report on ammc's

1. DEPT, MECHANICAL SEACET 1
AMMCS
INVESTIGATION OF MECHANICAL, STRUCTURAL
AND TRIBOLOGICAL PROPERTIES OF ALUMINIUM
METAL MATRIX COMPOSITE (AMMC’S) FABRICATED
BY FRICTION STIR PROCESSING

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CHAPTER-1
SYNOPSIS:
Aluminium has any attractive properties compared to steel used in
aerospace, automobile, marine and other industries. Due to their high strength and
light weight, appearance, frabricability and corrosionresistance. The requirement
of excellent properties such as high specific strength, superior wear resistance,
and low thermal expansion has empathized. The use of aluminium metal matrix
composite, friction stir processingis a solid state technique based on principle of
friction stir welding is used for material processing in order to modify
microstructure and mechanical properties. The non-consumable tool rotates and
simultaneous. The tool has downward force that pushes it again the joint and
linear that permit it to complete the process.
In the presence, AA5083-H111/Nano Al2O3 AMC (aluminium
matrix composite) will be produced byfriction stir process technique, in order to
investigate the mechanical, structural and tribological properties.
The optimised parameters will be considerbased onliterature AA5083-H111 that
is rotational speed of 1000RPM , welding / transvers speed 40mm/min straight
square tool pin profile. After processing the test specimen will be prepared to
ASTM to evaluate the micro hardness and tensile properties also microstructure
the processed AMC‘s will be studied.
KEYWORDS:
Aluminium metal matrix composites, hardness, tensile strength,
friction stir processing weld structure.

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CHAPTER-2
INTRODUCTION
Friction stir processing (FSP)
It is a method of changing the properties of a metal through intense,
localized plastic deformation. This deformation is produced by forcibly inserting
a non-consumable tool into the work piece, and revolving the tool in a stirring
motion as it is pushed laterally through the work piece. The precursor of this
technique, friction stir welding, is used to join multiple pieces of metal without
creating the heat affected zone typical of fusion welding.
When ideally implemented, this process mixes the material without
changing the phase (by melting or otherwise) and creates a microstructure with
fine, equated grains. This homogeneous grain structure, separated by high-angle
boundaries, allows some aluminium alloys to take on superplastic properties.
Friction stir processing also enhances the tensile strength and fatigue strength of
the metal. In tests with actively cooled magnesium-alloy work pieces, the micro
hardness was almost tripled in the area of the friction stir process.
Process
In friction stir processing (FSP), a rotating tool is used with a pin and a shoulder
to a single piece of material to make specific property enhancement, such as
improving the material’s toughness or flexibility, in a specific area in the micro-
structure of the material via fine grain of a second material with properties that
improve the first. Friction between the tool and work pieces results in localized
heating that softens and plasticizes the work piece. A volume of processed
material is produced by movement of materials from the front of the pin to the
back of the pin. During this process, the material undergoes intense plastic
deformation and this results in significant grain refinement. FSP changes

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physical properties without changing physical state which helps engineers create
things such as “high-strain-rate super plasticity”. The grain refinement occurs on
the basematerial improving properties ofthe first material, while mixing with the
second material. This causes for the base material’s properties. This allows for a
variety of materials to be altered to be changed for things that may require other
difficult to acquire conditions. The processes branches off of friction stir welding
(FSW) which uses the same process to weld two pieces of different materials
together without heating, melting, or having to change the materials’ physical
state. Fig 2.1 shows process of friction stir process
FIG 2.1 SHOWS THE PROCESS BEHIND FRICTION STIR
PROCESS

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CHAPTER-3
OBJECTIVES:
I. To summarize the composite of friction stir processing technology.
II. Prepare design matrix to trial run of friction stir processingusing design of
experiments which varies welding parameters.
III. Preparation of Nano powders using anyone available synthesis technique.
IV. Fabrication of weldment with reinforced or doping. Nanoparticle into
matrix material using optimal speed, transvers speed, tool pin profile or
characterisation of friction stir processing joints.
V. Characterisation of mechanical, structural and tribological properties of
friction stir processing joints.

