrystallization. At 350 °C and 0.1 s−1, there was a higher percentage of recrystallized grains and substructures, 5.44% and 5.87% higher, respectively, than at a strain rate of 1 s−1, indicating that the release of dislocation accumulation due to deformation storage energy will be more favored at low strain rates, which promotes the enhancement of the dynamic recrystallization mechanism.

Investigation of the Bending Properties of Ex situ Functional Metal Foams

In each industry, compromises have to be made when choosing materials. Lower-density materials have a significant advantage in the automotive sector, especially due to rising fuel prices, since weight reduction can lower overall fuel consumption. The advantageous properties of metal foams, such as low density, high specific strength, and excellent energy absorption, should be researched and exploited in as many areas and ways as possible. This research aims to perform and evaluate the bending tests of ex situ functional metal foams: aluminum alloy matrix (AlSi7Mg) was used, which was filled with Ø2.5–3.0 mm lightweight expanded clay aggregate particles and surrounded by thin-walled aluminum tubes (AlMgSi0.5) with a wall thickness of 2 mm and an outer diameter of Ø32 mm. Empty tubes, foam-filled tubes (with and without structural epoxy adhesive) and metal matrix syntactic foams were compared based on their flexural strength and energy absorption capacity. Quasi-static three-point bend tests were carried out up to 25 mm deflection. The foam-filled tubes with epoxy adhesive showed an average of 6% increase in flexural strength compared to the foam-filled tubes without adhesive and a 145% increase compared to the metal matrix syntactic foams.

Effect of Milling Time and Reinforcement Volume Fraction on Microstructure and Mechanical Properties of SiCp-Reinforced AA2017 Composite Powder Produced by High-Energy Ball Milling.

The influence of milling time and volume fraction of reinforcement on the morphology, microstructure, and mechanical behaviors of SiCp-reinforced AA2017 composite powder produced by high-energy ball milling (HEBM) was investigated. AA2017 + SiCp composite powder with different amounts of SiC particles (5, 10, and 15 vol%) was successfully prepared from gas-atomized AA2017 aluminum alloy powder with a particle size of <100 μm and silicon carbide (SiC) powder particles with an average particle size of <1 μm. An optical microscope (OM), X-ray diffraction (XRD), and scanning electron microscope (SEM) were utilized to characterize the microstructure of the milled composite powder at different milling periods. The results indicated that the SiC particles were homogeneously distributed in the AA2017 matrix after 5 h of HEBM time. The morphology of the particles transformed from a laminar to a nearly spherical shape, and the size of the milled powder particles reduced with increasing the content of SiC particles. The XRD analysis was carried out to characterize the phase constituents, crystallite size, and lattice strain of the composite powders at different milling periods. It was found that with increasing milling time and SiC volume fraction, the crystallite size of the aluminum alloy matrix decreased while the lattice strain increased. The average crystallite sizes were reduced from >300 nm to 68 nm, 64 nm, and 64 nm after 5 h of milling, corresponding to SiC contents of 5, 10, and 15 vol%, respectively. As a result, the lattice strain increased from 0.15% to 0.5%, which is due to significant plastic deformation during the ball milling process. XRD results showed a rapid decrease in crystallite size during the early milling phase, and the minimum grain size was achieved at a higher volume fraction of SiC particles. Microhardness tests revealed that the milling time has a greater influence on the hardness than the amount of SiC reinforcements. Therefore, the composite powder milled for 5 h showed an average microhardness three times higher than that of the unmilled powder particles.

Characterizing damage patterns and evolution in Multi-Hole GLARE laminates under tensile load via integrated AE and DIC techniques

In this study, a combined numerical simulation and experimental approach was employed to investigate the mechanical behavior and damage mechanisms of multi-hole GLARE laminates with varying off-axis angles under static tensile loading. Digital image correlation techniques were used to monitor changes in the strain field near the open hole region. The acoustic emission parameters were used to recognize damage patterns and evolution. The progressive damage evolution processes of various GLARE components were investigated using a 3D finite element model (FEM) based on the Hashin strain criterion and cohesive zone modeling. The results indicate that GLARE experiences damage modes such as aluminum alloy breakage, matrix cracking, fiber/matrix debonding, delamination, and fiber breakage. The frequency ranges associated with the five damage modes are as follows: [0–50 kHz], [100–175 kHz], [175–220 kHz], [220–300 kHz], and [300–400 kHz]. The dominant damage mode throughout the tensile phase is matrix cracking, but the ultimate failure of the specimen is determined by aluminum alloy breakage and fiber breakage. In addition, increasing the off-axis angle of the multi-hole leads to a shift in the final failure mode from tensile-dominated to tensile shear-dominated, while also slightly reducing the overall initial stiffness of the specimen.

