Final PR

Investigation of weld strength for diff.
weld condition using design of experiment and experimentation
CHAPTER 1
INTRODUCTION
1.1 Welding
Spot welds are provided for joining of two similar/dis-similar plates or structures. The
spot welds number and locations is very important consideration in any object as the most
possible leakage or brake chances are at this location only. So increase in the strength of
the weld is desirable thing and if we are doing that with reducing the number of spots then
it will add cost benefits as well as time benefits also, as we require less number of spots so
less time to weld and less cost of welding. [1]
Work-pieces are held together under pressure exerted by electrodes. Typically the sheets
are in the 0.5 to 3 mm (0.020 to 0.118 in) thickness range. The process uses two shaped
copper alloy electrodes to concentrate welding current into a small "spot" and to
simultaneously clamp the sheets together. Forcing a large current through the spot will
melt the metal and form the weld. The attractive feature of spot welding is that a lot of
energy can be delivered to the spot in a very short time (approximately 10100
milliseconds).[2] That permits the welding to occur without excessive heating of the
remainder of the sheet.
The amount of heat (energy) delivered to the spot is determined by the resistance between
the electrodes and the magnitude and duration of the current.[3] The amount of energy is
chosen to match the sheet's material properties, its thickness, and type of electrodes.
Applying too little energy will not melt the metal or will make a poor weld. Applying too
much energy will melt too much metal, eject molten material, and make a hole rather than
a weld.[4] Another feature of spot welding is that the energy delivered to the spot can be
controlled to produce reliable welds.
D.V.V.P.COE,M.E.(Mechanical)(Design Engineering) Page 1

Investigation of weld strength for diff. weld condition using design of experiment and experimentation
Fig 1.1: Types of Resistance welds
Projection welding is a modification of spot welding. In this process, the weld is localized
by means of raised sections, or projections, on one or both of the work pieces to be joined.
Heat is concentrated at the projections, which permits the welding of heavier sections or
the closer spacing of welds. The projections can also serve as a means of positioning the
work pieces. Projection welding is often used to weld studs, nuts, and other screw
machine parts to metal plate. It is also frequently used to join crossed wires and bars. This
is another high-production process, and multiple projection welds can be arranged by
suitable designing and jigging
This strength improvement is to be studied under application of adhesives in spot welds.

The adhesive will be added at spots and the comparative study of spot weld strength will
be done and further for same strength (existing) the number of spots will get reduced with
application of adhesives.
Resistive spot welding is a process in which contacting metal surfaces are joined by the
heat obtained from resistance to electric current.

Work-pieces are held together under pressure exerted by electrodes. Typically the sheets
are in the 0.5 to 3 mm (0.020 to 0.118 in) thickness range. The process uses two shaped
copper alloy electrodes to concentrate welding current into a small "spot" and to
simultaneously clamp the sheets together. Forcing a large current through the spot will
melt the metal and form the weld. The attractive feature of spot welding is that a lot of
energy can be delivered to the spot in a very short time (approximately 10100
milliseconds) that permits the welding to occur without excessive heating of the
remainder of the sheet. The amount of heat (energy) delivered to the spot is determined by
the resistance between the electrodes and the magnitude and duration of the current. The
amount of energy is chosen to match the sheet's material properties, its thickness, and type
of electrodes. Applying too little energy will not melt the metal or will make a poor weld.
Applying too much energy will melt too much metal, eject molten material, and make a
hole rather than a weld. Another feature of spot welding is that the energy delivered to the
spot can be controlled to produce reliable welds.
Fig 1.2: Schematic Diagram of spot welding process
CHAPTER 2

LITERATURE SURVEY
Aravinthan Arumugam, MohdAmizi et.al (2015) was published a paper on Spot

Welding Parameter Optimization to Improve Weld Characteristics for Dissimilar Metals
in that he carried out work about Optimization of spot welding parameters and he follow
The experimentation in this work used a L9 orthogonal array with three factors with each
factor having three levels. The three factors used are welding current, weld time and
electrode force. The three weld characteristics that were optimized are weld strength, weld
nugget diameter and weld indentation and he got the results that The optimum welding
schedule obtained from this work is a combination of 3 kN of electrode force, time of 15
cycles and 9 kA welding current and ANOVA analysis shows that current gives the most
significant contribution in this work to obtain optimized weld characteristics from that he
concludes Distinct improvement in the increase of weld diameter and weld strength as
well as decrease in electrode indentation [1].
Harshad Deshmukh, Prof.D.H.Burande et.al (2014) was published a Strength Analysis

of Resistance Spot Weld and Weld Bonded Single Lap Joint in that he carried out work
about This paper presents an experimental setup to take readings and he follow The
experimentation in this work used The case of two plates connected by single spot welds
is considered. Numerical results are presented and compared with experimental
measurements. The results from the proposed spot weld model show good accuracy, low
sensitivity to the element dimensions and good convergence properties and he got The
results show that the strength comparison with different mesh sizes. The original and
proposed models were compared with experimental results, illustrating the improved
performance of the new model [2].
Tomasz Sadowski Przemysaw Golewski, Marcin Kne et.al (2014) was published a
paper Investigation of spot weldingadhesive joints response in that he carried out work
about This paper presents an experimental setup to take readings he follow The
experimentation in this work used Hybrid joints obtained by a combination of two simple
techniques, e.g. by spot welding and adhesive, are relatively modern joints. This
contribution describes the modeling and testing of structural elements by application of an

angle bar and spot welding techniques with the introduction of adhesive layers between
adherents and he got the result that The final failure of the joined structural system
significantly depends on the adhesive properties and The load capacity of the hybrid
joints is more than 2 times higher in comparison with pure spot-welded joints, The energy
absorption of the hybrid joints is 6 times higher in comparison with the spot-welded
joints, The DIC system allows for monitoring the whole deformation process of complex
shaped samples indicating the strain concentration corresponding to numerical results[3].
AHMET H. ERTAS and FAZIL O. SONMEZ et.al (2008) was published a paper A
parametric study on fatigue strength of spot-weld joints in that carried out the work about
Study of effects of parameters on the fatigue life of spot-weld joints and he follow the
method In order to accurately determine the stress and strains, a nonlinear finite element
analysis was carried out taking into account plastic. Deformations, residual stresses
developed after unloading and contacting surfaces. Follow The experimentation in this
work used The design variables for spot-weld joints affecting their strengths are basically
sheet thickness, spot weld nugget diameter, number of spot welds and the joint type as
exemplified in tensile shear (TS), modified tensile shear (MTS), coach peel (CP) and
modified coach peel (MCP) specimens. He got the result The fatigue strength is
significantly improved when the thickness is increased from 1.0 mm to1.5 mm due to the
reduction in the maximum stress level. However, there is a relatively small increase in
fatigue strength when the thickness is increased from 1.5 mm to 2.0 mm and Fatigue life
of a spot-welded joint highly depends on the joint type, applied load amplitude, sheet
thickness, and the spot-weld diameter. The resistance of TS to fatigue failure is slightly
lower in comparison to MTS for small nugget diameters and thicknesses [4].
Thibaut Huin, Sylvain Dancette et.al (2016) was published a paper Investigation of the
Failure of Advance High Strength Steel Heterogeneous Spot Welds and he follow the
method Both theoretical and experimental method is used to investigate analysis. Follow
The experimentation in this work used In this work both theoretical and experimental
investigation was carried out to study the resistance of spot welding, Advance high
strength steels, Failure mode, dissimilar welding. Different experimental models were
tested to back up the results obtained theoretically. He got the result It was found that both

