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- Fatigue (3) (entfernen)
In lightweight car body shell mass production, due to requirements on vehicle weight reduction and carbon dioxide emissions, joining of advanced high strength steels (AHSS) with different joining procedures and especially hybrid bonding techniques is becoming more and more important. One of these hybrid bonding techniques is the combination of resistance spot welding and adhesive bonding called weldbonding. One of the important advantages of weldbonded joints in comparison to resistance spot welded joints are the enhanced mechanical properties. To guarantee sufficiently high quality conditions regarding the strength of the weldbonded joints, the influences of the applied adhesive systems and of different base metal combinations are studied. This is carried out for both non-corrosive and corrosive environments and for the choice of different joining parameters settings. In particular, the mechanical behaviour of the weldbonded joints is investigated under quasi-static, impact and fatigue loads. Furthermore, the energy absorption of the weldbonded joints for both non-corrosive and corrosive environments is studied. It is shown that the weldbonded joints possess higher mechanical strengths in all load cases (quasi-static, impact and fatigue). Corrosive attack affects weldbonded joints, and the quasi-static strength is reduced. Resistance spot welded joints are not affected by the corrosive attack, but even after several weeks of corrosive attack, the quasi-static strength of weldbonded joints remains higher than that of resistance spot welded joints.
A method is reported with which heat affected zone (HAZ) cracks in a specific region of spot welded joints, made of advanced high strength steels, could be realised. The influence of HAZ cracks on the fatigue behaviour, which is the focus of the contribution, was studied by evaluating the stiffness characteristics as a function of the number of cycles N in comparison with crack-free specimens, i.e. by analysing HAZ and fatigue cracks on the specimen surface and the surface of fatigue fractures containing beach marks. It was found that the fatigue cracks are not initiated at the HAZ cracks. The number of cycles to failure Nf is not significantly reduced for specimens with HAZ cracks. Overall, the examinations did not reveal any influence of HAZ cracks on the fatigue strength of resistance spot welded joints.
Resistance spot welded joints made of two advanced high strength steels (AHSS) and one high strength steel (HSS) were examined. In the high cycle fatigue regime tests were realised for one loading condition, and the load and the displacement were measured. From the load and displacement range, the stiffness was calculated and in situ normalised to its value after 1000 cycles. It was thus possible to use the normalised stiffness evaluated during the experiment as failure criterion for the fatigue test of resistance spot welded joints. In order to evaluate this failure criterion, fatigue cracks were produced in the three different steel grades mentioned above according to user-specified levels of the normalised stiffness. It was found that the fatigue crack area increases linearly and the through-sheet-thickness crack length exponentially with decreasing stiffness. The comparison of the fatigue crack propagation during the fatigue test of the three different tested base metals showed very similar values. The comparability of fatigue tests performed on spot welded joints might thus be improved by the in situ evaluated stiffness as a failure criterion. This can be also used in further work to verify results of computer simulations of the stress intensity factor at spot welds with the help of experimental results.