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Numerical Study of Rotary Friction Welding of Automotive Components

Więckowski Wojciech, Lacki Piotr, Derlatka Anna, Wieczorek Paweł

Advances in Science and Technology. Research Journal

2024

Vol. 18, no 4

336--346

The aim of the research was to select a material from which a washer can be made, so that it can be connected to an E355 steel tube by Rotary Friction Welding (RFW). It was decided to choose the steel grade X6CrMo17-1. The numerical model of the RFW process was built using the finite element method (FEM) using the ADINA System software. The numerical model takes into account the friction coefficient with variable values depending on the temperature. Numerical simulations of the process made it possible to determine the temperature fields in the weld cross-section. For the assumed process parameters: rotational speed of 14,000 rpm, friction time of 1.5 s and friction force of 600 N, the peak temperature occurred in the middle of the friction surface at the end of the friction phase and amounted to 1050 C. The results of the temperature analysis are one of the most important parameters for the implementation of subsequent calculations, such as the calculation of structural changes, hardness, residual stresses and deformations.

Numerical simulation of plastic deformation in direct-drive friction welding of AISI 4140 and ASTM A106 steel tubes

Khosrowshahi J. Hashemi, Sadeghi M. H., Rasti A.

Archives of Civil and Mechanical Engineering

2020

Vol. 20, no. 4

268--280

Direct-drive friction welding of ASTM A106 and AISI 4140 steel tubes has been investigated both experimentally and numerically. A remeshing technique was implemented to accurately simulate highly distorted flashes during the FE simulation. The results revealed that the circumferential thermal expansion led to a higher contact pressure at the inner diameter of the interface and consequently, inner flashes were formed up to 18% larger than the outer ones. The maximum temperature was also located at the outer diameter of the interface in the first moments of the process, then it moved towards the center of the section where there was a balance between the higher slipping rate at the outer section and greater pressure at the inner section of the joint. Validation tests showed the capability of the FE model in terms of temperature, flash cross-section, and axial shortening with the maximum difference of 18.6%.