Riveting Research Articles

Deformation behavior of aluminum alloy rivets for aerospace applications

For many decades, solid rivets made of high-strength aluminum alloys have been used for mechanical joining of aircraft structures. For numerical modeling of riveting processes the detailed description of the deformation behavior of the rivets is of utmost importance; however, only very little reliable material data are available. Therefore, this study reviews and investigates the deformation behavior of commercial MS20426AD3-5 countersunk rivets made of aluminum alloy AA-2117-T4 as typically used in aerospace applications. The self-consistent procedure for determining the material-specific flow curve includes (i) the exact preparation of cylindrical samples, (ii) compression testing of the samples at testing speeds of 0.05 mm/s, 0.5 mm/s and 5 mm/s, and (iii) inverse numerical modeling of the testing procedure. In general, the compliance of the testing setup must be considered for obtaining reliable flow curves, especially when testing small samples. The determined flow curve of aluminum alloy AA-2117-T4 showed higher yield stress and more distinct initial strain hardening than most of the flow curves published in literature. Although the flow curve did not show any significant strain rate dependency, notable softening due to deformation-induced adiabatic heating of the compressed sample was observed at the highest testing speed. However, the fracture strain seems to be strain rate-dependent, because samples deformed at the low testing speed did not show any signs of macroscopic fracture, whereas local fracture occurred in samples deformed at the medium and high testing speeds.

The Energy Consumption of the Process of Joining Steel Sheets with the Use of Clinching With and Without an Additional Rivet, and Analysis of Sheet Deformation and Mechanical Strength of Joints

This paper presents the results of research on the impact of the use of different tools and the shape of the additional rivet, on the geometric quality of the joint, the energy consumption of the forming process, the distortion of the steel samples, and the load capacity of the joints. The tests were carried out for DX51D steel sheets with a thickness of 1.5 [mm] joined by using three different sets of tools. A steel rivet with a hardness of 400HV1 and various shapes was used for the tests. In addition to the full rivet, two types of rivet were used, the first with a through hole and the second with a depth of hole of 3 [mm]. The holes in the rivet had different diameters: 1.0, 1.5, 2.0 and 2.5 [mm]. The influence of changing the shape of the rivet (hole and its diameter) on the change in forming force and energy consumption of the joining process was analyzed. The lowest forming force was achieved for a rivet with a through hole and a hole diameter of 2.5 [mm]. The lowest joint forming force was obtained for the die with movable segments. For joints made with three tool arrangements and a series with a modified rivet, the amount of sheet metal deviation was analyzed. Of the three cases of arrangement of tools used to form the joint, the largest deviation of the sheets occurred at the clinch joint formed with a solid round die. In the case of a series of clinch-rivet joints with a modified rivet, the greatest deviation of the sheets occurred for the rivet with a hole of 1.5 [mm]. Changes in the geometric structure of the joint were also studied, and changes in the surface of the sheets in the joint area were observed. The highest value of the interlock in the joint was obtained when a solid rivet was used in the clinch-riveting technology. The strength of the joints was also identified in the lap shear test and the energy consumption at failure was determined. The use of a rivet increased the maximum load capacity to almost twice that of the clinch joint.Graphical abstract

Mechanical response of carbon fiber reinforced epoxy composite parts joined with varying bonding techniques for aerospace applications

As a result of the widespread use of composite materials in primary structures of aerospace platforms, composite joining became more crucial. This study addresses the effect of joining methods on the strength of composite joints experimentally, numerically and analytically. Single lap joint shear strengths of carbon fiber reinforced epoxy composite parts joined by mechanical fastening with a pop and solid rivet, secondary bonding with a paste adhesive, co-curing and co-bonding techniques were compared. In addition, the effect of adhesive thicknesses (0.2, 0.4, 0.6, 0.76 mm) on the single lap shear strength was investigated. Carbon fiber reinforced composite (CFRP) samples were produced according to the ASTM 5868 standard. After the production of samples with varying joining methods, single lap shear tests were implemented. Moreover, the interface damage in the composites was examined by use of a scanning electron microscope (SEM) for the purpose of studying the damage mechanism. Fracture mechanisms corresponding with bonding methods were also assessed by examining the fracture surface of the composite samples. Furthermore, results were analyzed by Hypermesh, ABAQUS and ESAComp. For instance, the co-bonded sample with an adhesive film exhibits an experimental shear strength of 24.03 MPa which deviates only 3 % from the numerical expectation.