Characteristics of ejecta resulting from hypervelocity impact on Al/Mg explosive welding clad materials

In this study, we propose the use of a clad material, created from aluminum alloy A1100P-H24 and magnesium alloy AZ31B-H24 through explosive welding, as a Whipple shield for space applications. Two kinds clad materials with thickness ratios of Mg: Al = 0.5: 0.5 and Mg: Al = 0.7: 0.3 made from explosive welding, are compared to the current standard, the 1 mm thick A6061-T6 Whipple shield utilized in the international space station. By explosive welding low density, high specific strength, and high impact strength magnesium alloy with aluminum alloy, clad materials achieved 16.8% and 23.7% reduction in area density compared to A6061-T6. In the context of space debris mitigation, we performed hypervelocity impact tests on these clad materials. Detailed comparisons were made between the impact characteristics of the explosive welded clad materials and A6061-T6 by examining the perforation hole size and shape, and by collecting and analyzing the ejecta produced during impact. The experimental results revealed that the clad material with the thickness ratio of Mg: Al = 0.7: 0.3 experienced delamination at the material interface due to the penetration of projectile. On the other hand, the Mg: Al = 0.5: 0.5 clad material exhibited a perforation hole pattern comparable to that of monolithic aluminum and magnesium alloy materials. The cumulative number distribution of ejecta indicated that the clad material with a Mg: Al = 0.5: 0.5 ratio could reduce ejecta production. To further evaluate interface delamination, post-impact ultrasonic analyses were performed on the clad materials.

Research on joint strength and energy absorption of CFRP and Al sheets bonded-FDS hybrid joining

The application of a composite-metal alloy lightweight body structure is one of the ways to achieve lightweight in an automobile. Materials such as carbon fiber reinforced polymer (CFRP) and aluminum alloys are widely used in the automotive industry due to their excellent performance. However, the significant differences in performance parameters between CFRP and aluminum alloy materials make joining heterogeneous materials challenging. Therefore, a rational joining process is crucial for the development of CFRP–aluminum alloy structures. This study proposes a hybrid joining method that combines flow drill screw (FDS) and adhesive bonding to join commonly used aluminum alloy sheets with CFRP sheets in automotive body manufacturing. Finite element analysis simulations were used to compare and characterize the failure modes of the bonded-FDS hybrid joints in tensile tests. The results were verified for accuracy. Tensile tests were conducted to compare the mechanical performance and failure modes of bonded joints, FDS joints, and hybrid joints. By analyzing the load–displacement curve, it was found that the FDS process in the hybrid joining damages the internal structure of the adhesive layer. However, the joint strength is still higher than that of the single joint strength, and the energy absorption value is about 4.7 times that of the adhesive and 1.6 times that of the FDS. This study provides a new industrial solution and serves as a reference for failure performance in composite material structures in the automotive industry, especially in cases involving one-sided access joining points.

Erosion rate of AA6082-T6 aluminum alloy subjected to erosive wear determined by the meta-heuristic (SCA) based ANFIS method

Abstract AA6082-T6 aluminum alloy is used in different engineering applications. The erosive wear takes places in many machine parts. The prediction of wear amounts for aluminum alloy materials is complicated and nonlinear phenomena. The fuzzy inference systems (FIS) and the artificial neural networks (ANNs) have a series of properties on modeling nonlinear systems. In this study, it was aimed to determine the optimum erosive wear parameters in terms of wear resistance. This study suggests a meta-heuristic (sine–cosine algorithm-SCA) Based ANFIS prediction model for prediction of wear behavior of AA6082-T6 aluminum alloy within various impingement pressure, impact velocity, impingement angle and particle sizes. In this study, a model is developed that determines the optimum erosive wear parameters to achieve the minimum wear rate. The erosion rate-SCA Based ANFIS prediction model extracted reasonable results. Estimation capability has been achieved to 99.81 % by the proposed model.

Feasibility study of a very big crawler crane using composite materials

The main goal of this research is to design a very big crawler crane adopting composite material to lightweight the machine itself and compare its performance with the one made of classical structural steel. The research starts by sizing the main boom, assuming three different materials: steel, aluminium alloy and composite material. Many load conditions were involved and different criteria were assumed; there are stress safety factors, stiffness, dynamic performance (modal) and buckling phenomenon which is a very important parameter. Then other innovative load conditions were applied to the crane boom: moving load and time-varying wind speed to study the mechanical behaviour of the new solutions. The last step involves the design of additional elements: counter boom, counterweight, ropes, etc., and evaluating the final weight of the entire machine designed with innovative materials. In particular, the weight of the machine in steel configuration is about 5715 kN while this value reduces to 4670 kN and 3830 kN respectively for aluminum and composite material configurations. In other words, for the composite material solution, the final weight is about 67 % of the same machine built with steel, this value decreases to 34 % if only the main boom is evaluated.