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Friction Stir Welding

Submitted by,
VISHNU PRABHAKAR
Roll no:-11218
M-tech
TKMCE

Introduction
Friction Stir Welding (FSW) is a solid-state joining process
FSW was developed by The Welding Institute in 1991
FSW is different from other conventional welding techniques
It is a dry welding process
The original metal characteristics remain unchanged.
FSW is still in the process of research and development

Principle of operation
A constantly rotating cylindrical-shouldered tool with a
profiled nib is traversely fed at a constant rate into the joint
between two clamped pieces of material.
The nib is slightly shorter than the weld depth required,
Friction heat, heat generated by the mechanical mixing process
and the adiabatic heat within the material, cause the stirred
materials to soften without melting.

Heat Generation
A fraction of plastic deformation energy is stored in the form of
increased defect densities
Deformation increases the dislocation density, the amount of grain
surface and grain edge per unit volume and by cutting precipitates
may force them to dissolve
local interfacial heat generation due to friction is the product of
frictional force and the sliding velocity
Interfacial deformation heat is the product of shear stress and the
velocity of the workpiece material which sticks to the tool as it
moves

Heat Transfer
During toolpin, insertion and extraction heat generation
occurs at a constant rate
the weld profile and properties remain roughly constant
during the welding phase.
The temperature and velocity fields in pseudo-steady state
are commonly obtained by solving the continuity,
momentum and energy equations for incompressible single
phase flow assuming steady state. Of the heat generated at
the shoulder-workpiece interface, some of it is transported
into the tool material while the rest enters the workpiece.

Material flow on dierent horizontal

planes
(a) 0.35 mm,

(b) 1.59 mm and

(c) 2.28 mm
below the top surface for a 304 stainless
steel plate of thickness 3.18 mm.

Tool Design
Tool design influences heat generation, plastic flow, the
power required, and the uniformity of the welded joint.
The shoulder generates most of the heat and prevents
the plasticized material from escaping from the work
piece,
Both shoulder and the toolpin affects the material flow
The tapered threads in the whorl design induce a vertical
component of velocity that facilitates plastic flow.

Various tool designs

Process Description
Butt Joints

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The material is transferred from the leading edge of the

tool to the trailing edge of the pin
Forged by the intimate contact of the shoulder-pin profile.
stirring motion tends to break up oxides on the faying
surfaces, allowing bonding between clean surfaces.
To achieve full closure pin has to pass very close to the
backplate, since only limited amount of deformation
occurs below the pin, and then only close to the pin
surface.
To avoid open root (lack of penetration) the tool axis and
the workpiece are tilted by a small angle, , typically in the
2-4O range
drawback of limiting the ability to execute nonlinear welds
and can also limit the welding speed.

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The start and end of the joint will not be fully

welded
In steel and other high melting alloys, a smalldiameter hole is predrilled in the butt line.
The weld start and end regions be machined off.

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Lap Joints
In a lap joint there is no butt line
the pin must penetrate through
the top member.
lap welds need out of plane
stirring, across the interface of
the two members being welded.
A second shoulder is introduced
in tool for lap welding

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the pin must penetrate completely through the top

member, and extend some distance into the bottom
member.
The notches on either side of the joint are potential
sites for crack initiation and, as such, they have a
profound effect on mechanical properties.
Lap joints are not as strong as butt joints, they have
adequate static and fatigue properties to replace
fastened joints.

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Processing Variables
Welding Parameters

rotational speed (rpm),

travel speed,
normal force,
lateral force,
tool attitude (tilt angle),
shoulder plunge,
penetration ligament (butt joints),
penetration into the bottom member (lap joints).

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Slower travel speeds and lower rotational speeds for harder alloys or
thicker sections.
Increasing the rotational speed or decreasing travel speeds increase heat
input and welding temperatures.
Plunge depth is defined as the depth of the lowest point of the shoulder
below the surface of the welded plate
Plunging the shoulder below the plate surface increases the pressure
below the tool
The plunge depth needs to be correctly set,
To ensure the necessary downward pressure
To ensure that the tool fully penetrates the weld.