theoretical and experimental results are in good agreement and It was positive deviation of
the cross tension strength. [5].
SUMMERY OF LITERATURE SURVEY
Welding is very important joining process in most of the industrial applications. In case of
vehicle BIW assembly thousands of spots are given on vehicle to join the parts. It takes

time as well as cost of the same is on higher side. So the usage of adhesives in joining is
the additional option emerging now-a-days. Adhesives add strength to joints and its
comparatively less time consuming. Here its been used in combination with welding. Its
new development and need to study the effects thoroughly. So there is scope to study the
strength effects of various combinations and adhesive materials.
CHAPTER 3
PROBLEM STATMENT
3.1 Problem statement
The strength of the joints depends on number of spots in welding and Stress
concentration occurs due to number of spots.

3.2 Objective
To improve Strength of the joints.

To improve the breaking loads capacity.
Addition of Adhesives will reduce spots required for same strength.
To check impact of adhesive material on lapping length.
3.3 Methodology
Selection of Weld condition parameters depends on adhesive material, lap length

and application of adhesive.
Study of DOE, using Minitab software for finding the Combination for
experimental testing.
Testing of Finalized combination by fabricating and testing using UTM machine
for validation. (Tensile testing on UTM)
FEA analysis of combination found from Minitab, and further finding best out of
them based on strength results. (Modelling using CATIA software and analysis
using ANSYS)
3.4 ORGANISATION OF DISSERTATION
INTRODUCTION
Introduction about spot weld and weld bond, types of resistance weld, problem
statement , objectives, adhesion in welding, weld condition, methodology,
advantages, disadvantages and application.
LITERATURE SURVEY
SPOTWELD AND ITS FAILURE ANALYSIS

Concept of spot weld and failure analysis of spot weld.
ADHESIVE USED IN JOINT
Transportation equipment, Marine adhesive, Joints design.
DOE FOR REDUCING TESTING CONDITION
DOE, Taguchi method, plate condition, minitab software, combination got through
Taguchi method.
EXPERIMENTAL TESTING
List of specimen, properties of structural steel, properties of epoxy resins, UTM

machine testing.
FEA OF SPOT WELD PLATES
Introduction to ansys, statistical structural analysis of Trial 1 to Trial 16, Results

from FEA.
RESULTS AND COMPARISON
Results and comparison of experimental deformation and FEA deformation.
CONCLUSION OF PROJECT
CHAPTER 4
SPOT WELD AND ITS FAILURE ANALYSIS
4.1 Spot Weld: Weld bonding is an advanced hybrid technology that has the advantages
of spot welding and adhesive bonding combined. The stress concentration at the periphery
of spot welds is reduced and the fatigue performance of the joints is significantly
improved by the application of an adhesive. The corrosion problem in the inner surface of
the joints lap region is successfully solved at the same time. Compared with adhesive
bonded joints, the tearing strength of weld-bonded joints is superior and joint reliability is

favorable. At present, due to the excellent mechanical properties of weld-bonded joints,

weld bonding has been used widely in the aviation and space-flight fields and on the
production lines of automobiles.
Fig 4.1.1 : Spot Welds
In weld-bonded lap joints, both the spot weld and the adhesive layer contribute to the joint
strength. The load bearing capability of the two constituents and the stress distribution in
weld-bonded joints are determined by many factors, such as the shape and size of the
joints and the mechanical properties of the adhesive and base metal. Many experimental
results showed the properties of adhesives used in weld bonded technology have
important effects on fracture mode and load-bearing capability of the joints. The
experimental results have been analyzed qualitatively from the point of view of joint
stiffness, but they have not been interpreted quantitatively. In the present investigation, a
three-dimensional elasto plastic finite element method was used to study the effect of the
elastic modulus and the thickness of the adhesive on stress distribution in weld-bonded
joints. The relationship between the stress distribution and the fracture mode, together
with the joint strength, were considered here. The conclusions drawn have instructional
significance for designing weld bonded joints, choosing the adhesives and expanding
weld-bonding technology.
4.2 Failure Mode Analysis: In this section, a simple analytical model is proposed to
predict joint failure mode during the tensile-shear testing of austenitic stainless steel
resistance spot welds. Fusion zone size is the most important parameter determining stress
distributions in sheet/sheet interface and weld nugget circumference. For small weld
nuggets, before tensile stress causes necking shear stress reaches its critical value, as a
result failure tends to occur under the interfacial failure mode. Therefore, in this section an
attempt was made to estimate a minimum fusion zone size necessary to ensure nugget
pullout failure mode during the tensile-shear test.
Fig 4.2.1: Spot weld nugget

Considering nugget as a cylinder with (d) diameter and (2t) height, failure load at the
interfacial failure mode (PIF) could be expressed as equation (1) assuming uniform
distribution of shear stress in the weld interface:
PIF = (d2) / 4 * FZ ---------------------------------(1)

Where:
FZ is the shear ultimate strength of the FZ.

In the pullout failure mode, it is assumed that failure occurs when maximum radial stress
at the circumference of one half of the cylindrical nugget reaches the ultimate strength of
the failure location. Therefore, equation (2) is suggested for the pullout failure of spot
weld in the tensile-shear test.
PPF = dt (UTS)FL --------------------------(2)
Where:
(UTS)FL is the ultimate tensile strength of failure location. Note that in equation (2)
thickness reduction due to indentation is neglected.
Failure is a competitive process, i.e. spot weld failure occurs in a mode which requires
smaller force, i.e. force that will be first attained. A critical fusion zone size (d Cr) can be
defined which determines which one of the failure modes happens. Spot welds with d<d Cr
tend to fail via interfacial failure and welds with d>d Cr tend to fail via nugget pullout
failure mode.
Therefore, to obtain critical nugget diameter, d Cr, equations (1) and (2) are intersected
resulting in equation (3):
dCr = 4t ------------------------------(3)
Direct measurement of the mechanical properties of different regions of spot weld is

difficult. It is reported that there is a direct relationship between stainless steels tensile
strength and their hardness. Also, shear strength of materials can be related linearly to
their tensile strength by a constant coefficient, f. On that account, equation (3) can be
rewritten as follows:
dCr = 4t --------------------------- (4)
According to equation (3), the critical fusion zone size depends on the FZ and failure
location hardness, in addition to sheet thickness. For a constant sheet thickness,
decreasing the ratio of fusion zone hardness to failure location hardness raises its tendency
to fail under the interfacial failure mode (i.e. larger d Cr). Fig. shows the cross section of a