6. DEPT, MECHANICAL SEACET 6
AMMCS
CHAPTER-4
APPLICATION OF AA5083-H111
 Shipbuilding
 Vehicle bodies
 Pressure vessels
 Marine applications
 Drilling rings
 Transportation equipment’s
 TV and communication towers
SHIPBUILDING
The application of aluminium alloys is increasing in all the industries
due to its combination of properties as
 Low weight
 Good mechanical resistance and
 Good corrosion resistance
One of the industries where the application of aluminium is becoming
more important is shipbuilding which is one of main responsible for the transport
of people and goods in the world. The need of fast and less expensive ships,
demands for the advantages of Friction Stir Welding (FSW). Typically,
shipbuilding applies wrought aluminium alloys of series 5XXX and 6XXX. The
transfer of the FSW into industrial applications, such as shipbuilding, demands
for a detailed investigation about the influence of corrosionin the performance of
both parent materials and welded joints. The main mechanisms of corrosionthat

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have been evaluated in AA5XXX are the intergranular corrosion and the
exfoliation. (1)
Fig. High speed aluminium ferry containing numerous friction stir welded
components. (Hydro Aluminium).
VEHICLE BODIES
 Today, the new revolution in car design is the use of new materials
in the vehicle structure.
 As fuel economy restrictions become tighter, manufacturers must
find new ways to meet them.
 This has led them away from using so much steel in the vehicles,
and more and more are moving towards aluminum.
 Aluminium is about 3 times lighter than steel per unit volume, but
can be made just as strong using certain alloys/shapes/bonding
methods.
 Because ofthis, AL parts can bethicker, and thus stronger, than their
steel counterparts, all while weighing less.
 The first production vehicle to move to an Al frame was the Audi
A8 in 1994.

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 This allowed Audi to make their full-size car lighter than the
competitions (BMW, Mercedes, Lexus...), thus giving them the edge
in performance & handling
 While Al may seem like a miracle metal for car production, there is
a reasonnot all cars are made from Al... It costs alotmore than Steel.
 The most obvious advantage to using aluminum in place of steel in
cars is aluminum weighs less.
Audi A8 Audi R8
PRESSURE VESSELES
DRILLING RINGS
The application opportunities of aluminium alloy drill pipe (ADP) in
geothermal drilling environments. With the improved development into ultra-
high energy extraction regions, the geothermal drilling industry is under high
demand and is being tested to drill deeper, faster, and at reduced costs in order to

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make geothermal competitive economically and to satisfy energy demands. The
achievement of greater drilling depths requires the advancement of the drilling
industry to address limitations in the weight capacity of the drill rigs and the
temperature limitations of the drilling components. Aluminium alloy drill pipes
(ADP), sometimes referred to as Lightweight Aluminium Drill pipes (LADP)
have been used in the drilling industry in Russia for many years. Due to ADP’s
lightweight and high strength to weight ratio there are several advantages over
conventional steel pipe. These advantages include the use of larger diameter drill
pipe with thicker walls which increase annular flow; reduced pressure loss inside
the drill pipe, resulting in smaller pump requirements; reduced derrick loads and
hook loads due to reduced weight per length compared to steel and increased
buoyancy effects in drilling fluids, resulting in smaller rigs or greater depth
penetrations with current rigs; and reduced stresses in a number ofdrilling design
parameters. The application ranges of ADP utilization was studied in regards to
temperature limitations, critical buckling loads and strength of materials,
geothermal fluid chemistry, drilling fluid pressure losses and hydraulics, load
comparisons, tool joint bonding, and economical cost analysis.(2)
FIG SHOWS DRILLING RINGS

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CHAPTER-5
Literature Survey
Friction stir welding;
Friction Stir Welding (FSW)is a solid-state welding process created and patented
by The Welding Institute (TWI) in 1991. It is a relatively novel joining
technology, which has caught the interest of many industrial sectors, including
automotive, aeronautic and transportation due to its many advantages and clear
industrial potential. The process adds new possibilities within componentdesign
and allows more economical and environmentally efficient use of materials. The
main advantage of FSW over traditional welding technologies is that joining is
achieved below the melting temperature avoiding deterioration of the material
microstructure and joint mechanical properties often seen in traditional welding,
and adding new dimensions to design and component optimization. Another
important consequence is that the problems related to the working environment
when using traditional arc welding processes, namely air pollution and ultraviolet
light are absent with FSW. Many lightweight materials and in particular
aluminum alloys may be joined by this technique, including the aluminum alloys
used in the civil engineering (5xxx and 6xxx series), which are difficult to join
by traditional welding techniques [3].
Properties of aluminium5xxx series;
5xxx Series. The major alloying element in 5xxx series alloys is mag- cesium.
When it is used as a major alloying element or with manganese, the result is a
moderate-to-high-strength workhardenable alloy. Magnesium is considerably
more effective than manganese as a hardener, about 0.8% Mg being equal to
1.25% Mn, and it can beadded in consider- early higher quantities. Alloys in this
series possess good welding characteristics and good resistance to corrosion in

