Browse Topic: Brazing

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Ultrasonic Assisted Room Temperature Welding of Liquid Gallium Indium Alloy Brazing Material and Its Solidification Behavior at the Cu-Cu Interface2026-99-01967/31/2026
Considerable the gallium-based alloys low melting point coupled with easy to synthesize intermetallic compounds with diverse metallic elements, employing liquid gallium-based alloys as the soldering medium and leveraging ultrasonic as assistance are effective to construct pure copper joints under atmosphere condition. The investigation delves into the characterization of the reaction products, interface microstructure, elemental distribution patterns, and evolution of shear strength within the welds. Furthermore, the pivotal role of ultrasonic waves and constituent element diffusion mechanisms during the solidification phase is elucidated. Thus, the initial one-day occurred during solidification showed the 2.6 MPa shear strength but with the time increased to four and a half days, the shear strength raised to 8.4 MPa at room temperature. Thereinto, the results indicate the weld seam has achieved metallurgical connection. This innovative welding technique operates at room temperature provides significant guidance for designing a novel perspective low-temperature joining for applications. It is not only augments the repertoire of material connection methodologies but also presents a viable joining strategy for sensitive elevated temperature materials. Therefore, such process possesses substantial practical significance and promises avenues for future applications.
Guo, Manying, Qu, Yingying, Fang, Qiuyue, Yang, Shen
Filler Metal, Aluminum Brazing, 12SiAMS4185G (Current)3/12/2026
This specification covers an aluminum alloy in the form of wire, sheet, foil, pig, grains, shot, and chips (see 8.6).
AMS D Nonferrous Alloys Committee
Advances in Fiber Laser Welding for E-Mobility ManufacturingTBMG-544331/1/2026
High-power fiber lasers have become increasingly indispensable tools in automotive manufacturing over the past two decades. They are now widely deployed in welding and brazing applications for body-in-white, powertrains, engine components, and more.
Brazing, Nickel Alloy Filler MetalAMS2675J (Current)12/1/2025
This specification covers the requirements for producing brazed joints in parts made of steels, iron alloys, nickel alloys, and cobalt alloys by use of nickel alloy filler metal.
AMS B Finishes Processes and Fluids Committee
Brazing, Gold-Nickel Alloy Filler MetalAMS2662A (Current)7/16/2025
This specification covers the engineering requirements for producing brazed joints in parts made of steels, iron alloys, nickel alloys, and cobalt alloys using gold-nickel alloy filler metal.
AMS B Finishes Processes and Fluids Committee
Welded, Flash-Controlled, Low-Carbon Steel Tubing Normalized for Bending, Double Flaring, Beading, Forming, and BrazingJ356_202506 (Current)6/30/2025
This SAE Standard covers normalized electric-resistance welded flash-controlled single-wall, low-carbon steel pressure tubing intended for use as pressure lines and in other applications requiring tubing of a quality suitable for bending, double flaring, beading, forming, and brazing. Material produced to this specification is not intended to be used for single flare applications, due to the potential leak path caused by the Inside Diameter (ID) weld bead or scarfed region. Assumption of risks when using this material for single flare applications shall be defined by agreement between the producer and purchaser. This specification also covers SAE J356 Type-A tubing. The mechanical properties and performance requirements of SAE J356 and SAE J356 Type-A are the same. The SAE J356 or SAE J356 Type-A designation define unique manufacturing differences between coiled and straight material. Nominal reference working pressures for this tubing are listed in ISO 10763 for metric tubing, and SAE J1065 for inch tubing. SAE J356 is produced in straight lengths that undergo a secondary heat treat operation. SAE J356 Type-A tubing is heat treated in-line to relieve stresses, and is produced in coil form. In an effort to standardize within a global marketplace and ensure that companies can remain competitive in an international market, it is the intent to convert to metric tube sizes, which will: Lead to one global system Guide users to preferred system Reduce complexity Eliminate inventory duplications
Metallic Tubing Committee
Microstructure and Strength of Zinc-Molybdenum Steel Joints Brazed with Nickel-Chromium-Zinc Filler Metal2024-01-52551/28/2025
Intermetallic Zn-Mo to steel induction brazing was performed in an induction furnace at 1260 degrees Celsius for 0.8 thousand seconds utilising Ni-Cr-Zn filler metal. Base metal atoms such as zinc, molybdenum, and nickel are stated to diffuse to the contact and aggressively react with the filler metal during brazing. This is backed by microstructural research. The reaction layer near Zn-Mo, which is composed of Ni-Cr-Zn compounds and Ni-based solid solutions; the interface's centre zone, which is composed of Ni-based solid solutions with distributed Ni-Cr eutectic phases; and the NiC reaction layer near the steel. The interface is made up of all of these components. The best values for the induction brazing parameters may be calculated by analysing the association between the brazing parameters and the tensile strength of the joints. The joint has a tensile strength of 348 MPa after being brazed at a temperature of 1260 degrees Celsius for 0.8 thousand seconds.