sample failed through the pullout failure mode during the tensile-shear test. As can be
seen, the location of the failure initiation of the austenitic stainless steel spot welds in the
pullout mode is at HAZ, adjacent to the fusion zone. This can be attributed to the
softening effect of grain growth in HAZ. Since, there is no significant change in hardness
across the spot weld joint, stress concentration at FZ edge can also lead to failure at the
FZ edge.
Fig 4.2.2. Cross section of fracture surfaces of spot welds in tensile-shear test
It is reported that the ratio of the ultimate shear strength to ultimate tensile strength for
3xx stainless steel is about 0.75. In the case of AISI 304 stainless steel, average FZ
hardness is approximately 200 HV and hardness of the softened zone in HAZ is about 175
HV. Therefore, the hardness ratio of FZ to failure location is about 1.14. By substituting
these values in equation (4), critical fusion zone size is calculated to be 5.6 mm. It is
interesting to note that although, failure mode of low carbon resistance spot welds can be
accurately predicted using conventional weld size recommendation of d = 4 t , it is not
sufficient to ensure that the nugget pullout failure mode will happen during the tensile-
shear test, when HFZ/HFL is low (e.g. in the case of austenitic stainless RSWs). Hardness of
fusion zone of ferritic carbon steel is significantly higher than that of the base metal

(HFZ/HFL is 2-3 depending on the chemical composition and the sheet thickness) because
the dominant microstructure of the FZ is martensite. The differences between hardness
profiles of ferritic carbon steel and austenitic stainless steel result in different failure
behaviours. Therefore, metallurgical factors including HFZ/HFL should be also considered
to more precisely analyze and predict the failure mode of resistance spot welds. There are
two different failure modes that are generally observed in shear tension tests, namely,
interfacial fractures and full button pullout. In the interfacial fracture, the weld fails at
the interface of the two sheets, leaving half of the weld nugget in one sheet and half in the
other. In the full button pullout, fracture occurs in the base metal or in the weld heat-
affected zone at the perimeter of the weld. In this failure mode, the weld nugget is
completely torn from one of the sheets with the weld remaining intact. It is also possible
to get a combination of the two failure modes in which a portion of the nugget is pulled
out of one of the sheets and the rest of the nugget shears at the interface.
4.3 Adhesive in welding

J-B weld, Araldite, Bond Tite, Master bond etc are the adhesive brands available in market
for joining the metals. These adhesives commonly contains
Epoxies
Silicones
Polyurethanes
Polysulfides
Cyanoacrylates
The combination of these adhesives with spot welding will increase the strength of joint
as well as in some cases it will reduce the number of spot weld also without
compromising the strength of joint.
4.4 Weld condition / Parameters to consider
Adhesive Material M1 M2 M3 M4
Lap Length L1 L2 L3 L4
Application of
Y N
Adhesive

4.5 Advantages and disadvantages
Disadvantages of Existing System:
- Time and cost require is more...The more the number of spots the more time and
cost will be required.
-
Advantage of project:
- The number of spots can be further reduced without affecting the strength of joint.
- Cost of welding and time required will be reduced due to addition of adhesives.
- Chances of Fatigue initiation will be less as less spots are available in structure.
4.6 Applications
Spot welding is typically used when welding particular types of sheet metal,
welded wire mesh or wire mesh. Thicker stock is more difficult to spot weld
because the heat flows into the surrounding metal more easily. Spot welding can
be easily identified on many sheet metal goods, such as metal buckets. Aluminium
alloys can be spot welded, but their much higher thermal conductivity and
electrical conductivity requires higher welding currents. This requires larger, more
powerful, and more expensive welding transformers.
BMW plant in Leipzig, Germany: Spot welding of BMW 3 series car bodies with
KUKA industrial robots Perhaps the most common application of spot welding is
in the automobile manufacturing industry, where it is used almost universally to
weld the sheet metal to form a car. Spot welders can also be completely
automated, and many of the industrial robots found on assembly lines are spot
welders (the other major use for robots being painting).
Spot welding is also used in the orthodontist's clinic, where small-scale spot
welding equipment is used when resizing metal "molar bands" used in
orthodontics.

Another application is spot welding straps to nickelcadmium or nickelmetal

hydride cells to make batteries. The cells are joined by spot welding thin nickel
straps to the battery terminals. Spot welding can keep the battery from getting too
hot, as might happen if conventional soldering were done.
Good design practice must always allow for adequate accessibility. Connecting
surfaces should be free of contaminants such as scale, oil, and dirt, to ensure
quality welds. Metal thickness is generally not a factor in determining good welds.
CHAPTER 5

ADHESIVES USED IN JOINING
Weld bonding is defined as a method of joining metals which involves Squeeze Type
Resistance Spot Welding (STRSW) used in conjunction/combination with a structural
adhesive. While Adhesives may join materials better than welding or mechanical fasteners
in some applications, a revolutionary breakthrough in adhesive technology will be needed
before they eliminate the need for welding or metal fasteners. While fabricators and
builders have found that adhesives are a valid joining technology in some applications that
improves product quality, reduces costs and speeds up production, welds and fasteners are
simply better for creating such things as high-pressure tanks, and critical structural
components for vehicles, buildings and civil engineering structures. However, adhesive
technology continues to evolve, and many companies are continuing to evaluate and
implement adhesives to improve products.
5.1 Transportation equipment :Aerospace and automotive were among the earliest
industries to adopt adhesives, mainly because adhesives can create seals that keep water
out of metal fabrications while providing corrosion protection. However, the poor
fracturing characteristics that early adhesives had limited their use. Now, adhesive makers
are formulating fracture-toughened compounds that provide distribution of stress and load
transference while being relatively low in weight. Also, the new adhesives help to cut
manufacturing costs because they reduce the number of mechanical fasteners, spot welds
and filler metal that are required to create a joint or to attach metal to metal. It was a
combination corrosion resistance, stress relief and cost reduction that led Groue Hesse and
Mickey Truck Bodies to use structural adhesives in producing the components of the truck
bodies and trucks that they produce.
Group Hesse Inc. built the industry's first all-aluminum beverage truck body. Until it
changed its manufacturing processes, it was welding together the frames, attaching side
walls with rivets and covering the rivets with plastic to create a clean space on the outside
of the truck for painted-on advertising. But the rivets slowed the company's assembly
process and, after the trucks were put into service, the rivets caused the paint to peel.
Meanwhile, plastic rails the company used to cover the rivets were prone to damage and

