Environmental Resistance and Fatigue Behaviors of Epoxy/Nano-Boron Nitride Thermally Conductive Structural Film Adhesive Toughened by Polyphenoxy

The thermally conductive structural film adhesive not only carries large loads but also exhibits excellent heat-transfer performance, which has huge application prospects. Herein, a novel epoxy (Ep) thermally conductive structural film adhesive was prepared using polyphenoxy (PHO) as the toughening agent and film former, boron nitride (BN) nanosheets as the thermally conductive filler, and polyester fabric as the carrier. When the amount of PHO in the epoxy matrix was 30 phr and the content of nano-BN was 30 wt.% (Ep/PHO30/nBN30), the adhesive resin system showed good film-forming properties, thermal stability, and thermal conductivity. The glass transition temperature of Ep/PHO30/nBN30 was 215 °C, and the thermal conductivity was 209.5% higher than that of the pure epoxy resin. The Ep/PHO30/nBN30 film adhesive possessed excellent adhesion and peeling properties, and the double-lap shear strength at room temperature reached 36.69 MPa, which was 21.3% higher than that of pure epoxy resin. The double-lap shear strength reached 15.41 MPa at 150 °C, demonstrating excellent high temperature resistance. In addition, the Ep/PHO30/nBN30 film adhesive exhibited excellent heat-aging resistance, humidity, and medium resistance, and the shear strength retention rate after exposure to the complicated environment reached more than 90%. The structural film adhesive prepared showed excellent fatigue resistance in the dynamic load fatigue test, the double-lap shear strength still reached 35.55 MPa after 1,000,000 fatigue cycles, and the strength retention rate was 96.9%, showing excellent durability and fatigue resistance.

Powder Epoxy for One-Shot Cure, Out-of-Autoclave Applications: Lap Shear Strength and Z-Pinning Study

Large composite structures manufactured out-of-autoclave require the assembly and bonding of multiple parts. A one-shot cure manufacturing method is demonstrated using powder epoxy. Lap shear plates were manufactured from powder epoxy and glass fiber-reinforced plastic with four different bonding cases were assessed: secondary bonding using standard adhesive film, secondary bonding using powder epoxy, co-curing, and co-curing plus a novel Z-pinning method. This work investigates the lap shear strength of the four cases in accordance with ISO 4587:2003. Damage mechanisms and fracture behavior were explored using digital image correlation (DIC) and scanning electron microscopy (SEM), respectively. VTFA400 adhesive had a load at break 24.8% lower than secondary bonding using powder epoxy. Co-curing increased the load at break by 7.8% compared to powder epoxy secondary bonding, with the co-cured and pinned joint resulting in a 45.4% increase. In the co-cured and co-cured plus pinned cases, DIC indicated premature failure due to resin spew. SEM indicated shear failure of resin areas and a large amount of fiber pullout in both these cases, with pinning delaying fracture phenomena resulting in increased lap joint strength. This highlights the potential of powder epoxy for the co-curing of large composite structures out-of-autoclave.

Fatigue Performance of Metal–Composite Friction Spot Joints

Friction spot joining is an alternative technique for joining metals with polymers and composites. This study investigated the fatigue performance of aluminum alloy 2024/carbon-fiber-reinforced poly(phenylene sulfide) joints that were produced with friction spot joining. The surface of the aluminum was pre-treated using various surface treatment methods. The joined specimens were tested under dynamic loading using a load ratio of R = 0.1 and a frequency of 5 Hz. The tests were performed at different percentages of the lap shear strength of the joint. Three models—exponential, power law, and wear-out—were used to statistically analyze the fatigue life of the joints and to draw the stress–life (S–N) curves. The joints showed an infinite life of 25–35% of their quasi-static strength at 106 cycles. The joints surpassing 106 cycles were subsequently tested under quasi-static loading, showing no considerable reduction compared to their initial lap shear strength.

