Rade, et al, International Journal of Advanced Engineering Research and Studies

E-ISSN22498974

Review Article

ENHANCEMENT OF SHEAR STRENGTH OF ADHESIVE

JOINT USING GEOMETRICAL CHANGES ON LAPPED
SURFACES
1

Prashant Sudhiranjan Rade, 2Prof. Dhiraj Deshmukh, 3Swapnil S. Kulkarni

Address for Correspondence

ME-Design-pursuing, 2Head of Mech. Engg. Dept. SSBTs College of Engineering, &Technology, Jalgaon
3
Director-Able Technologies India Pvt. Ltd., Pune
INTRODUCTION
LITERATURE REVIEW
Materials can be joined by using a variety of
Pressures on costs and vehicle weight (meeting
methods. Up to about 60 years ago, the principal
Corporate Average Fuel Economy (CAFE)
joining techniques were by mechanical fastening
regulations), while meeting safety goals, further
(screws, rivets, bolts, etc.) or by welding, soldering or
accentuate the challenge, driving the industry
brazing. All of these methods had advantages and
towards new, less costly materials and processes. The
disadvantages. During the Second World War, a
trend towards recycling the entire vehicle, already
series of novel adhesives, developed by Dr Norman
relatively strong in Europe, has recently begun to
de Bruyne at the company which became to be
affect material and fastening choices in auto interiors
known as Ciba, was used for structurally bonding
in North America. Thus, new materials and processes
aircraft such as the de Havilland Mosquito. Since that
are continuously under development. Many of these
time, enormous advances have been made in
require changes in fastening or in companion
adhesive bonding technology. With the benefit of
construction materials, such as adhesives [2].
science and experience, we can now use adhesive
Tsai [3] in his study proposed an improvement to the
joints in load-bearing engineering situations which
classical theoretical solutions for adhesive lap joints
can withstand many years of use. As well as aircraft,
(including double and single-lap joints). The
adhesives are widely used in motor cars, and nearly
adherend shear deformations have been included in
all lightweight structures. They are being used to
the theoretical analysis by assuming a linear shear
locate bearings and gears, and even to transfer loads
stress (strain) through the thickness of the adherends.
in enormous structures such as are used in civil
The assumptions and the improved solutions have
engineering [1].
been validated by comparing with the experimental
Pressures on costs and vehicle weight (meeting
and numerical solutions. It has been shown that the
Corporate Average Fuel Economy (CAFE)
improved theoretical solutional provide a better
regulations), while meeting safety goals, and further
prediction than the classical solution, especially with
accentuate the challenge, driving the industry towards
the adherends relatively low transverse shear
new, less costly materials and processes. The trend
stiffness. The classical solutions which neglect the
towards recycling the entire vehicle, already
adherend shear deformations over-estimate the nonrelatively strong in Europe, has recently begun to
uniformity of the adhesive shear distributions and the
affect material and fastening choices in auto interiors
maximum adhesive shear stress (strain). It is also
in Asia. Thus, new materials and processes are
known that the classical solutions can be recovered
continuously under development. Many of these
from the improved solutions. The critical parameter
require changes in fastening or in companion
related to the adherend shear deformation, which
construction materials, such as adhesives [2].
affect adhesive shear stress (strain) distribution, have
Some of the advantages of using adhesives include
been identified.
the following:
Yang [5] developed an analytical model to predict the
stress distribution within the specimen specified in
invisible bonding;
ASTM D3165 Strength Properties of Adhesives in
even distribution of the bond stress;
Shear by Tension Loading of Single-Lap-Joint
ability to join dissimilar substrates and surfaces;
Laminated Assemblies. In the developed model, the
ability to fill gaps;
composite adherends were assumed elastic
elimination of vibration failure;
orthotropic, and the adhesive was assumed elastic corrosion protection;
perfectly plastic. Experimental joint strength data was
reduced manufacturing/assembly costs;
used in conjunction with the developed model to
bond strength;
define the failure criterion for cohesive failure mode.
potential for dual functionality; and
Finite element analyses were conducted to
ability to fit into tight spaces.
simulate the behavior of both ASTM D5656
Standard Test Method for Thick-Adherend Metal
Lap-Shear Joints for Determination of the StressStrain Behavior of Adhesives in Shear by Tension
Loading and ASTM D 3165 test specimens for
deformation, stress distribution, and failure. In
the finite element models, aluminum adherends
were assumed elastic-perfectly plastic, and the
adhesive stress-strain relation was determined by trial
calculations of ASTM D 5656 specimens and
comparison to experimental results.
Both the
equivalent plastic strain criterion and the fracture
mechanics approach with J-integral were used as
[1]
Figure 1: Common adhesive joints of loaded in shear