could not be customized to match the paint job. The company, with the aid of Henkel
Corp.'s Loctite unit, launched an 18-month study of in-service trucks that were
manufactured with a Loctite adhesive. As a result, Group Hesse eliminated the rivets and
plastic rails it previously used while reducing manufacturing time for the rear exterior
walls of the truck bodies it builds by about 25 percent. It now takes the Kansas City, Mo.,
company four hours to build those components, instead of 5.25 hours. Separately, Mickey
Truck Bodies Inc., a manufacturer of aluminium beverage delivery trucks and dry freight
vans in High Point, N.C., also cut manufacturing costs and improved the aesthetics of its
vans by eliminating the self-sealing through-bolts that were inserted every two feet along
the length of the trucks bodies it built. Now it uses a structural acrylic from Loctite.
Formerly, the process of attaching the bolts required two operators, but the adhesive
process takes only one operator to apply the adhesive, position the bar on the wall and
tack it with non-penetrating metal screws that provide stability until the adhesive cures, all
in 20 percent less installation time.
Mickey Truck Bodies also used structural adhesives to replace metal-to-metal welding on
the front bulkhead and back roll-up door units of its aluminium beverage trucks, says John
Hargett, manager of engineering for the beverage truck division. It replaced welding
because using adhesive reduces vehicle weight and joins the thin outer shells with the
thicker structural extrusions without heat distortion, Hargett said.
Degussa AG, a specialty chemical company that includes adhesives in its products, says
there are about 5,000 weld points in a mid-sized car, and that adhesives can replace about
half of those welds. Eliminating that many welds could cut the weight of a vehicle by
about 55 lbs., while producing an auto body that is more rigid because adhesives create
joints that cover wider areas of sheet metal than spot-welds, Degussa says.
Additionally, Degussa says the increased rigidity provided by adhesives could allow car-
makers to use thinner gauge steel for car bodies, further reducing the weight of cars and
increasing fuel efficiency. However, reducing the gauge of the sheet metal and cutting the
number of spot welds on car bodies requires adhesives to be more resistant to fracture

under loads and for widely ranging temperatures that would include the heat of dry
summers in Arizona and the cold of a moist Minnesota winter.
Dow Automotive a business unit of Dow Chemical Inc., has started to address these
requirements through a collaborative effort that includes with auto makers and suppliers.
Dow Automotive says it has developed adhesive systems that bond to a variety of
substrates, including oily sheets, without surface preparation a major step forward in
adhesive technology.The ability of these and other adhesives to increase the stiffness of
joints is an important feature as more automotive manufacturers consider the use of high-
strength steels that have better energy absorption than lighter gauges of steel, but also
have the same modulus as mild steel.
5.2 Marine adhesives: The boat and shipbuilding industries and naval forces around the
world have been slower to adopt structural adhesives as a method for fastening metal to
metal than the aerospace, automotive and truck body industries. Shipbuilders have used
adhesives in non-load bearing applications, and the U.S. Navy and Navy Joining Center at
The Edison Welding Institute are evaluating bonding carbon fiber-based composites to
metals on primary load-bearing paths for the U.S Navy's new DD(X) destroyer program.
However, the Navy is evaluating adhesives that are currently available on the market; not
working with adhesive manufacturers to develop new adhesive technologies for the
DD(X), says Larry Brown, project manager of the government programs office at the
Navy Joining Center. On the other side of the Atlantic Ocean, the European Union is
evaluating the use of adhesives in ships through its BONDSHIP research program.
Documents published on the evaluation say that shipbuilders of large passenger ships
could cut costs by 20 percent by using adhesive bonding in place of fastening supports,
stiffeners and other attachments in outfitting passenger ships. Additionally, however, the
reports say that shipbuilders are concerned about the performance of adhesives during a
fire: Intense fire can damage the integrity of adhesive joints and compromise them. That
concern also has the attention of the building construction industry, which has created an
adhesive-mechanical fastener that is being considered as a replacement for traditional
metal joining methods. Structural adhesives have tended to lose their strength over time
when used on galvanized materials. However, new adhesive technology has increased
their durability on these treated metals. That's an important feature in the light-gauge steel
construction industry, which also is known as cold-formed steel framing or steel-stud
framing. Structural adhesives now can be used in combination with metal pins to replace
spot welds and sheet metal screws in both residential and commercial construction to
build trusses, joists, shear walls, studs and other structural elements, and they are said to
reduce construction costs and time when they are used in combination metal fasteners
One of the arguments against using steel on steel or steel versus wood in residential
construction is that using steel is labor intensive and costly. For example, constructing a 4
ft. by 4 ft. shear wall that meets the Seismic Zone 4 requirements typically required in
California takes about 300 collated screws and 45 min. of assembly time. However,
building that same shear wall with adhesive and pneumatic pins takes 5 min. and 75 pins,
for an 85 percent reduction in time. The number of fasteners can be reduced because
adhesives distribute the load better. Fasteners continue to be used to hold the metal in
place while the adhesive cures, and to insure the integrity of the building during a fire.
Adhesives seldom are discussed for use in metal-to-metal bonding in civil engineering
projects, especially when projects may have a design life of 100 years because durability
and the tendency for adhesives even the most advanced adhesives to lose their
strength over that period of time remain issues that discourage their use. Welding, screws,
bolts and rivets are well known and well established joining technologies, while synthetic
adhesives have been around for about 50 years. However, their use and effectiveness
during that time has been noted: Two-component, heat-curing epoxy adhesives were used
to bond exterior metal gas distribution pipes for the housing market. These pipes are still
leak-proof after 30 years to 50 years, under 5 bars pressure.
5.3 Joint Design
The successful use of any structural adhesive depends on a number of factors, including
the selection of the right product for the application and joint design. Adhesive joints
should be designed so that basic stress is shear or tensile, and cleavage and peel should be
minimized. All the bonded areas should share the load equally. The accompanying
diagrams explain which joints are good and which to avoid, and alternative designs.
5.4 The advantages of adhesives and adhesive bonding include:
Their ability to spread or transfer loads over the bonded area, making a more
uniform distribution of stress compared to spot welds and mechanical fasteners.
Their tendency to reduce the weight of the structures they are used in because less
filler metals and fewer mechanical fasteners are used.
Their ability to increase stiffness of structures and fatigue resistance while

providing reduced noise and the transference of vibration because of their visco-
elastic characteristics.
Their ability to join dissimilar materials and materials with different thicknesses.
Their ability to maintain the integrity of the bonded material because they require
less heat input.
5.5 The disadvantages of adhesives and adhesive bonding include:
Their lower strength when compared with welding or fastener technologies.

Their low peel strength for loads that are out of the plane of their design.
Their limited resistance to heat.
The requirement for surface pre-treatment prior to application.
The need to ensure total wetting of the joined surfaces, often in places that cannot
be seen.
CHAPTER 6
DOE FOR REDUCING TESTING COMBINATIONS

6.1 Design of Experiments (DOE)

DOE is a formal mathematical method for systematically planning and conducting
scientific studies that change experimental variables together in order to determine
their effect of a given response.
DOE makes controlled changes to input variables in order to gain maximum

amounts of information on cause and effect relationships with a minimum sample
size.
DOE is more efficient that a standard approach of changing one variable at a

time in order to observe the variables impact on a given response.
DOE generates information on the effect various factors have on a response

variable and in some cases may be able to determine optimal settings for those
factors.
DOE encourages brainstorming activities associated with discussing key factors

that may affect a given response and allows the experimenter to identify the key
factors for future studies.
DOE is readily supported by numerous statistical software packages available on

the market.
In an experiment, we deliberately change one or more process variables (or

factors) in order to observe the effect the changes have on one or more response
variables. The (statistical) design of experiments (DOE) is an efficient procedure
for planning experiments so that the data obtained can be analyzed to yield valid
and objective conclusions.
DOE begins with determining the objectives of an experiment and selecting the
process factors for the study. An Experimental Design is the laying out of a
detailed experimental plan in advance of doing the experiment. Well chosen
experimental designs maximize the amount of "information" that can be obtained
for a given amount of experimental effort.