Synthesis and characterization of polyurethane and its nanocomposite adhesive derived from biobased isocyanate and polyol

In the current research, the vegetable oil based polyurethane nanocomposite (PUNC) adhesive was prepared using transesterified castor oil (CO) based polyol, partially biobased aliphatic isocyanate (PBAI) and organically modified montmorillonite nanoclay (Closite 30B). The transesterified CO was synthesized by reacting CO with ethylene glycol, which was confirmed using proton nuclear magnetic resonance (1HNMR) analysis. Further, the prepared polyurethane (PU) and its nanocomposite adhesive with specific NCO: OH molar ratio 1.3:1 was confirmed by Fourier transform infrared spectroscopy (FTIR) analysis. The increasing of wt% of nanoclay loading level up to 3% into PU matrix increased the lap shear strength of the adhesive systems. Subsequently, the effect of polyurethane nanocomposite adhesives on the bonding strength of wood-to-wood and aluminum-to-aluminum substrate was studied using lap shear strength test. The nanoclay was observed to effectively intercalate into the polymer matrix. Moreover, the phase separation in PU and PUNC adhesive was studied using atomic force microscope (AFM) and differential scanning calorimetry (DSC) analysis.

Ultrasonic spot welding of lightweight alloys

Automotive and aerospace sectors have a pressing need for structural components that are lighter and stronger, aiming to improve energy efficiencies and reduce anthropogenic environment. Steel has already a wide variety of structural applications in the transportation industry due to its excellent properties. To further reduce CO2 emissions, lightweight magnesium (Mg) and aluminum (Al) alloys have increasingly been used in the vehicle fabrication due to their lower density, higher specific strength and stiffness, excellent size stability and process ability. The structural application of these alloys inevitably involves welding and joining of similar Mg-to-Mg and Al-to-Al, and dissimilar Mg-to-Al, Mg-to-steel and Al-to-steel. Resistance spot welding produces coarse grains, large defects and thick brittle intermetallic compounds (IMCs) in the weld metal. Alternative solid-state welding processes are being considered such as ultrasonic spot welding (USW), which produces coalescence through the simultaneous application of localized high-frequency vibratory energy and moderate clamping forces. In this study, USW was successfully carried out on similar Mg alloy and dissimilar Mg-to-Al, Mg-to-steel and Al-to-steel alloys. The overall objective of this work is to gain a better understanding of the dominant factors determining the joint performance, with particular emphasis on the microstructural evolution, crystallographic texture, micro-hardness, lap shear strength, fatigue resistance, fatigue life prediction model and fracture analysis of similar and dissimilar USWed joints. Overall, USWed Mg-to-Mg is stronger and more consistent in terms of weldability than the dissimilar USWed Mg-to-Al, Mg-to-steel and Al-to-steel. This was attributed to the large volume of thick brittle IMCs and significantly higher welds center hardness in dissimilar metals welding, which is the main cause of joint failure. The IMCs were confirmed by XRD, EDS and micro-hardness measurement tests.. Therefore, another objective of this study is to minimize the presence of brittle IMCs and engineer an acceptable intermetallic layer to produce sound joints between Mg-to-Al, Mg-to-steel and Al-to-steel. A third material (tin foil or zinc coating) was placed in-between the work pieces. With this procedure, the lap shear strength of the welded samples was increased. The detailed microstructural characterization and mechanical properties of welded joints with an interlayer are presented.

Ultrasonic spot welding of lightweight alloys

Automotive and aerospace sectors have a pressing need for structural components that are lighter and stronger, aiming to improve energy efficiencies and reduce anthropogenic environment. Steel has already a wide variety of structural applications in the transportation industry due to its excellent properties. To further reduce CO2 emissions, lightweight magnesium (Mg) and aluminum (Al) alloys have increasingly been used in the vehicle fabrication due to their lower density, higher specific strength and stiffness, excellent size stability and process ability. The structural application of these alloys inevitably involves welding and joining of similar Mg-to-Mg and Al-to-Al, and dissimilar Mg-to-Al, Mg-to-steel and Al-to-steel. Resistance spot welding produces coarse grains, large defects and thick brittle intermetallic compounds (IMCs) in the weld metal. Alternative solid-state welding processes are being considered such as ultrasonic spot welding (USW), which produces coalescence through the simultaneous application of localized high-frequency vibratory energy and moderate clamping forces. In this study, USW was successfully carried out on similar Mg alloy and dissimilar Mg-to-Al, Mg-to-steel and Al-to-steel alloys. The overall objective of this work is to gain a better understanding of the dominant factors determining the joint performance, with particular emphasis on the microstructural evolution, crystallographic texture, micro-hardness, lap shear strength, fatigue resistance, fatigue life prediction model and fracture analysis of similar and dissimilar USWed joints. Overall, USWed Mg-to-Mg is stronger and more consistent in terms of weldability than the dissimilar USWed Mg-to-Al, Mg-to-steel and Al-to-steel. This was attributed to the large volume of thick brittle IMCs and significantly higher welds center hardness in dissimilar metals welding, which is the main cause of joint failure. The IMCs were confirmed by XRD, EDS and micro-hardness measurement tests.. Therefore, another objective of this study is to minimize the presence of brittle IMCs and engineer an acceptable intermetallic layer to produce sound joints between Mg-to-Al, Mg-to-steel and Al-to-steel. A third material (tin foil or zinc coating) was placed in-between the work pieces. With this procedure, the lap shear strength of the welded samples was increased. The detailed microstructural characterization and mechanical properties of welded joints with an interlayer are presented.