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marine atmospheres. However, certain limitations should be placed on the
amount of cold work and the safe operating temperatures permissible for the
higher-magnesium alloys (over ~3.5% for operating temperatures above ~65 °C,
or 150 °F)to avoid susceptibility to stress-corrosioncracking. Figure 2 shows the
relationships between someof the more commonly used alloys in the 5xxx series.
[4]
AA5083-H111 series:
Aluminum Alloy 5083 is known for exceptional performance in extreme
environments. 5083 is highly resistant to attack by both seawater and industrial
chemical environments. Alloy 5083 also retains exceptional strength after
welding. It has the highest strength of the non-heat treatable alloys but is not
recommended for use in temperatures in excess of 65 °C.
MECHANICAL PROPERTIES OF AA5083-H111.
Tensile Strength 270 - 345 MPa
Hardness Brinell75 HB.
WELDABILITY OF AA5083-111:
Weld ability – Gas: Average
Weld ability – Arc: Excellent
Braze ability: Poor
Weld ability – Resistance: Excellent
FABRICATION OF AA5083-111:
Machinability: Poor
Workability – Cold: Average [3].

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GENERIC PHYSICAL PROPERTIES:
Density-2.65 g/cm³
Melting Point -570 °C
Thermal Expansion- 25 ×10−6 /K
Modulus of Elasticity- 72 GPa
Thermal Conductivity-121 W/m.K
Electrical Resistivity-0.058 ×10−6Ω.
Discussions regarding FS welds of AA5083-H111:
The AA 5083-H111 aluminum alloy, in combination with FSW, is at this moment
the most used alloy in the ship building industry and starting to be also more
present in the field of civil engineering. Because in the civil engineering field
there is not so much information about Aluminum and FSW, it is necessary to
have a good understanding ofthe process inthis direction. So, a series of research
programs are necessary to find some answers for the combination 5083-H111 +
FSW in the field of civil engineering, starting with simple elements as aluminum
plates.
It is known that the formation of friction stir welded zone is affected by the
material flow behavior under the action of the rotating tool. On the other hand,
the material flow behavior is direct influenced by the material properties such as
yield strength, ductility, hardness of the base material, tool design and FSW
parameters.
Usually, the friction stir welded joints are defect free joints since no melting takes
place during the welding process and the metals are joined in the solid state due
to the heat generated by the friction between the tool shoulder and components

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surfaces and flow of metal by the stirring process. The generated heat has to be
high enough to ensure a proper material flow in order to produce defect free
joints. Therefore the process parameters have to be in such manner combined to
produce the proper heat amount for a good joint. [3]
EXPERIMENTAL PROCEDURE:
A FSW tool made of high carbon and high chromium steel (HCHCr) having
straight square(SS)pin profile without draft was used to weld the alloys. The tool
had a shoulder diameter of 18 mm, pin diameter of 6 mm and pin length of 5.7
mm. The FSW tool was manufactured using CNC turning center and wire cut
EDM (WEDM) machine to get a accurate profile. The tool was oil hardened to
63HRC. Aluminum alloys AA6351-T6 and AA5083-H111 were used in this
work. Their chemical composition is shown in Table 1. Plates with dimensions
of 100 mm× 50 mm × 6 mm were prepared from the rolled plates. AA6351-T6
and AA5086-H111 alloys were respectively kept on the advancing side and
retreating side of the joint line. The FSW line was parallel to the rolling direction
of AA5083-H111 and perpendicular to the rolling direction of AA6351-T6. This
joint choice was made to induce the most severe mechanical combination . The
dissimilar butt welding was carried out on an indigenously built FSW machine .
Three joints were fabricated at three different welding speeds of 36, 63 and 90
mm/min. The rotational speed was kept as 950 r/min. After the welding process,
the joints were visually inspected for exterior defects and it was found that the
joints were free from any external defects. A specimen was cut from the welded
plate perpendicular to the FSW line to carry out the microstructural
characterization. The specimen was prepared as per standard metallographic
procedure and etched with modified Keller reagent followed by Wecks reagent.
[5]