The statistical theory underlying DOE generally begins with the concept of
process models.
6.2 Taguchi Method:
The technique of laying out the conditions of experiments [6] involving multiple factors
was first proposed by the Englishman, Sir R.A.Fisher. The method is popularly known as
the factorial design of experiments. A full factorial design will identify all possible
combinations for a given set of factors. Since most industrial experiments usually involve
a significant number of factors, a full factorial design results in a large number of
experiments. To reduce the number of experiments to a practical level, only a small set
from all the possibilities is selected. The method of selecting a limited number of
experiments which produces the most information is known as a partial fraction
experiment. Although this method is well known, there are no general guidelines for its
application or the analysis of the results obtained by performing the experiments. Taguchi
constructed a special set of general design guidelines for factorial experiments that cover
many applications.
6.3 Basic concepts
Definition
Taguchi has envisaged a new method of conducting the design of experiments which are
based on well defined guidelines. This method uses a special set of arrays called
orthogonal arrays. These standard arrays stipulate the way of conducting the minimal
number of experiments which could give the full information of all the factors that affect
the performance parameter. The crux of the orthogonal arrays method lies in choosing the
level combinations of the input design variables for each experiment.
6.4 A typical orthogonal array
While there are many standard orthogonal arrays available, each of the arrays is meant for
a specific number of independent design variables and levels. For example, if one wants

to conduct an experiment to understand the influence of 4 different independent variables

with each variable having 3 set values (level values), then an L9 orthogonal array might
be the right choice. The L9 orthogonal array is meant for understanding the effect of 4
independent factors each having 3 factor level values. This array assumes that there is no
interaction between any two factors. While in many cases, no interaction model
assumption is valid, there are some cases where there is a clear evidence of interaction. A
typical case of interaction would be the interaction between the material properties and
temperature.
Table 6.4.1 Layout of L9 orthogonal array.
The Table shows an L9 orthogonal array. There are totally 9 experiments to be conducted
and each experiment is based on the combination of level values as shown in the table.
6.5 Plate conditions

Epoxy resin
Epoxy resin
Epoxy resin and Epoxy resin and
Adhesive and
Hacksons and Araldite Polyurethane
Material Phenalkamine
hardener (M1) hardener (M2) hardener
hardener (M3)
(M4)
Lap Length
10 20 30 40
(mm)
Application
Y N
of Adhesive
6.6 Minitab for DOE
DOE
These advanced Design of Experiments (DOE) capabilities help you improve your
processes. You can screen the factors to determine which are important for explaining
process variation. After you screen the factors, Minitab helps you understand how factors
interact and drive your process. You can then find the factor settings that produce optimal
process performance.
Select one of the following commands:
Factorial:Create Factorial Design - generates two-level full, fractional, and split-plot

factorial designs, and Plackett-Burman designs.Define Custom Factorial Design - creates
a factorial design from data that you already have in the worksheet.Select Optimal Design
- selects a subset of design points, augments a design, or evaluates a design.
6.7 Minitab Software work:

Fig 6.7.1 Minitab start Window
Fig 6.7.2 Taguchi design creation

Fig 6.7.3 Level and Factors for Taguchi design
Fig 6.7.4 Selection of designs based on levels and factors

Fig 6.7.5 Combinations of designs based on levels and factors
Fig 6.7.6 Taguchi design- Factors

Fig 6.7.7 Taguchi design- Factors assignment
Fig 6.7.8 Taguchi design for level 16 and factor 3

Fig6.7.9 Combinations given by Minitab for DOE design
Table 6.8 Combinations got through Minitab-DOE-Taguchi method
Sr. No. Material Lap Length, mm Adhesive

1 M1 10 Y
2 M1 20 Y
3 M1 30 N
4 M1 40 N
5 M2 10 Y
6 M2 20 Y
7 M2 30 N
8 M2 40 N
9 M3 10 N
10 M3 20 N
11 M3 30 Y
12 M3 40 Y
13 M4 10 N
14 M4 20 N
15 M4 30 Y
16 M4 40 Y
CHAPTER 7
EXPERIMENTAL TESTING
Table shows list of specimen having lap length 10, 20, 30 and 40 mm. If the spot weld is
there without adhesive then N is used and if weld bond is there then Y notation has
used in table. Fig. 7.1 showing the fabricated specimens. Specimens are made up of
structural steel. Fig 7.2 shows the same specimens but in this case specimens is also have
adhesive bond i.e. Spot weld as well as adhesive bond (weld bond).
Table 7.1: List of specimen
Trial
Sr No. Material Lap Length Adhesive
1 Trial 1 M1 10 Y
2 Trial 2 M1 20 Y
3 Trial 3 M1 30 N
4 Trial 4 M1 40 N
5 Trial 5 M2 10 Y
6 Trial 6 M2 20 Y
7 Trial 7 M2 30 N
8 Trial 8 M2 40 N
9 Trial 9 M3 10 N
10 Trial 10 M3 20 N
11 Trial 11 M3 30 Y
12 Trial 12 M3 40 Y
13 Trial 13 M4 10 N
14 Trial 14 M4 20 N
15 Trial 15 M4 30 Y
16 Trial 16 M4 40 Y

Fig 7.1 Testing Specimen having spot weld
Fig 7.2 Testing Specimen having weld bond

Table 7.3 Properties of Structural Steel
Yield s Youngs modulus

Material Poissons ratio
[MPa] [GPa]
Structural
235 0.3 200
steel
Table 7.4 Properties Epoxy Resin (Adhesive)
Yield s Density Youngs modulus,

Poissons ratio,
[MPa] [kg/mm3] E [MPa]
54.6 0.35 1.1-1.12e-6 3000-3800
7.1 UTM Machine for Testing
A universal testing machine (UTM), also known as a universal tester, materials testing
machine or materials test frame, is used to test the tensile strength and compressive
strength of materials. It is named after the fact that it can perform many standard tensile
and compression tests on materials, components, and structures. Parts of machines are
given below
Load frame - Usually consisting of two strong supports for the machine. Some
small machines have a single support.

Fig 7.1.1 Block diagram of Universal Testing Machine.
Load cell - A force transducer or other means of measuring the load is required.
Periodic calibration is usually required by governing regulations or quality system.
Cross head - A movable cross head (crosshead) is controlled to move up or down.
Usually this is at a constant speed: sometimes called a constant rate of extension
(CRE) machine. Some machines can program the crosshead speed or conduct
cyclical testing, testing at constant force, testing at constant deformation, etc.
Electromechanical, servo-hydraulic, linear drive and resonance drive are used.