Design of aluminium solid self-piercing rivets for joining aluminium sheets by material and geometric modification

Because of their excellent lightweight properties, aluminium alloys are processed in industries across the mobility sector. A suitable and efficient process for joining structural components made of aluminium sheet metal is solid self-piercing riveting (SSPR). It eliminates the need for time-consuming preparatory work, such as the insertion of pilot holes, while making the joining process highly automatable.Due to the process technology, the rivet itself first acts as a punching tool and then as a fastener to transfer the load of the joint. This leads to high requirements for the rivet in terms of strength and ductility.In this paper, a new rivet design will be presented that focuses on adjusting the rivet geometry, as well as the material, to enable sufficient functionality in the installation and operational phase. Consequently, aluminium sheet metal can be joined in a wider range of applications using aluminium-based SSPR. With this newly developed aluminium rivet, it is possible to join the aluminium alloy EN AW-6111 PX, which is widely used in the automotive industry, up to a total sheet thickness of 3.1 mm for the first time. This development contributes to aluminium-based lightweight structures and ensures a good recyclability.

Double-flush riveting by punching and compression

This paper presents a new double-flush riveting process to fabricate flat lap joints that can be easily integrated in progressive or transfer multistage tool systems. The process is based on a punching-compression sequence and the design methodology combines experimentation and finite element modeling followed by destructive peel testing. Special emphasis is placed on the identification and selection of punch-to-die clearances to produce tapered cut surfaces that are appropriate for subsequent compression of the solid rivets into double-flush riveted lap joints. Results confirm that rivet materials with lower mechanical resistance than the sheet materials allow fabricating double-flush riveted lap joints with flat surfaces on both sides in which the mechanical interlocking in the undercut area is obtained by plastic deformation of the rivets instead of the sheets. The utilization of aluminum sheets and copper rivets allows extending the process scope of application from structural to energy distribution parts in which the electrical resistance of joints is a critical design parameter.

Investigation of the effect of sloping head fault in solid riveting on the strength of the joint

PurposeThe purpose of this study is to investigate how the sloping head fault in solid riveting affects the strength of the joint and to develop an efficient system for the solution of the problem.Design/methodology/approachFor rivet joints, 1.2-mm thick 2024-T3 plates were used. AD 2117 T4 solid rivets with a diameter of 3.2 mm were chosen for the joints. A new riveting mechanism has been created unmatched in the literature for solid rivets. In the riveting process, the bucking bar surface is positioned at a right angle to the riveting process axis. Alternative 5°, 10° and 15° fault angles were obtained. During the riveting process, a total of eight different test samples were produced, four for each of the tension-shear and cross-tension joints, by making 0°, 5°, 10° and 15° angles to the bucking bar. To determine the mechanical properties of the prepared samples, cross-tensile and linear tensile-shear tests were performed on a universal tensile testing machine. Special apparatus has been designed and produced for cross-tensile tests.FindingsAs a result of the tensile-shear tests, the decrease in the joint at 15° was 25% compared to the joint at 0°. There is no systematic change in elongation. As a result of the cross-tensile tests, there was a decrease in the cross-tensile force toward the sample with an error of 15°. Compared to the 0° joint, this decrease was approximately 14.5% in the 10° joint, while the decrease in the 15° faulty joint was 25.8%. It has been understood that riveting with an angle of 0° affects the strength very much.Originality/valueA new riveting mechanism has been created unmatched in the literature for solid rivets. Experimentally, it has been shown that forged rivets can be made very economically and properly. It has been experimentally proven how much the rivet head shape formed in the wrong forged rivet application changes the result.

Ability of Joining Composite Structures with Metal by Riveting

The technology of repairing the composite coverings of the MiG-29 airframe provides for the possibility of repairing with the use of metal battens, connected with the composite cover by riveting, with the use of metal washers protecting the composite against damage during rivet upsetting. Tests were carried out to check the possibility of replacing the composite covering repairs with solid rivets with blind rivets, which would eliminate the necessity for the troublesome disassembly and assembly of the damaged covering. The conducted research shows that the threaded blind titanium rivets meet the requirements to be substitutes for solid rivets. The performed numerical calculations show that in riveted joints, an important role in the load transfer is played by the friction forces between the joined elements, and the value of these forces depends on the pressure of the head and the tab. Titanium blind threaded rivets provide higher pressure than cold-headed ones.