Babu Chellam, B Ashok Kumar, Vimal Raja, M., Dhiyaneswaran, J., Selvaraj, Malathi, Sangeeth Kumar, M.
Gold-Palladium-Nickel Alloy, Brazing Filler Metal, High Temperature 50Au - 25Pd - 25Ni 2015 to 2050 °F (1102 to 1121 °C) Solidus-Liquidus RangeAMS4784H (Current)10/1/2024
This specification covers a gold-palladium-nickel alloy in the form of wire, rod, sheet, strip, foil, pig, powder, shot, chips, preforms, and a viscous mixture (paste) of the powder in a suitable binder.
AMS F Corrosion and Heat Resistant Alloys Committee
Aluminum Alloy, Clad One Side, Sheet 1.25Mn - 0.12Cu (No. 11-0 Brazing Sheet) AnnealedAMS4063G (Current)9/9/2024
This specification covers an aluminum alloy in the form of clad sheet from 0.006 to 0.249 inches (0.15 to 6.32 mm), inclusive, in thickness (see 8.6).
AMS D Nonferrous Alloys Committee
Copper Alloy, Brazing Filler Metal, 52.5Cu - 38Mn - 9.5Ni, 1615 to 1700 °F (879 to 927 °C) Solidus-Liquidus RangeAMS4764H (Current)4/10/2024
This specification covers a copper alloy in the form of wire, rod, sheet, strip, foil, and powder and a viscous mixture (paste) of powder in a suitable binder (see 8.6).
AMS D Nonferrous Alloys Committee
Aluminum Alloy, Clad Two Sides Sheet 0.6Mg - 0.35Si - 0.28Cu (No. 22 Brazing Sheet) As FabricatedAMS4256D (Current)12/20/2023
This specification covers an aluminum alloy in the form of sheet 0.010 to 0.249 inch (0.25 to 6.32 mm), inclusive, in nominal thickness, clad on two sides (see 8.5).
AMS D Nonferrous Alloys Committee
Aluminum Alloy, Clad One Side Sheet, 0.6Mg - 0.35Si - 0.28Cu (No. 21 Brazing Sheet), As FabricatedAMS4255E (Current)12/14/2023
This specification covers an aluminum alloy in the form of sheet over 0.010 to 0.249 inch (0.25 to 6.32 mm), inclusive, in thickness, clad on one side (see 8.5).
AMS D Nonferrous Alloys Committee
Nickel Alloy, Brazing Filler Metal 82Ni - 4.5Si - 7.0Cr - 3.1B - 3.0Fe 1780 °F (971 °C) Solidus to 1830 °F (999 °C) Liquidus RangeAMS4777K (Current)10/5/2023
This specification covers a nickel alloy in the form of wire, rod, strip, foil, and powder and a viscous mixture (paste) of the powder in a suitable binder.
AMS F Corrosion and Heat Resistant Alloys Committee
Use of Ferritic SS444 in Exhaust Gas Cooling for Gasoline Engine2023-28-13285/25/2023
With the introduction of CAFÉ norms (Corporate Average Fuel Economy or Efficiency) in automobile industries, gasoline engines must improve their fuel economy by reducing overall CO2 footprints. To fulfil this demand many OEMs have adopted the use of exhaust gas circulation coolers (EGR) Most of the gasoline engines are having exhaust gas temperatures ranging from 650-850°C, these gases could also be highly corrosive in nature. It’s very important to select the right grade of stainless steel which should have high corrosion resistance and oxidation properties. It should also withstand high temperatures and should have low sensitization at high temperatures. Most of grades stainless steel offers high resistance against corrosion, high temperature properties. But good sensitization at high temperature is not always associated with all grades of steel. To compare corrosion resistivity, PREN number (Pitting Resistance Equivalent Number) plays important role. Highest the PREN number highest is the resistance to corrosion. Based on initial screening SS316L and SS444 grade are selected to undergo various test to demonstrate and compare corrosion, oxidation, and sensitization properties. These materials have gone under various tests like condensate corrosion test as per VDA 230-214 K-1.2 standard, for 1000 hours. After each test, material microstructure properties have been analysed and results are compared. This technical paper includes advantage of material grade in terms of austenitic vs ferritic, manufacturing process, joining process (weldability or brazing), cost and the application where is it most suitable to use.