Means of measuring extension or deformation - Many tests require a measure of

the response of the test specimen to the movement of the cross head.
Extensometers are sometimes used.
Output device - A means of providing the test result is needed. Some older
machines have dial or digital displays and chart recorders. Many newer machines
have a computer interface for analysis and printing.
Conditioning - Many tests require controlled conditioning (temperature, humidity,

pressure, etc.). The machine can be in a controlled room or a special
environmental chamber can be placed around the test specimen for the test.
Test fixtures, specimen holding jaws, and related sample making equipment are
called for in many test methods.
7.2 Use
The set-up and usage are detailed in a test method, often published by a standards
organization. This specifies the sample preparation, fix Turing, gauge length (the
length which is under study or observation), analysis, etc.
The specimen is placed in the machine between the grips and an extensometer if
required can automatically record the change in gauge length during the test. If an
extensometer is not fitted, the machine itself can record the displacement between
its cross heads on which the specimen is held. However, this method not only
records the change in length of the specimen but also all other extending / elastic
components of the testing machine and its drive systems including any slipping of
the specimen in the grips.
Once the machine is started it begins to apply an increasing load on specimen.
Throughout the tests the control system and its associated software record the load
and extension or compression of the specimen.
Machines range from very small table top systems to ones with over 53 MN.
Table 7.2.1 Specification of UTM

Capacity 10 ton
Minimum speed 0.001 mm/ min
Maximum speed 5 mm/ min
Test temp. Room temperature.
1. Tensile Test
Mechanical test can be carried on 2. Compressive Test
3. Ductility Test
UTM 4. Shear / Torsion Test
5. Fatigue/ Cyclic Test
7.3 Specimen Testing
Fig 7.3.1 Specimen placed on universal testing machine (UTM)
Specimens after Experimental Work
Fig. 8.5 shows pictures of spot weld joint specimens after testing on UTM and fig.8.6
show pictures of weld bond joint specimens. In pictures it is clearly seen that the
specimens are broken after testing on Universal Testing Machine. In fig 8.5 spot weld
joint has been broken due to shear stress at the nugget, so specimen is broken due to
failure of joint. In fig 8.6 the failure of joint is because of nugget as well as adhesive
fracture.
Fig 7.3.2 Spot weld joint specimen after testing
Fig 7.3.4 Weld bond joint specimen after testing
7.4 Experimental Results
In experiment, 4000 N load is applied on each specimen and corresponding value of

displacement is noted and graphs are drawn.
1. For Trial 1

Fig7.4.1 Plot of Load vs. Displacement
In this case spot weld joint having lap length 10 mm and Adhesive is applied with
material Epoxy resin and Hacksons hardener; the deformation is 1.86 mm for 4000 N
load. It is shown in fig along with breaking load 7900 N.
2. For Trial 2

3. For Trial 3

In this case spot weld joint having lap length 30 mm and Adhesive is not applied; the
deformation is 1.66 mm for 4000 N load. It is shown in fig along with breaking load 8510
N.
4. For Trial 4
N.
5. For Trial 5


material Epoxy resin and Araldite hardener; the deformation is 2.1 mm for 4000 N load. It
is shown in fig along with breaking load 7450 N.
6. For Trial 6
material Epoxy resin and Araldite hardener; the deformation is 1.55 mm for 4000 N load.
It is shown in fig along with breaking load 8600 N.

7. For Trial 7
N.
8. For Trial 8


N.
9. For Trial 9

N.
10. For Trial 10
Fig 7.4.10 Plot of Load vs. Displacement
N.
11. For Trial 11

material Epoxy resin and Phenalkamine hardener; the deformation is 0.88 mm for 4000 N
12. For Trial 12
material Epoxy resin and Phenalkamine hardener; the deformation is 1.18 mm for 4000 N
13. For Trial 13
In this case spot weld joint having lap length 10 mm and Adhesive is not applied, the
deformation is 2.23 mm for 4000 N load. It is shown in fig along with breaking load
10120 N.
14. For Trial 14

In this case spot weld joint having lap length 20 mm and Adhesive is not applied, the
deformation is 1.26 mm for 4000 N load. It is shown in fig along with breaking load
10530 N.
15. For Trial 15

material Epoxy resin and Polyurethane hardener; the deformation is 1.0 mm for 4000 N
16. For Trial 16
material Epoxy resin and Polyurethane hardener; the deformation is 1.10 mm for 4000 N

Table 7.5 Experimental results for all specimen
Sr Trial Lap Length, Deformation, Breaking

Material Adhesive
No. mm mm Load, N
1 Trial 1 M1 10 Y 1.86 7900
2 Trial 2 M1 20 Y 1.75 8430
3 Trial 3 M1 30 N 1.66 8510
4 Trial 4 M1 40 N 1.90 7860
5 Trial 5 M2 10 Y 2.10 7450
6 Trial 6 M2 20 Y 1.55 8600
7 Trial 7 M2 30 N 1.48 7350
8 Trial 8 M2 40 N 1.76 7120
9 Trial 9 M3 10 N 2.45 6700
10 Trial 10 M3 20 N 1.39 8900
11 Trial 11 M3 30 Y 0.88 12480
12 Trial 12 M3 40 Y 1.18 10050
13 Trial 13 M4 10 N 2.23 10120
14 Trial 14 M4 20 N 1.26 10530

15 Trial 15 M4 30 Y 1.0 11810
16 Trial 16 M4 40 Y 1.10 10760
CHAPTER 8
FEA OF SPOT WELD PLATES
8.1 CAD Modelling (Sample)

Fig 8.1 Plate for spot welding
Fig. 8.2 CAD modeling of plate1 and plate 2 with 10 mm lap

Fig 8.3 CAD modeling of plate1 and plate 2 with 20 mm lap

8.2 Meshing
Meshing is a discrete representation of the geometry that is involved in the problem.

Essentially, it partitions space into elements (or cells or zones) over which the equations
can be approximated. Zone boundaries can be free to create computationally best shaped
zones, or they can be fixed to represent internal or external boundaries within a model. In
addition, meshes also find extensive use in the analysis of geographical and cartographic
data.
The mesh quality can be conclusively determined based on the following factors.
i. Rate of Convergence
The greater the rate of convergence, the better the mesh quality. It means that the correct
solution has been achieved faster. An inferior mesh quality may leave out certain

important phenomena such as the boundary layer that occurs in fluid flow. In this case the
solution may not converge or the rate of convergence will be impaired.
ii. Solution Accuracy
A better mesh quality provides a more accurate solution. For example, one can refine the
mesh at certain areas of the geometry where the gradients are high, thus increasing the
fidelity of solutions in the region. Also, this means that if a mesh is not sufficiently refined
then the accuracy of the solution is more limited. Thus, mesh quality is dictated by the
required accuracy
Three-Dimensional elements:
Fig8.2.1Three-dimensional cell shapes
The basic 3-dimensional element is the tetrahedron, quadrilateral pyramid, triangular

prism, and hexahedron. They all have triangular and quadrilateral faces. Extruded 2-
dimensional models may be represented entirely by prisms and hexahedra as extruded
triangles and quadrilaterals. In general, quadrilateral faces in 3-dimensions may not be

perfectly planar. A no planar quadrilateral face can be considered a thin tetrahedral