Friction Spot Joining of Aluminium Alloy AA 5052 To Pre-Holed Steel AISI 1006 By Extrusion Aluminium Into A Rivet Head Die

This work aims to join an aluminium alloy together with a pre-holed carbon steel sheet by extrusion the aluminium through a steel hole with a rivet shape to avoid the joint pull out. AA 5052 and AISI 1006 sheets were assembled with a lap configuration such that the aluminium specimen was put over the steel. A rivet head die was put under the steel hole. The aluminium was extruded through the rivet head die passing through the steel hole using a friction spot technique by a rotating tool. Effect of the hole diameter, rotating speed and plunging depth of the tool on the rivet head dimensions and joints shear force and strength were analysed by the design of experiments method. Joint macrostructure was examined. The aluminium metal was successfully extruded with a rivet shape. The steel hole diameter exhibited the highest effect on the rivet head dimensions and the joints shear force. Increasing the plunging depth of the tool increased the joints shear strength. The joined samples failed by shearing the extruded aluminium at the steel hole surface without pull-out the formed rivet head. The joining mechanism occurred with a mechanical interlock and without formation inter-metallic compounds between the two materials. For the first time, the AA 5052 and pre-holed AISI 1006 sheets were joined by extrusion the aluminium through a solid rivet head. The maximum shear strength of the joint exceeded those of the AA 5052 by 55%.

Development of a rivet geometry for solid self-piercing riveting of thermally loaded CFRP-metal joints in automotive construction

Due to excellent mechanical properties, carbon fibre-reinforced plastics (CFRP) are often used for lightweight structures in the mobility sector and combined to sheet metals in order to reduce the weight of the structure. Due to different melting temperatures, the use of conventional thermal joining technologies is restricted. Therefore, the demand of efficient mechanical and adhesive joining technologies is increasing. In this publication, the damage behaviour of self-piercing riveted CFRP-metal joints subjected to thermal loading is analysed via computed tomography. Particular attention is paid to the residual stresses introduced in the CFRP, resulting from an interference-fit of the rivet and the laminate. It is shown, that primarily radial compressive stresses are responsible for the observed failure of the CFRP. With regard to these effects, geometric adaptions of the self-piercing rivet are carried out, which prevent damages occurring during the thermal loading. Therefore, a calculation method based on complex valued potential functions to determine stress concentrations in the composite with interference-fit bolts is used. The calculation is validated via optical 3D image-correlation. The damage reduction using the developed rivet is validated by means of micro-sections and single-lap shear tests.

Experimental investigation on the cross-tensile properties of tubular rivet-reinforced joints

To decrease the exterior protrusion height and improve the tensile strength of the clinched joint, a rivet-reinforcing method was implemented on the clinched joint in this study. Solid rivets and tubular rivets with the wall thickness of 1.0 mm, 1.5 mm, and 2.0 mm were employed to conduct the rivet-reinforcing experiments on the clinched joints. Mechanical interlock structure measurements and mechanical properties tests were performed on the above-mentioned reinforced joints. The results show that the rivet-reinforcing technology can significantly increase the tensile strength and improve the mechanical behavior of the clinched joint. Compared with the NRJ joint (the reinforced joint with no rivet), the static tensile strength of TRJ-1.0 (the rivet-reinforced joint with the tubular rivet of 1 mm wall thickness), TRJ-1.5 (the rivet-reinforced joint with the tubular rivet of 1.5 mm wall thickness), TRJ-2.0 (the rivet-reinforced joint with the tubular rivet of 2 mm wall thickness), and SRJ joint (the rivet-reinforced joint with the solid rivet) is separately increased by 30.05%, 24.59%, 16.28%, and 7.19%. The TRJ-1.0 joint has the highest tensile strength (1489.57 N) among the five types of reinforced joints in the cross-lap-tensile test. The energy absorption capacity of the rivet-reinforced joints decreases as the wall thickness of the tubular rivet increases. Therefore, the TRJ-1.0 joint has the highest energy absorption that is 5.890 J, while the energy absorption of the SRJ joint is the lowest, which is 2.868 J. The TRJ-1.0 joint has the most excellent strength performance in the lightweight evaluation, which with a lightweight evaluation value of [Formula: see text]. However, the TRJ-1.5 joint has the most outstanding energy absorption performance in the aspect of lightweight evaluation, with a lightweight evaluation value of [Formula: see text]. The experiment has proven that the clinched joints reinforced with 1 mm wall thickness tubular rivets have the best mechanical properties.

