| In the automotive industry, aluminum alloys have been widely used and partially replaced the conventional steel structures in order to decrease the weight of a car and improve its fuel efficiency. This Thesis focuses on the development of laser joining of light-weight materials, such as aluminum alloys and high-strength galvanized steels. Among different joint types, the coach-peel configuration is of a specific design that requires a heat source capable of heating up a large surface area of the joint. Coach-peel joints applied on the visible exterior of a car require a smooth transition from the weld surface to the panel surface and low surface roughness without any need for post-processing. Although these joints are used as non-load-bearing components, a desirable strength of the weld is also needed. A fusion-brazing process using a dual-beam laser allows the automotive components such as the roof and side member panels to be joined in a coach-peel configuration with a high surface quality as well as an acceptable strength of the weld. To improve the weld surface quality, processing parameters such as laser beam configuration, laser-wire position, and shielding gas parameters were optimized for joining of aluminum alloy to aluminum alloy. Laser power was optimized for dual-beam laser joining of aluminum alloy to galvanized steel at high speed. The feasibility of joining as-received panels with lubricant was also explored. The identification of strain hardening models of aluminum alloys was conducted for the mechanical finite element analysis of the joint.;Control of the molten pool solidification through the selection of laser beam configuration is one approach to improve joint quality. Laser joining of aluminum alloy AA 6111-T4 coach peel panels with the addition of AA 4047 filler wire was investigated using three configurations of laser beam: a single beam, dual beams in-line with the weld bead, and dual beams aligned perpendicular to the weld bead (herein referred to as cross-beam). To compare the three joining processes, the transient heat distribution, cooling rates, and solidification rates were analyzed by three-dimensional finite element models using ANSYS. Microstructure evolution, tensile strength, fracture mechanisms, and surface roughness of joints were investigated accordingly.;To improve the weld surface quality of aluminum joints, the laser-wire position and the gas parameters were optimized. Visualization of the gas flow by a CCD camera revealed the effects of nozzle shape, flow rate, inclination angle of the gas tube, nozzle position, and gas compositions (argon and helium) on the weld surface quality. The suppression of plasma plume and the effects of oxidation on the molten pool were illustrated in detail. With an optimized set of processing parameters, the weld surface roughness (Ra) of approximately 1 microm can be achieved.;The feasibility of fabricating the aluminum alloy panel joint in the as-received condition, i.e., with stamping lubricant, by using the cross-beam laser was investigated. Two commercial mineral oils, Bonderite L-FM MP-404 and Ferrocote 61 MAL HCL, were applied onto clean panels prior to joining in order to simulate the conditions of the production environment. The formation and growth of hydrogen bubbles inside the molten pool, the stability of welding process, and the possible energy absorption capability of the porous weld were explained.;Besides joining of similar materials, cross-beam laser was applied to join aluminum alloy 6111 to hot-dip galvanized steel in the coach-peel configuration. The filler material was not only brazed onto the galvanized steel but also partially fusion-welded with the aluminum panel. Through adjusting the laser power to 3.4 kW, a desirable wetting and spreading of filler wire on both panel surfaces could be achieved, and the thickness of intermetallic layer in the middle section of the interface between the weld bead and steel was less than 2 microm. To better understand the solid/liquid interfacial reaction at the brazing interface, two rotary Gaussian heat source models were introduced to simulate the temperature distribution in the molten pool by using the finite element method. Joint properties were examined in terms of microstructure and mechanical properties.;Simulation of the mechanical response of a coach-peel joint is instructive for improvement of the joining process. The effective true stress-strain curve of fusion-brazed AA 4047 was difficult to obtain experimentally. Therefore, the von Mises isotropic flow function of the weld bead was inversely derived by image-based finite element analysis. Through iterative correction, the predicted tensile response of the coach-peel joint matched well with the experiment. The von Mises fracture stresses at the fusion zone boundary and the brazing interface were identified, respectively. |