volume that is shared by two neighbouring elements.
Tetrahedron
A tetrahedron has 4 vertices, 6 edges, and is bounded by 4 triangular faces. In most cases
a tetrahedral volume mesh can be generated automatically.
Pyramid
A quadrilateral-based pyramid has 5 vertices, 8 edges, bounded by 4 triangular and 1

quadrilateral faces. These are effectively used as transition elements between square and
triangular faced elements and other in hybrid meshes and grids.
Triangular Prism
A triangular prism has 6 vertices, 9 edges, bounded by 2 triangular and 3 quadrilateral

faces. The advantage with this type of layer is that it resolves boundary layer efficiently.
Hexahedron
A hexahedron, a topological cube, has 8 vertices, 12 edges, bounded by 6 quadrilateral

faces. It is also called a hex or a brick. For the same cell amount, the accuracy of solutions
in hexahedral meshes is the highest. The pyramid and triangular prism zones can be
considered computationally as degenerate hexahedrons, where some edges have been
reduced to zero.
8.3 Static Structural Analysis
In Ansys 16 software, analysis of all specimens is made. Boundary conditions are used
which was used in experimental analysis. One side of specimen is kept fixed at one end
and load is applied from other end of specimen.

Fig8.3.1Model imported in Ansys (10 mm lap)
Fig8.3.2Meshing of the geometry in Ansys

Fig 8.3.3 Boundary Conditions and spot weld reference

1. For Trial 1
Fig8.3.4 Displacement in plate (at 4000N)

Fig 8.3.5 Stress generated in plate (at 4000N)
Fig 8.3.6 Stress generated in plate (at Breaking Load 7900 N)


load. Stress generated at 4000N is 85.028 MPa and Stress generated at breaking point is
212.57 MPa.
2. For Trial 2
Fig 8.3.7 Displacement in plate (at 4000N)

Fig8.3.9 Stress generated in plate (at Breaking Load 8430 N)

221.95 MPa.
3. For Trial 3

Fig 8.3.12 Stress generated in plate (at Breaking Load)

deformation is 1.7522 mm for 4000 N load. Stress generated at 4000N is 74.07 MPa and
Stress generated at breaking point is 220.21 MPa.

4. For Trial 4


5. For Trial 5



material Epoxy resin and Araldit hardener; the deformation is 2.26 mm for 4000 N load.
Stress generated at 4000N is 97.783 MPa and Stress generated at breaking point is 223.2
MPa.
6. For Trial 6

Fig8.3.19 Displacement in plate (at 4000N)


material Epoxy resin and Araldite hardener; the deformation is 1.5809 mm for 4000 N

214.55 MPa.
7. For Trial 9

material Epoxy resin and Phenalkamine hardener; the deformation is 2.5548 mm for 4000
N load. Stress generated at 4000N is 110.54 MPa and Stress generated at breaking point is
210.45 MPa.
8. For Trial 10



9. For Trial 11


material Epoxy resin and phenalkamine hardener; the deformation is 0.8082 mm for 4000
210.2 MPa.
10. For Trial 12



11. For Trial 15


material Epoxy resin and polyuthane hardener; the deformation is 0.94349 mm for 4000 N
236.22 MPa.
12. For Trial 16



material Epoxy resin and polyurethane hardener; the deformation is 1.2537 mm for 4000
248.11 MPa.

Table 8.1 FEA results for all specimens
Lap Deformation, Stress, MPa

Sr Stress, MPa
Trial Material Length, Adhesive mm (At breaking
No. (At 4000N)
mm (At 4000N) load)
1 Trial 1 M1 10 Y 1.9652 85.028 212.57
2 Trial 2 M1 20 Y 1.8068 75.462 221.95
3 Trial 3 M1 30 N 1.7522 74.07 220.21
4 Trial 4 M1 40 N 1.8574 90.221 230.06
5 Trial 5 M2 10 Y 2.26 97.783 223.2
6 Trial 6 M2 20 Y 1.5809 66.584 214.55
7 Trial 7 M2 30 N 1.4930 60.434 221.32
8 Trial 8 M2 40 N 1.93 94.532 232.58
9 Trial 9 M3 10 N 2.5548 110.54 210.45
10 Trial 10 M3 20 N 1.4505 84.34 220.17
11 Trial 11 M3 30 Y 0.8087 54.051 210.2
12 Trial 12 M3 40 Y 1.393 67.666 248.11
13 Trial 13 M4 10 N 2.523 98.532 225.35
14 Trial 14 M4 20 N 1.389 82.32 230.52
15 Trial 15 M4 30 Y 0.94349 60.057 236.22
16 Trial 16 M4 40 Y 1.2537 60.899 248.11
8.4 Discussion Of FEA
In trial no.9, lap length 10 mm and Adhesive is applied with material Epoxy resin and
Phenalkamine hardener; the deformation is 2.5548mm for 4000N load. Stress
generated at 4000N is 110.54 MPa and Stress at breaking point is 210.45 MPa.
In trial no.11, lap length 30 mm and Adhesive is applied with material Epoxy resin
and phenalkamine hardener; the deformation is 0.8082 mm for 4000 N load. Stress
generated at 4000N is 54.051 MPa and Stress at breaking point is 210.2 MPa.
CHAPTER 9
RESULT AND COMPARISON
Results are compares with respect to experimental and FEA deformation, and are
tabulated below;

Table 9.1 Results are compares with respect to experimental and FEA deformation
Experimental FEA
Lap
Sr Deformation, Deformation,
Trial Material Length, Adhesive % Error
No. mm mm
mm
(At 4000N) (At 4000N)
1 Trial 1 M1 10 Y 1.86 1.9652 5.353145
2 Trial 2 M1 20 Y 1.75 1.8068 3.143679
3 Trial 3 M1 30 N 1.66 1.7522 5.261956
4 Trial 4 M1 40 N 1.90 1.8574 2.29353
5 Trial 5 M2 10 Y 2.10 2.26 7.079646
6 Trial 6 M2 20 Y 1.55 1.5809 1.954583

7 Trial 7 M2 30 N 1.48 1.4930 1.94352
8 Trial 8 M2 40 N 1.76 1.93 3.02651
9 Trial 9 M3 10 N 2.45 2.5548 4.102082
10 Trial 10 M3 20 N 1.39 1.4505 4.170976
11 Trial 11 M3 30 Y 0.88 0.8087 8.81662
12 Trial 12 M3 40 Y 1.18 1.393 15.29074

13 Trial 13 M4 10 N 2.23 2.523 6.9852
14 Trial 14 M4 20 N 1.26 1.389 3.9785
15 Trial 15 M4 30 Y 1.0 0.94349 5.98946
16 Trial 16 M4 40 Y 1.10 1.2537 12.25971
From above results we can see that the % error is inacceptable limit and the results are
well in co-relation.
Stresses are found through FEA only and are showing that at breaking load the stresses
generated are all above Syt of material i.e. its failing/braking and same results we are
getting experimentally.
From all above results i.e. stresses and deformation we can see that trial 11 where spot
weld joint having lap length 30 mm and Adhesive is applied with material Epoxy resin

and Phenalkamine hardener; the experimental deformation is 0.88 mm for 4000 N load
along with high breaking load 12480 N.
CHAPTER 10
CONCLUSION
It has been found that adhesive bonding with spot weld gives good strength and higher
breaking loads than only spot welds.
In considered cases it has been found that the minimum braking load is 6700 N for
trial 9 and maximum braking load is 12480 N for trial 11, i.e. overall 46.31 % more
breaking load is possible for same operating conditions.