ANALYSIS OF MECHANICAL STRENGTH OF CONNECTION BETWEEN COMPOSITE AND ALUMINUM SHEET METAL USING HOLE CLINCHING PROCESS

Aluminum and composite materials are the types of materials that are used to construct structures on aircraft airframes. It is not uncommon for both types of materials to be used together with the joining method. In the process of connecting between two types of material in the aircraft structure, it is mostly carried out by the riveting method. This process is carried out by making a hole in the two materials according to the rivet diameter and then the hole diameter is then filled with rivets and the riveting process is carried out. The process uses rivets so that it will relatively increase the weight of the structure because there is additional rivet material. In this study, the objectives are to determine the mechanical strength of the joint between the composite and aluminum sheet metal using the mechanical clinching and riveting processes. The method used is an experimental method, namely by making test specimens with composite and aluminum, solid rivet type fasteners and punches to determine the connection of the riveting, the drilling process is carried out with a hole diameter of 3.5 mm, for the clinching method with variations in the diameter of the punch 3.5 mm, 4.0 mm. , and 4.5 mm. Then the tensile test, macro photo test were carried out. The results obtained from this research are that the maximum load increase in the specimen tested by clinching is because the damage length (gap) value is obtained at the joint boundary between the rivet and the test material.

Material–Structure–Process–Performance Integration Multi-Objective Optimization Design for Solid Rivet Joint

A material–structure–process–performance integration multi-objective optimization design of a magnesium/aluminum alloy punch-forming solid rivet joint based on Taguchi, grey relational analysis (GRA), and fuzzy rough set theory (FRST) weighting method was proposed. First, the material constitutive models of the rivet and riveted sheets were established through experiments. Second, simulation models of the rivet forming process and the pull-out and shear tests of the riveted joint were established, and corresponding experiments verified accuracy. Finally, the FRST weighting method was proposed. The integration multi-objective optimization of a rivet joint was conducted based on Taguchi, GRA, and FRST methods with optimization objectives (the rivet forming head’s dimensions and the riveted joint’s maximum pull-out and shear forces) and design variables (the material, structure, and riveting process parameters of the rivet joint). The optimal combination of design variable levels was obtained. Optimization results show that the rivet forming head’s dimensions were quite close to the recommended values after optimization, and the pull-out and shear mechanical strengths of the riveted joint were increased by 10.7% and 12.8%, respectively. Furthermore, a comparison was presented among FRST, principal component analysis, and entropy weighting methods. The FRST weighting method was concluded to be highly effective.

Mechanical joining of glass fibre reinforced polymer (GFRP) through an innovative solid self-piercing rivet

The use of a barbed solid self-piercing rivet (SSPR) is a novel approach to join fibre reinforced materials. In this study, the design of the rivet element is presented and the functionalities of the novel rivet both with and without adhesive are proven. To reduce the laminate damage and increase the joint load-bearing capacity, different rivets and tool geometries are investigated. Thereby, a modified configuration for joining a GFRP-GFRP combination is proposed. In order to determine the degree of delamination in the laminate, an ultrasonic measurement method is used. To prepare the damage-free sample for ultrasonic testing, a substitute rivet with detachable rivet head is developed. Furthermore, single lap shear tests and cross-tensile tests are conducted to characterise the joints and fracture produced after testing was performed. It is shown that the solid self-piercing riveting is a good potential to join fibre-reinforced polymer (FRP) materials without pre-drilled hole.

Process and performance characteristics of an improved friction-stir riveting process

Friction-stir riveting is a new mechanical fastening technique developed in recent years. It combines the spinning and extruding actions of friction-stir spot welding, and the interlocking created by embedding a rivet in the sheets in self-piercing riveting, producing a joint which strength stems from a compact stirred or mixed zone, an embedded solid rivet, and solid bonding. In this study a set of improved rivet design and tooling, based on the understanding of friction-stir riveting process and the joint formation gained in previous investigations, was used to join aluminum alloy sheets. The evolution of microstructure during riveting was investigated using the new rivet and tooling, and the joint structural characteristics were analyzed. A detailed study was also conducted on the effect of rivet depth of feed, the joint structures created, and the performance of these joints, compared with those using the previous rivet design and tooling. Afterwards, a statistical analysis was conducted to optimize the riveting process. Using the new rivet and tooling, and optimized riveting parameters, joints with peak load consistently exceeding 8 kN were obtained in joining 2-mm AA5052 sheets. The strength of the new friction-stir riveted joints is much higher than those obtained through other mechanical joining techniques, and even higher than resistance spot welding in joining aluminum sheets.