Excessive plunge depth may result in pin rubbing on the backing plate
surface

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Tool Design & Materials

In early days simple cylinder one-piece
steel tools were used
Later threaded pins were used
This enhanced mixing and the use of
higher speeds and better quality, void free
welds.
scrolled shoulders enable welding around
corners.
The scroll shoulder eliminate weld surface
undercutting and the flash that extrudes
under the tool shoulder,
Flat ended pins are used for better stirring
action and weld penetration in butt joints,
cooling of the tool, to increase its life
The two-piece tool allows the use of pin
materials suited for specific applications

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Tool design (materials and configuration) influence

joint profile, microstructure and properties.
Tool materials affect the welding process, friction
coefficients, hence heat generation.
Tool material must be sufficiently strong, tough
and hard wearing, at the welding temperature.
It should have a good oxidation resistance and a
low thermal conductivity to minimize heat loss and
thermal damage to the machinery further up the
drive train.
Hot-worked tool steel such as AISI H13 has proven
perfectly acceptable for welding aluminium alloys
within thickness ranges of 0.5 50 mm

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Advantages
Good mechanical properties in the welded condition
Improved safety - absence of toxic fumes or the spatter of
molten material.
No consumables A threaded pin made of conventional
tool steel, e.g., hardened H13
Easily automated on simple milling machines lower
setup costs and less training.
Can operate in all positions (horizontal, vertical, etc.), as
there is no weld pool.
Generally good weld appearance and minimal thickness
under/over-matching reducing the need for expensive
machining after welding.
Low environmental impact.

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Defects
Exit hole left when tool is withdrawn.
Large down forces required with heavy-duty clamping
necessary to hold the plates together
Less flexible than manual and arc processes (difficulties with
thickness variations and non-linear welds).
Often slower traverse rate than some fusion welding
techniques, although this may be offset if fewer welding
passes are required.

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Applications Of Friction Stir Welding

Aerospace
The main rationale for employing FSW in the manufacture of
aerospace components is weight savings
Friction Stir Welding eliminates rivets, fasteners, and the need for
an overlap sheet configuration.
The butt-joint configuration facilitates joint evaluation and
quality assurance.
FSW offers the means to join Al-Li alloys
High strength and low weight is always a desirable combination.

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Ship Building
Imagine a large catamaran that can be constructed from building
blocks, just like a toy boat. All the pieces would fit perfectly together,
ensuring mastery of dimensional accuracy and simplifying any
necessary modifications. FSW represents a first step towards this type of
construction approach in shipbuilding.
The low heat input during joining assures less residual stress, resulting
in precisely welded components that require minimal fit-up work
friction stir welded products are ready-to-use. With proper design, the
elements are ready-to-use directly after welding.
One limiting factor, often mentioned when discussing FSW, is the
relatively high downforce cneeded when performing the weld.
The surface finish should be of high quality, as the aesthetic properties
of the root side of the joint will follow the backing bar.

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Automobile Application
In principle, all aluminium components in a car can be friction stir
welded
Minor modifications to the structure may be needed in order to
make it more suitable for FSW, but these should not be
insurmountable.
In larger road transport vehicles, the scope for applications is even
wider and easier to adapt
With FSW, plates of different thicknesses can be joined securely
with a high quality weld
Overlap joints are also possible with FSW, providing an alternative
solution to resistance-spot-welded or seam-welded pieces.

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SUMMARY
Friction stir welding has been a major revolution to industry. Hard materials
and engineering alloys can now be welded efficiently using this process.
FSW is an emergent technology that can be used to overcome significant
limitations of other joining processes. Its inherent mechanical property
advantages and operating cost advantages make it ideal for automotive
application.
The process has demonstrated its capabilities and been approved as a novel
method for joining aluminium and other metals. The welding process improves
existing structural properties and leaves the weld cold. In some cases, if
proper care is taken, weld properties equal those of the base material.
Significant advances have been achieved and are ongoing in developing and
evaluating FSW technologies, especially in the areas of materials, structures,
weld tools, and process innovations.
The selected overaging treatments also improve corrosion resistance of these
alloys. In structures development, FSSW holds promise for competing
favorably with conventional joining technologies