Experimental Evaluation of Residual Stresses in the Aluminium Alloy AA 6082 by Use of the Satoh Test

  1. Dr. P. J. Winkler
  1. Ragnhild Aune and
  2. Øyvind Gundersen

Published Online: 23 DEC 2005

DOI: 10.1002/3527606025.ch20

Materials for Transportation Technology, Volume 1

Materials for Transportation Technology, Volume 1

How to Cite

Aune, R. and Gundersen, Ø. (2005) Experimental Evaluation of Residual Stresses in the Aluminium Alloy AA 6082 by Use of the Satoh Test, in Materials for Transportation Technology, Volume 1 (ed P. J. Winkler), Wiley-VCH Verlag GmbH & Co. KGaA, Weinheim, FRG. doi: 10.1002/3527606025.ch20

Editor Information

  1. DaimlerChrysler AG, Forschung und Technologie, Postfach 800 465, 81663 München, Germany; Tel.: 089–607 22393; Fax: 089–607 28627

Author Information

  1. SINTEF Materials Technology, Trondheim, Norway

Publication History

  1. Published Online: 23 DEC 2005
  2. Published Print: 20 APR 2000

Book Series:

  1. EUROMAT 99

ISBN Information

Print ISBN: 9783527301249

Online ISBN: 9783527606023

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Keywords:

  • transportation technology;
  • materials;
  • automotive applications;
  • aluminium alloy AA 6082;
  • residual stresses;
  • experimental evaluation;
  • Satoh test

Summary

The present paper is concerned with simulation of residual stresses that arise in the heat-affected zone (HAZ) after welding of restrained specimen of the aluminum alloy AA 6082 in T4 and T6 temper conditions. By welding the age hardening aluminum alloy AA 6082, the dissolution of the ß“(Mg2Si)-precipitates in the HAZ cause a decrease in hardness and strength level. The Satoh test rig originally developed by K. Satoh is specially designed for assessment of residual stresses in the HAZ at given welding position. A Satoh test frame with a stiffness of 118 kN/mm was used to simulate the restrained conditions. The Satoh test is based on induction heating of a round bar specimen where both the temperature-time pattern and the resulting thermal stresses can be monitored by means of thermocouples and a load cell, respectively. Peak temperatures ranging from about 50°C to 525°C were used. The data presented in this work will serve as input for a mathematical model of the system.