Analysis of the Corrosion Resistance of Aircraft Structure Joints with Double-Sided Rivets and Single-Sided Rivets

Abstract An important factor having a negative impact on the technical condition of aircraft structure elements is the adverse effect of the atmosphere, which causes formation of corrosion in aircraft structures, especially in riveted lap joints. The electric potential difference between the sheet material and the rivet, in the presence of humid air, may cause electrochemical corrosion. The paper presents specimens that imitate the repair on the Mi-24 helicopter with the use of blind rivets in places where solid double-sided rivets could not be used. The aim of the research was to assess the corrosion resistance of lap joints with the use of single-sided and double-sided rivets. The analysis of corrosion resistance was carried out based on accelerated aging tests in a salt spray chamber. The salt chamber tests were aimed at determining the changes taking place in the specimens exposed to the marine environment. In the course of periodic observations changes in the mass of the specimens and in the form of corrosion losses were recorded. These activities were aimed at determining whether the exposure of specimens in the salt chamber causes electrochemical corrosion or pillowing. In addition, the specimens were subjected to static strength tests to assess the effect of corrosion on the strength properties of riveted joints.

A STUDY OF CONNECTING METHOD FOR FRP MEMBERS USING FRTP RIVETS

A STUDY OF CONNECTING METHOD FOR FRP MEMBERS USING FRTP RIVETS

Linear Finite Element Modeling of Joined Structures With Riveted Connections

Abstract Riveted connections are widely used to join basic components, such as beams and panels, for engineering structures. However, accurately modeling joined structures with riveted connections can be a challenging task. In this work, an accurate linear finite element (FE) modeling method is proposed for joined structures with riveted connections to estimate modal parameters in a predictive manner. The proposed FE modeling method consists of two steps. The first step is to develop nonlinear FE models that simulate riveting processes of solid rivets. The second step is to develop a linear FE model of a joined structure with the riveted connections simulated in the first step. The riveted connections are modeled using solid cylinders with dimensions and material properties obtained from the nonlinear FE models in the first step. An experimental investigation was conducted to study accuracy of the proposed linear FE modeling method. A joined structure with six riveted connections was prepared and tested. A linearity investigation was conducted to validate that the test structure could be considered to be linear. A linear FE model of the test structure was constructed using the proposed method. Natural frequencies and corresponding mode shapes of the test structure were measured and compared with those from the linear FE model. The maximum difference of the natural frequencies was 1.63% for the first 23 out-of-plane elastic modes, and modal assurance criterion values for the corresponding mode shapes were all over 95%, which indicates high accuracy of the proposed linear FE modeling method.

A review on solid riveting techniques in aircraft assembling

Solid riveting is the most widely used joining technique in aircraft assembly, and the current key problems affecting practical application and reliable lifting are concentrated on static strength and fatigue. This paper aims to present a practical review on current practice and novel techniques of solid riveting for aircraft applications in order to obtain a thorough understanding of the underlying mechanisms of defect development to assist industrial users to find pragmatic solutions for safe life extension of components. At first, the current status of solid riveting processes is reviewed, and the key influencing factors on static/fatigue failure of riveted joints are identified. Effects of solid riveting design parameters, manufacturing parameters, residual stress, load transfer and secondary bending on static and fatigue strengths of riveted lap joints are discussed, followed by a review of the state-of-the-art solutions that deal with static/fatigue failures. Furthermore the new development in solid riveting techniques, including the use of different materials and riveting processes, is addressed. Finally, future research perspective and applications industrial riveting is presented.