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Rade, et al, International Journal of Advanced Engineering Research and Studies

failure criteria.
Predicted joint strengths were
compared with experimental data.
Curley [7] used a fracture-mechanics approach to
predict the cyclic-fatigue performance of the
adhesively-bonded single-lap joint and a typical
bonded component, represented by an adhesivelybonded top-hat box-beam joint. The joints were
tested under cyclic-fatigue loading in either a wet or
dry environment, respectively. Several steps were
needed to predict the cyclic-fatigue lifetime of these
joints. Firstly, fracture-mechanics tests were used to
obtain the relationship between the rate of fatigue
crack growth per cycle, da/dN, and the maximum
strain-energy release-rate, Gmax, applied during the
fatigue cycle for the adhesive/substrate system under
investigation, in both a dry and a wet test
environment. Secondly, analytical and finite-element
theoretical models were developed to describe the
variation of the strain-energy release-rate with crack
length, as a function of the applied fatigue loads, for
the single-lap joint and the top-hat box-beam joint.
Thirdly, the experimental results from the short-term
fracture-mechanics tests, obtained under similar test
conditions and in the same environment as were used
for the single-lap or bonded box-beam joints, were
combined with the modelling results from the
theoretical studies. This enabled the cyclic-fatigue
performance of the single-lap or bonded box-beam
joints to be predicted over relatively long timeperiods. Finally, the agreement between the
theoretical predictions and the experimentallymeasured cyclic-fatigue behaviour for the joints was
found to be very good.
Godzimirski [9] proposes a method for determination
of mechanical properties of adhesive layers
(necessary for numerical calculations) by means of
samples from a glue cast subjected to compression as
well as a method of taking adhesion into account in
numerical calculations of adhesive bonds.
Additionally, a method of numerical modelling of
adhesive bonds subjected to shearing was proposed.
It was proved that, due to the actual shape of the
adhesive layer edge, it can be modelled by one layer
of finite elements in numerical calculations.
Her [10] developed a simplified one-dimensional
approach to model the adhesive bonding for singlelap joint and double-lap joint. A simply analytical
solution is obtained and compared with the two
dimensional finite element results. Good agreement
between these two results demonstrate that the
present approach can provide a simple but accurate
solution, which is very useful in joint design.
PROBLEM DEFINITION
The process of design for an adhesive joint is similar
to that of any structure. It begins with a specification
of required joint characteristics, covering the
geometry/material of the adherends/adhesive, load
magnitude/direction, fatigue properties, appropriate
safety factors, and environmental considerations.
Some form of analysis must then be carried out,
allowing the designer to select the most appropriate
geometry and/or materials to produce an efficient,
cost-effective solution.
The most important functional characteristic of a
joint is strength, since its contribution toward
stiffness is typically small. More varied and
demanding applications of composite materials and
adhesive bonding have emphasized the importance of
Int. J. Adv. Engg. Res. Studies/III/I/Oct.-Dec.,2013/40-42

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accurate calculation of stress and strain, and hence

the conditions that may bring about failure. However,
even simple joints exhibit complex geometric
behavior when loaded, generating an equally
complex distribution of stresses.
Theoretical prediction of joint failure is most
commonly achieved by calculation of adhesive
stresses, followed by the application of suitable
failure criteria. To simplify the problem it is also
assumed that failure occurs within the adhesive
(cohesive failure), rather than at the interface between
adherent and adhesive (adhesive failure). While
experience has shown this to be the case for the
majority of well-made metallic joints, composite
adherends can often fail by delamination before the
adhesive fails. As a result, it becomes increasingly
difficult to analyze the problem and successfully to
apply failure criteria based upon bulk material
specimens.
Despite the various basic assumptions made, this is as
far as many engineers go when predicting joint
strength but it can serve as a quick ``rule-of-thumb''
estimation that does not require a calculator.
Volkersen (1938) improved this simple model of
shear strength by taking into account the tensile
extensions in the adherends. His shear-lag equations
combined these elastic deflections with the shear
deformation of the adhesive, and predicted that the
shear stress should peak towards the ends of the
adherends, as shown in Figure 2. In the middle of the
joint, the shear stress will be a minimum. Adherends
which are unequal in stiffness will produce an
asymmetric shear stress distribution.