Lap length is also playing important factor and for lap length of 10, 20 mm getting
more stresses and deformation compared to 30 mm. 40 mm lap length showing mix
results.
FUTURE SCOPE
Dynamic analysis can be done.

Thickness of plates can be considered, but it will further increase the
combinations of experimentations.

REFERENCES
[1] Aravinthan Arumugam, MohdAmizi Spot Welding Parameter Optimization to

Improve Weld Characteristics for Dissimilar Metals, international journal of
scientific & technology research volume 4, issue 01, ( 2015), ISSN 2277-8616.
[2] Harshd Deshmukh, Prof. D.H. Burand, Sandeep Shukla, Prashnat kamble Strength
analysis of resistance spot welding and weld bonded single lap joints, International
Journal of mechanical and industrial technology volume2, issue 1,(2014), pp. 170-
179

[3] Tomasz Sadowski Przemysaw Golewski, Marcin Knec Experimental investigation

and numerical modelling of spot weldingadhesive joints response, Composite
structures 112 (2014), pp. 6677.
[4] Ahmet h. Ertas, Fazil O. Sonmez. A parametric study on fatigue strength of spot-weld
joints, Blackwell publishing ltd. fatigue fracture engg. Mater structure 31 (2008), pp.
766776.
[5] Thibaut Huin, Sylvain Dancette Investigation of the Failure of advance high strength
steel heterogeneous spot welds metals MDPI (2016), Volume 3, Number 4
[6] D.A. Karashor, The use of adhesives in aircraft construction, Vestnik

Mashinostroeniya 58 (1987), pp. 50-53.
[7] D.M. Brewis, Critical assessment of factors affecting bonding of metals, Mater. Sci.
Technol. 2 (1986), pp. 761-767.
[8] E.L. Apartseva, The use of adhesives in mechanical engineering, Vestnik

Mashinstroeniya 58 (1978), pp. 47-50.
[9] S.M. Darwish, A. Niazi, A. Ghania, M.E. Kassem, Formulation effects on some
properties of structural epoxy resin adhesives, in: Proceedings of the Third Applied
Mechanical Engineering Conference, Military Technical College, 1988.
ANNEXURE I PAPER PRESENTED
PAPER PRESENTED AT MECHPGCON-2017

ANNEXURE II PAPER PUBLICATION
PAPER PRESENTED AT MECHPGCON-2017

Mr. P.D. Kale "Investigation of Weld Strength for Different Weld Conditions
Using Design of Experiment and Experimentation". International Journal of
Advance Research in Engineering Science and Technology Volumn-04 Issue-
07 (2017) : 81-87.
ANNEXURE III CERTIFICATE
1. Certificate of paper presentation

2. Certificate of paper publication


Final PR

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Final PR

Uploaded by

Copyright:

Available Formats

Investigation of weld strength for diff.

weld condition using design of experiment and experimentation

D.V.V.P.COE,M.E.(Mechanical)(Design Engineering) Page 1

Fig 1.1: Types of Resistance welds

This strength improvement is to be studied under application of adhesives in spot welds.

D.V.V.P.COE,M.E.(Mechanical)(Design Engineering) Page 2

Fig 1.2: Schematic Diagram of spot welding process

D.V.V.P.COE,M.E.(Mechanical)(Design Engineering) Page 3

Aravinthan Arumugam, MohdAmizi et.al (2015) was published a paper on Spot

Harshad Deshmukh, Prof.D.H.Burande et.al (2014) was published a Strength Analysis

D.V.V.P.COE,M.E.(Mechanical)(Design Engineering) Page 4

D.V.V.P.COE,M.E.(Mechanical)(Design Engineering) Page 5

SUMMERY OF LITERATURE SURVEY

D.V.V.P.COE,M.E.(Mechanical)(Design Engineering) Page 6

D.V.V.P.COE,M.E.(Mechanical)(Design Engineering) Page 7

To improve Strength of the joints.

Selection of Weld condition parameters depends on adhesive material, lap length

3.4 ORGANISATION OF DISSERTATION

SPOTWELD AND ITS FAILURE ANALYSIS

D.V.V.P.COE,M.E.(Mechanical)(Design Engineering) Page 8

Concept of spot weld and failure analysis of spot weld.

ADHESIVE USED IN JOINT

Transportation equipment, Marine adhesive, Joints design.

DOE FOR REDUCING TESTING CONDITION

List of specimen, properties of structural steel, properties of epoxy resins, UTM

FEA OF SPOT WELD PLATES

Introduction to ansys, statistical structural analysis of Trial 1 to Trial 16, Results

RESULTS AND COMPARISON

Results and comparison of experimental deformation and FEA deformation.

D.V.V.P.COE,M.E.(Mechanical)(Design Engineering) Page 9

favorable. At present, due to the excellent mechanical properties of weld-bonded joints,

Fig 4.1.1 : Spot Welds

Fig 4.2.1: Spot weld nugget

PIF = (d2) / 4 * FZ ---------------------------------(1)

FZ is the shear ultimate strength of the FZ.

Direct measurement of the mechanical properties of different regions of spot weld is

dCr = 4t --------------------------- (4)

D.V.V.P.COE,M.E.(Mechanical)(Design Engineering) Page 12

D.V.V.P.COE,M.E.(Mechanical)(Design Engineering) Page 13

4.3 Adhesive in welding

4.4 Weld condition / Parameters to consider

D.V.V.P.COE,M.E.(Mechanical)(Design Engineering) Page 14

4.5 Advantages and disadvantages

Disadvantages of Existing System:

D.V.V.P.COE,M.E.(Mechanical)(Design Engineering) Page 15

Another application is spot welding straps to nickelcadmium or nickelmetal

D.V.V.P.COE,M.E.(Mechanical)(Design Engineering) Page 16

ADHESIVES USED IN JOINING

D.V.V.P.COE,M.E.(Mechanical)(Design Engineering) Page 17

D.V.V.P.COE,M.E.(Mechanical)(Design Engineering) Page 18

5.3 Joint Design

5.4 The advantages of adhesives and adhesive bonding include:

Their ability to increase stiffness of structures and fatigue resistance while

5.5 The disadvantages of adhesives and adhesive bonding include:

Their lower strength when compared with welding or fastener technologies.

Their limited resistance to heat.

The requirement for surface pre-treatment prior to application.

DOE FOR REDUCING TESTING COMBINATIONS

D.V.V.P.COE,M.E.(Mechanical)(Design Engineering) Page 21

6.1 Design of Experiments (DOE)

DOE makes controlled changes to input variables in order to gain maximum

DOE is more efficient that a standard approach of changing one variable at a

DOE generates information on the effect various factors have on a response