SPR only rose to prominence during the last decades when it was adopted by Audi to join the structural panels in the all-aluminium Audi A8. Although RSW of aluminium is still possible using specially designed electrodes, SPR is still the most preferred option for joining aluminium components. Aluminium can also react and contaminate the copper spot welding tip, reducing the tool life. RSW is not suitable for aluminium joints because aluminium has high thermal conductivity and low melting point the electrical conductivity of aluminium also makes the electrical current requirement for RSW process high. It was first developed as an alternative to the resistance spot welding (RSW) process for joining of aluminium. Self-piercing riveting (SPR) process was originated around half a century ago and it was mainly used by appliance and packaging industry. This paper is divided into three major sections: 1) joint failures focusing on joint defects originated from the SPR process and joint failure modes under different mechanical loading conditions, 2) joint corrosion issues, and 3) joint optimisation via process parameters and advanced techniques. In this paper, SPR joints of advanced materials and their corresponding failure mechanisms are discussed, aiming to provide the foundation for future improvement of SPR joint quality. However, SPR joining of these advanced light materials remains a challenge as these materials often lack a good combination of high strength and ductility to resist the large plastic deformation induced by the SPR process. The application of SPR in the automotive sector has become increasingly popular mainly due to the growing use of lightweight materials in transportation applications. Self-piercing riveting (SPR) is a cold forming technique used to fasten together two or more sheets of materials with a rivet without the need to predrill a hole.
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