Figure 2: Volkersen's elastic adherend model [1]

Most of structures are formed by connecting different

component through the joints. In adhesive bonding,
the load is transmitted from one adherend to another
adherend smoothly through the adhesive layer in the
overlap region i.e. the adhesive serves as medium for
load transmission. The objective of this investigation
is to estimate the maximum shear strength of the
joint. The major difference between adhesive
bonding and mechanical fastening is the bonded area.
The area of adhesive bonding is larger than that of
mechanical fastener. The stress concentration is
minimized due to larger bonded area, and the stress
distributions becomes more uniformly in the overlap
region.
OBJECTIVE OF PROPOSED WORK
The major objective of the proposed
research work is to enhance the shear
strength of a lap joint.
To propose a joint preparation technique, to
develop a robust joint which can sustain
maximum possible shear strength.
To develop a mathematical model for
optimized joint conditions, this gives
maximum shear strength for different lap
joint comprising different elements.
EXPERIMENTAL PROCEDURE
The tests specimen will be prepared as per ASTM
D1002 (refer figure 3).

Rade, et al, International Journal of Advanced Engineering Research and Studies

2.

L = Lap length, mm
b = Width of the plate, mm
t1 = Thickness of plate 1, mm
t2 = Thickness of plate 2, mm
P = Applied load

Figure 3 : Lap Joint Test Specimen as per ASTM D1002

Follolwing parameters will be considered for shear

strength analysis;
(a) Type of Adherend Aluminium
(i) Aluminium Aluminium
Case 1: when t1 = t2
Case 2: when t1 < t2
Case 3: when t1 > t2
(b) Adhesive Lap Length 20 mm, 25 mm, 30 mm,
35 mm
(c) Adhesive Layer Thickness0.25 mm, 0.5 mm,
0.75mm, 1 mm
(d) Adherend Thickness 2 mm, 3 mm, 4 mm, 5 mm
(e) Curing Time and TechniqueASTM (American
society for testing & materials) standards
(f) Method of Surface PreparationAbrasive belt
cleaning.

Figure 4: Plates with grooves

Following steps will be considered for shear strength

analysis:
1) Grooves present only on plate 1
2) Grooves present only on plate 2
3) Grooves present on both plates (plate 1 & 2)
JOINT TESTING
The initial failure load of the single-lap joints was
obtained by conducting tests at a constant
displacement-rate of 0.5 mm/min, and the maximum
load was recorded. The failure load per unit width
and the initial failure stress were calculated by
dividing the measured failure load by the bonded
width and area, respectively. These tests were
conducted in a dry environment, i.e. at 23 10C and
approximately 55% relative humidity.

Figure 5 : Universal Testing Machine (fitted with

recirculating ball screw)

REFERENCES
1.

R. D. Adams and J. Comyn, Joining Using

Adhesives, Assembly Automation, 20(2), pp. 109-117,
2000

Int. J. Adv. Engg. Res. Studies/III/I/Oct.-Dec.,2013/40-42

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Susan Anderson, Adhesives in Automotive Interiors

Versatile and Economical Bond Solutions, Product
Development, pp. 72-75, 2003
3. M. Y. Tsai, Improved Theoretical Solutions for
Adhesive Lap Joints, International Journal of Solids
Structures, 35(12), pp. 1163-1185, 1998
4. Samuel Fays, Adhesive Bonding Technology in the
Automotive Industry, Adhesion and Interface Review,
4(2), pp. 37-48, 2003
5. Charles Yang, John S. Tomblin, and Zhidong Guan,
Analytical Modeling of ASTM Lap Shear Adhesive
Specimens, DOT/FAA/AR-02/130, 2003
6. A. Baldan, Adhesively-bonded joints in metallic
alloys, polymers and composite materials: Mechanical
and environmental durability performance, Journal of
Material Science, 39, pp. 4729-4797, 2004
7. A. J. Curley et. Al., Predicting the Service life of
adhesively-bonded joints, International Journal of
Fracture, 103, pp. 41-69, 2000
8. Hans Nordberg, Fatigue Properties of Stainless Steel
Lap Joints, SAE International, 2005- 01-1324
9. J. Godzimirski, Numerical Calculations of Adhesive
Joints Subjected to Shearing, Journal of Theoretical
and Applied Mechanics, 45(2), pp. 311-324, 2007
10. S. C. Her, Stress Analysis of Adhesively-Bonded Lap
Joints, Composite Structures, 47, pp. 673-678, 1999