Damle, Pankaj, Chawda, Tejesh
Brazing, Silver, for Small Pressurized FittingsAMS2667H (Current)5/24/2023
This specification covers requirements for producing brazed joints in parts fabricated from corrosion- and heat-resistant steels, carbon or low-alloy steels, or copper alloys, and the properties of such joints.
AMS B Finishes Processes and Fluids Committee
Brazing, Silver for Use up to 400 °F (204 °C)AMS2665J (Current)5/17/2023
This specification covers the engineering requirements for producing brazed joints in parts fabricated from steels, iron alloys, nickel alloys, cobalt alloys, and copper alloys by use of silver alloys, and the properties of such joints.
AMS B Finishes Processes and Fluids Committee
Silver Alloy, Brazing Filler Metal 56Ag - 22Cu - 17Zn - 5.0Sn 1145 to 1205 °F (618 to 652 °C) Solidus-Liquidus RangeAMS4763C (Current)1/17/2023
This specification covers a silver alloy in the form of wire, rod, sheet, strip, foil, pig, powder, shot, and chips, and a viscous mixture (paste) of powder in a suitable binder.
AMS D Nonferrous Alloys Committee
Silver Alloy, Brazing Filler Metal 54Ag - 40Cu - 5.0Zn - 1.0Ni 1325 to 1575 °F (718 to 857 °C) Solidus-Liquidus RangeAMS4772L (Current)1/17/2023
This specification covers a silver alloy in the form of wire, rod, sheet, strip, foil, pig, powder, shot, and chips and a viscous mixture (paste) of powder in a suitable binder.
AMS D Nonferrous Alloys Committee
Nickel Alloy, Brazing Filler Metal 71Ni - 10Si - 19Cr 1975 °F (1080 °C) Solidus, 2075 °F (1135 °C) LiquidusAMS4782H (Current)12/16/2022
This specification covers a nickel alloy in the form of wire, rod, strip, foil, and powder and a viscous mixture (paste) of the powder in a suitable binder.
AMS F Corrosion and Heat Resistant Alloys Committee
Nickel Alloy, Brazing Filler Metal 94Ni - 3.5Si - 1.8B 1800 °F (982 °C) Solidus, 1950 °F (1066 °C) LiquidusAMS4779L (Current)12/16/2022
This specification covers a nickel alloy in the form of wire, rod, strip, foil, and powder and a viscous mixture (paste) of the powder in a suitable binder.
AMS F Corrosion and Heat Resistant Alloys Committee
Design Optimization and Thermal Simulation of a Plate Type Heat Exchanger (“Chiller”) for EVs Applications2022-28-044111/9/2022
The rapid evolution of electric vehicles (EVs) has considerably forced the automotive industry to design compact and highly efficient heat exchangers due to low-temperature applications. The plate type heat exchanger (Also known as “Chiller” in automotive industry) is one of the most important components in EVs thermal management systems. It is a type of heat exchanger, which uses metallic plates arranged like a staggered sandwiched structure and brazed together to exchange heat between two working fluids. The heat transfer between the plates occurs due to highly compact structural design as compare to any conventional heat exchangers. The chiller is having very large surface area, which is exposed to the working fluids as the distribution happens all across the plates. The chillers are more suitable design for transferring heat between ranges of working fluids pressure varying from low to high. Various types of welded, semi-welded plate heat exchangers are available in the market. This paper describes the design optimization and thermal simulation of a plate type heat exchanger, which is compact and highly efficient in terms of heat transfer and packaging. The design is based on the thermal mapping of the working fluids, which are coolant (50:50 ethylene glycol and water mixture) and refrigerant R134a and effective heat transfer between them. The current study analyses the design, which is suitable for EVs applications. The unconventional approach has led to a design, which is having staggered corrugated plates sandwiched between each other to increase maximum heat transfer area. The current design is having very high performance to size ratio as compare to the industry available chillers.