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Fabrication of FSW Tool:
FEW tool made of High Speed steel having a pin profile of straight circular was
used to weld the joints. Toolhas a shoulder of diameter 14mm, a pin diameter of
4mm and a pin length of 4mm.
The design of the tool is a critical factor as a good tool can improve both the
quality of weld and the maximum possible welding speed . It is desirable that the
tool material is sufficiently strong, tough and hard at the welding temperature.
Effect of welding speed on microstructure and mechanical properties of friction
stir welded aluminum alloy was investigated by Sakthivel et.al. The influence of
FSW parameters on the grain size of the stir zone and the formability of friction
stir welded 5083 aluminum alloys was examined by Tomotake Hirata et.al. The
Aluminum plates were friction stir welded at various rotational speeds (850-
1860rpm) and travel rates of 30 to160 mm/min with welding forces ranging from
2.5 to 10 MPa, using different diameters welding heads was investigated byWang
and Liv [8]. From these experiments it has found that dimensions of the welding
head are critical to produce sound weld.

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CHAPTER-6
ADVANTAGES OF FRICTION STIR WELDING PROCESS
 The process advantages result from the fact that the FSW process takes
place in the solid phase below the melting point of the materials to be
joined.
 Friction stir welding can use purpose-design equipment or modified
existing machines tool technology.
 Low shrinkage, even in long welds excellent mechanical properties in
fatigue, tensile and bend tests
 No arc or fumes
 No porosity
 No spatter
 Can operate in all position
 Energy efficiency
 No filler wire required
 No gas shielding for welding aluminium
 Can weld aluminium and copperof >75mm thickness in one pipe.(6)

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DISADVANTAGES OF FRICTION STIR WELDING PROCES
 Large forces: order of magnitude 10 KN(backing plate required)
 Rigid clamping system needed
 Hole at the end if the weld
 The problem if the weld gap greater than 10% material thickness
 Investigation cost(equipment with high stiffness)
 Licence cost
 Other welds flams are possible

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CHAPTER-7
APPLICATIONS OF FRICTION STIR WELDING
Freezer panels
 The first commercial application of friction stir welding concerned the
manufacture of hollow aluminium panels for deep freezing of fish on
fishing boats ( Figs 7.1 & 7.2). These panels are made from friction stir
welded aluminium extrusions.
FIG 7.1 shows Sapa FSW panel for pre-pressing of fish blocks before quick freezing. The
panel is Welded from both sides
FIG 7.2 shows Joint design of Sapa's freezer panels

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Panels for deck and wall construction
 Pre-fabricated wide aluminium panels for high-speed ferryboats can be
produced by friction stir welding and are commercially available (Figs
(A) & (B)).
 The panels are made by joining extrusions, which can be produced in
standard size extrusion presses. Compared to fusion welding.
 The heat input is very low and this results in low distortion and reduced
thermal stresses.
Fig. (A). FSW catamaran side-wall with cut-out sections for windows at Marine Aluminium
in Haugesund, Norway
Fig. (B). Prefabricated FSW panel for half the width of the superstructure of a cruise liner
 After welding the panels can be rolled for road transport, as they are stiff
only in the longitudinal direction (Fig(C)). When they can be transported
by ship, they can be stacked on top of each other (Fig (D)).

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Fig.(C). Prefabricated FSW panel for a catamaran sidewall, rolled for road transport
Fig. (D). Prefabricated FSW panel for a catamaran sidewall. Straight panel for ship
transportation at Marine Aluminium in Haugesund, Norway
(Thomas W M, Nicholas E D, Needham J C, Murch M G, Temple-Smith P and
Dawes C J (TWI): 'Improvements relating to friction welding'. European Patent
Specification

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REFERENCE
1- Anderson, T.- New developments within the aluminium shipbuilding
industry.
2- Jellison M: Drill Pipe and Drill Stem Technology, Drilling Contractor,
March/April, (2007), 16-22.)
3- www.twi-global.com>friction-stir-welding