Arthroscopic riveting with line versus lateral retinacular release plus medial patellofemoral ligament re-construction for habitual patellar dislocation

Objective To compare the clinical efficacy between arthroscopic riveting with line and lateral retinacular release plus medial patellofemoral ligament reconstruction in the treatment of habitual patellar dislocation. Methods A retrospective study was conducted of the 40 children with habitual patellar dislocation who had been treated at Department of Pediatric Orthopaedics, Foshan Hospital of Traditional Chinese Medicine from January 2016 to December 2016. They were divided evenly into an observation group and a control group according to the treatment methods (n=20). In the observation group which was treated by lateral retinacular release plus medial patellofemoral ligament reconstruction, there were 14 boys and 6 girls, with an age of 14.2±1.2 years and an average number of dislocations of 5.3±1.1 times. In the control group which was treated by arthroscopic riveting with line, there were 13 boys and 7 girls, with an age of 13.8±1.3 years and an average number of dislocations of 5.5±1.2 times. The 2 groups were compared in terms of visual analogue score (VAS), Q-angle, knee motion, Lysholm score and Kujala score of the knee at the last follow-ups. Results The 2 groups were comparable due to insignificant differences in preoperative general data between them (P>0.05). The observation and control groups were followed up for 13.3±1.2 months and 12.9±1.2 months, respectively, showing no significant difference between them(P>0.05). At the last follow-ups, the observation group had a significantly lower VAS score (2.2±0.8 pints), a significantly smaller Q-angle (14.5°±1.2°), significantly larger knee motion (30.3°±3.8°), and significantly higher Lysholm (91.6±5.3 points) and Kujala scores (93.2±2.8 points) than the control group (4.3±1.1 points, 17.8°±1.6°, 23.4°±3.4°, 81.4±4.4 points and 82.0±5.4 points, respectively) (all P<0.05). Conclusion In the treatment of habitual patellar dislocation, lateral retinacular release plus medial patellofemoral ligament reconstruction can lead to improvements in knee function and clinical symptoms and better clinical outcomes than arthroscopic riveting with line. Key words: Patellar dislocation; Arthroscopy; Bone nails; Lateral retinaculum; Medial patellofemoral ligament

Intelligent Real Time Inspection of Rivet Quality Supported by Human-Robot-Collaboration

&lt;div class="section abstract"&gt;&lt;div class="htmlview paragraph"&gt;Aircraft production is facing various technical challenges, such as large product dimensions, complex joining processes and the organization of assembly tasks. Meeting the requirements that come with large dimensions, low tolerances and small batch sizes, in combination with complex joining processes, automation and labor-intensive inspection task, is often difficult to achieve in an economically viable way.&lt;/div&gt;&lt;div class="htmlview paragraph"&gt;ZeMA believes that a semi-automated approach is the most effective for optimizing aircraft section assembly. An effective optimization of aircraft production can be achieved with a semi-automated riveting process for solid rivets using Human-Robot-Collaboration in combination with an intuitive Human-Machine-Interaction operating concept.&lt;/div&gt;&lt;div class="htmlview paragraph"&gt;While using dynamic task sharing between human and robot based on their skills, and considering ergonomics, the determined ideal solution involves placing a robot inside the section barrel. The robot’s workspace is expanded by mounting it on top of a lifting unit so that it can properly position the anvil. In the meantime, the human performs the more complex tasks of inserting the solid rivets and operating the riveting hammer from the outside of the section barrel.&lt;/div&gt;&lt;div class="htmlview paragraph"&gt;By implementing a modular control system for configuration and operation of the assembly station with a variety of interaction possibilities, human and robot can perform the collaborative riveting process effectively. Additionally, due to high forces and vibrations, which are applied by the riveting hammer, a process specific tool has been developed to prevent damage to the robot system. By equipping the tool with sensors, such as a force torque and laser line sensor, it can not only monitor the riveting process in real time, but also perform inspection tasks using artificial intelligence algorithm. The sensor data will be passed through a trained machine learning model classifying whether the scanned part is of good or bad quality. With a limited amount of data, the “online” rivet classification using sensor data reaches a classification precision of 86%, whereas the rivet classification based on pictures reaches a precision of 97%. The result of the quality inspection will be sent to the employee using Mixed Reality glasses. This will allow the operator to react appropriately and carry out necessary maintenance.&lt;/div&gt;&lt;div class="htmlview paragraph"&gt;The results are part of the project "Modularity, Safety, Usability, Efficiency by Human-Robot-Collaboration - FourByThree" (no 637095), funded by European Union's Horizon 2020 research and innovation program at ZeMA and will present semi-automation shown in the HRC riveting process. Furthermore the research is funded by the Interreg V A Großregion within Robotix-Academy project (no 002-4-09-001). The rivet quality inspection using artificial intelligence has been supported by PIKON Deutschland AG.&lt;/div&gt;&lt;/div&gt;