Suman, Saurabh, Kushwah, Yogendra Singh, Shukla, Ankit, Singh, Shobhit Kumar
Development of Thermal Performance Test Method for Coolant Heater Core Products for Electric Vehicle Applications2022-28-037710/5/2022
During thermal performance testing, achieving thermal balance between two fluid mediums of any heat exchanger is critical. Heat balance ratio (HBR) measures the heat transfer imbalance between two sides (source and sink) in a heat exchanger and also helps in ensuring accuracy of test data. There could be many factors which may lead to the imbalance in thermal performance of the sample under testing e.g. sensors accuracy, test operating range, sample orientation, hysteresis in the data acquisition systems etc. Therefore, a testing procedure needs to be established to achieve a better heat balance ratio as low as less than ±5%, which accounts for errors during instrumentation processes, flow losses & manual errors during testing. The current experimental study focuses on a typical coolant aluminium brazed heater core product which is used in automotive applications for passenger cabin heating during the cold climate conditions, windshield demisting and defrosting. In this study, three geometrically different heater core samples have been tested inside the calorimeter bench for the measurement of thermal performance and heat balance ratio using the proposed methodology. Heater core inlet air temperature sensor was used for maintaining the inlet temperature parameter. Heater core inlet & outlet air temperature measurement was done using thermocouple (TC’s) grid. Coolant side temperatures are measured using Resistance Temperature Detector (RTD) sensors. This methodology was validated for1:1 Ethylene Glycol+Water mixture and for tube and fin type heat exchanger. The currently existing testing methodologies exhibitHBR in the range of +10% to +30%, whilst the proposed method showed great improvement maintaining HBR less than ±5%& hence the new test method looks promising.
Baro, Nathuram, Gautam, Piyush, Kumar, Ashwani, Guruprasanna, Praveen, Soni, Sunil, KUMAR, Amit
Estimation of Brazing Temperature in Aluminium Heat Exchangers by Using Alpha Phase Measurement Techniques2022-28-034310/5/2022
During the conventional brazing process of aluminium heat exchanger component (HEX), the temperature measurement of component in brazing furnace is a general requirement in order to control & achieve the required brazing temperature (around 590°C - 610°C) to ensure efficient brazing joints of the aluminium products. The temperature measurement & monitoring during brazing is usually done with the help of temperature sensors alongwith the data logging system, in fact this is currently a widely used method. However, there are many drawbacks in this type of method for which a suitable solution needs to be developed. In this study, a possible development of simulation tool on the basis of data from Al-Si phase diagram & Lever rule, predicting the temperature on the component during brazing using this tool & comparing w.r.t actual measured data are discussed in detail. As a part of further validation, the data from both the data-logger as well as the estimated temperature from the simulation for the same sample at a specific defined location were compared and it was found that the simulated values were in close agreement with the measured values.
Singh, Satyendra Pratap, Guruprasanna, Praveen, Kumar, Raj, Soni, Sunil
Estimation of Corrosion Potential of Aluminium Brazing Fillets Using Area Method2022-28-035210/5/2022
Open Circuit Potential (OCP) is the potential established between the working electrode (the metallic surface to be studied) and the environment, with respect to a reference electrode, which will be placed in the electrolyte close to the working electrode. It is very important to measure the electric potentials of various metallic materials in order to know their corrosion behavior in various environments. But perhaps if there is brazing joint involved, as in the case of aluminium heat exchanger components, there are some challenges involved in knowing the potential of the fillet part which includes the selective masking of the areas within the same sample for testing. Firstly, getting reliable & accurate data due to masking process is one concern. Secondly, about the aluminium heat exchanger sample, the variation in OCP values within a single sample are possible due to various factors i.e. presence of cladding on the surface of the materials, presence of sacrificial Zn coating on the microtubes, variation in brazing parameters etc. In this study analytical correlation is made to OCP values of individual postbrazed child part samples w.r.t the entire brazed joint sample. This is being done in order to calculate & estimate the electric potential of the brazing fillet part. The individual currents at various areas within the sample w.r.t total specimen area are calculated & evaluated in order to arrive at a correlation between the observed potential vs. the sample area. From the obtained results it was found that the predicted theoretical fillet potential was in close agreement with the measured value. However, there is a scope of improvement in refining the simulation methods used in this study, in order to obtain more repeatable & accurate measurement OCP values.