Mechanical Properites Of Fiber Laser Welded And Friction Stir (Spot) Welded Lightweight Alloys

Mechanical properties of fiber laser welded (FLWed), friction stir welded (FSWed), and friction stir spot welded (FSS weld) AZ31B-H24 Mg and Al 5754 alloys were studied. After welding, grains at the weld centre became recrystallized. β-Mg17A112 particles appeared in the fusion zone of the joints during laser welding, while a characteristic interfacial layer consisting of A112Mg17 and Al3Mg2 was observed in the A1/Mg dissimilar FSS weld. In FLWed joints, a joint efficiency of ~91% with superior yield strength, ultimate tensile strength and fatigue strength was achieved at a higher welding speed. In FSWed joints, a higher welding speed of 20 mm/s and lower rotational rate of 1000 rpm led to higher YS, but lower ductility, strain-hardening exponent and hardening capacity. In FSS weld joints, Mg/Mg, A1/A1 FSS welds and Al/Mg adhesive, Mg/A1 adhesive FSS welds had a significantly higher lap shear strength and fatigue life than the A1/Mg FSS weld.

Mechanical Properites Of Fiber Laser Welded And Friction Stir (Spot) Welded Lightweight Alloys

Mechanical properties of fiber laser welded (FLWed), friction stir welded (FSWed), and friction stir spot welded (FSS weld) AZ31B-H24 Mg and Al 5754 alloys were studied. After welding, grains at the weld centre became recrystallized. β-Mg17A112 particles appeared in the fusion zone of the joints during laser welding, while a characteristic interfacial layer consisting of A112Mg17 and Al3Mg2 was observed in the A1/Mg dissimilar FSS weld. In FLWed joints, a joint efficiency of ~91% with superior yield strength, ultimate tensile strength and fatigue strength was achieved at a higher welding speed. In FSWed joints, a higher welding speed of 20 mm/s and lower rotational rate of 1000 rpm led to higher YS, but lower ductility, strain-hardening exponent and hardening capacity. In FSS weld joints, Mg/Mg, A1/A1 FSS welds and Al/Mg adhesive, Mg/A1 adhesive FSS welds had a significantly higher lap shear strength and fatigue life than the A1/Mg FSS weld.

Microstructure and mechanical properties of an ultrasonic spot welded aluminum alloy: the effect of welding energy

The aim of this study is to evaluate the microstructures, tensile lap shear strength, and fatigue resistance of 6022-T43 aluminum alloy joints welded via a solid-state welding technique–ultrasonic spot welding (USW)–at different energy levels. An ultra-fine necklace-like equiaxed grain structure is observed along the weld line due to the occurrence of dynamic crystallization, with smaller grain sizes at lower levels of welding energy. The tensile lap shear strength, failure energy, and critical stress intensity of the welded joints first increase, reach their maximum values, and then decrease with increasing welding energy. The tensile lap shear failure mode changes from interfacial fracture at lower energy levels, to nugget pull-out at intermediate optimal energy levels, and to transverse through-thickness (TTT) crack growth at higher energy levels. The fatigue life is longer for the joints welded at an energy of 1400 J than 2000 J at higher cyclic loading levels. The fatigue failure mode changes from nugget pull-out to TTT crack growth with decreasing cyclic loading for the joints welded at 1400 J, while TTT crack growth mode remains at all cyclic loading levels for the joints welded at 2000 J. Fatigue crack basically initiates from the nugget edge, and propagates with “river-flow” patterns and characteristic fatigue striations. Keywords: aluminum alloy; ultrasonic spot welding; EBSD; microstructure; tensile strength; fatigue