Shandily, Prem Mohan, Guruprasanna, Praveen, Kumar, Raj, Soni, Sunil
Welded Low-Carbon Steel Tubing Suitable for Bending, Flaring, Beading, Forming, and BrazingJ526_202209 (Current)9/8/2022
The SAE J526 Standard covers electric-resistance welded single-wall low-carbon steel pressure tubing intended for general automotive, refrigeration, hydraulic, and other similar applications requiring tubing of a quality suitable for bending, flaring, beading, forming, and brazing. Material produced to this specification is not intended to be used for single flare applications due to the potential leak path that would be caused by the ID weld bead or scarfed region. Assumption of risks when using this material for single flare applications shall be defined by agreement between the producer and tube purchaser. The material produced to this specification is intended to service pressure applications where severe forming and bending is not required. As this material may exhibit mechanical properties that reduce some desired forming characteristics versus SAE J356, the severity of the forming requirements of the finished assembly should be considered when utilizing material produced to this specification. In an effort to standardize within a global marketplace and ensure that companies can remain competitive in an international market, it is the intent to convert to metric tube sizes, which will: Lead to one global system Guide users to preferred system Reduce complexity Eliminate inventory duplications
Metallic Tubing Committee
Brazing, Aluminum Torch or FurnaceAMS2672H (Current)9/8/2022
This specification covers the requirements for producing brazed joints on aluminum and aluminum alloys by torch or furnace brazing.
AMS B Finishes Processes and Fluids Committee
Silver, Copper, and Nickel Alloy Brazed Joints for Aerospace Propulsion SystemsARP573E (Current)8/26/2022
This recommended practice covers design requirements for silver, copper and nickel brazed joints, primarily for tube connections, for aerospace propulsion systems. The environmental conditions stated herein, and those given in the applicable AMS specifications, provide the limitations of this ARP.
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
Brazing, Aluminum and Aluminum Alloys Molten Flux (Dip)AMS2673F (Current)8/19/2022
This specification covers the requirements for producing brazed joints of aluminum and aluminum alloys by immersion in a molten flux bath.
AMS B Finishes Processes and Fluids Committee
Characterization of Laser Brazed Joints Vis a Vis Conventional BIW Joining Methods2021-26-04479/22/2021
In recent years, there has been a rapid growing demand for laser brazing in the transportation industry for automotive-Body in White (BIW), steel sheet assembly. Implementation of laser brazing is aimed primarily to improve productivity, quality of joints and cost. Laser brazing works by filling the opening amongst two substrates by melting the filler wire with the help of laser beam (used as a heat source), whereas in conventional resistance spot welding, contacting metal surface points are joined by the heat obtained from resistance to electric current. BIW is essentially a welded metal structure which is meant to provide durability and crashworthiness to the vehicle and is conventionally assembled using resistance spot welding process. The BIW structure comprises of various steel grades having varying thicknesses, compositions, microstructures and mechanical properties. Laser brazing, as a joining method was introduced as an alternative to resistance spot welding for assembling certain BIW components (e.g., roof, BSO etc.). Physical and mechanical characterization is undertaken for typical vehicle laser brazed joints Vis a Vis resistance spot welding. The aim of this study is to determine the “method of testing, specimen geometry, mechanical characteristics (comprising of uniaxial tensile strength) and physical characteristics (length of brazement, joint clearance), of the concerned typical laser brazed joints” and creation of an “engineering specification with respect to “brazement and joint clearance, geometries” ”. The future scope of this work includes characterization of the corrosion and paintability behavior of the laser brazed joints.
Kumar, Animesh, Hatwalne, Mrunal, Ponkshe, Shripadraj, Misal, Swapnali
Fracture Limit Curve Development on ABW (Arc Brazing Weld) Considering Joint Efficiency in LS-DYNA3D2021-01-02904/6/2021
Arc brazing welding (ABW) is widely used in automotive vehicle body and chassis structure along with Arc welding - MIG (Metal Inert Gas) or TIG (Tungsten Inert Gas) and spot welds. MIG welding or ABW (Arc Brazing welding) fracture in vehicle development process is one of the critical phenomena in quasi static structural simulation, like Roof Strength, Seat/Belt Anchorage and Child Restraint Anchorage (CRS). MIG/ABW Fracture has an impact on structural performance. Advantages of ABW over MIG weld is made at relatively lower temperatures. Significant advantage is welding thin sheet metal, no melting of parent metal and retains significant physical properties. This characteristic of ABW enables selection of ABW against MIG welded joint on automotive thin sheet metals. Good ABW joint can be as strong or stronger than MIG welded joint. Joint efficiency (JE) is defined as the ratio between the fracture strength of the joint and the fracture strength of parent metal. A joint efficiency of 100% means that the fracture strength of the joint at least equals the strength of the parent metal. It is the most critical parameter of Arc Brazing characteristics. In this paper, development of GISSMO damage model on solid Arc Brazing weldment based on HC (Hosford-Coulomb) fracture characterization in DYNA-3D [1] is demonstrated. Also, developed how to define joint efficiency in simulation and physical coupon tests for Arc Brazing variations around ISOFIX wire for Child Seat Anchors. Finally, fracture model for Arc Brazing weldment is applied and validated at vehicle level for FMVSS225 [6] CRS load cases.
Lee, Hwawon, Police, Parvath
Welded, Flash-Controlled, Low-Carbon Steel Tubing Normalized for Bending, Double Flaring, Beading, Forming, and BrazingJ356_201905 (Historical)5/9/2019
This SAE Standard covers normalized electric-resistance welded flash-controlled single-wall, low-carbon steel pressure tubing intended for use as pressure lines and in other applications requiring tubing of a quality suitable for bending, double flaring, beading, forming, and brazing. Material produced to this specification is not intended to be used for single flare applications, due to the potential leak path caused by the Inside Diameter (ID) weld bead or scarfed region. Assumption of risks when using this material for single flare applications shall be defined by agreement between the producer and purchaser. This specification also covers SAE J356 Type-A tubing. The mechanical properties and performance requirements of SAE J356 and SAE J356 Type-A are the same. The SAE J356 or SAE J356 Type-A designation define unique manufacturing differences between coiled and straight material. Nominal reference working pressures for this tubing are listed in ISO 10763 for metric tubing, and SAE J1065 for inch tubing. SAE J356 is produced in straight lengths that undergo a secondary heat treat operation. SAE J356 Type-A tubing is heat treated in-line to relieve stresses, and is produced in coil form. In an effort to standardize within a global marketplace and ensure that companies can remain competitive in an international market, it is the intent to convert to metric tube sizes, which will: Lead to one global system Guide users to preferred system Reduce complexity Eliminate inventory duplications
Metallic Tubing Committee
Brazing, Silver For Use Up to 400 °F (204 °C)AMS2665H (Historical)8/23/2018
This specification covers the engineering requirements for producing brazed joints in parts fabricated from steels, iron alloys, nickel alloys, cobalt alloys, and copper alloys by use of silver alloys, and the properties of such joints.
AMS B Finishes Processes and Fluids Committee
Brazing, Silver For Small Pressurized FittingsAMS2667G (Historical)8/23/2018
This specification covers requirements for producing brazed joints in parts fabricated from corrosion and heat resistant steels, carbon or low-alloy steels, or copper alloys, and the properties of such joints.
AMS B Finishes Processes and Fluids Committee
Experimental Validation and Optimization of Computational Methods for High Pressure Fuel Pipe Brazed Joints2018-01-12224/3/2018
A V-engine high pressure fuel pipe have experienced several failures during dyno engine validations at brazed joints due to combination of static and dynamic engine loads. The braze fillet experience high local stress concentration with large gradients and it was critical to capture strain contour at this spot to properly understand the failure. Strain gauges was used to measure strain but was incapable of capturing the braze fillet due to the small fillet radius and lack of real estate to install the gauge (braze fillet radius ~ 0.10 mm). A whole field optical experiment method Digital Image Correlation was utilized to successfully captured strain contour at area of interest and results fed back to computational model. In this paper, experimental investigation and theoretical simulation have been carried out to measure and analyze the strain at braze fillets. 3D CAD modeling software Siemens NX was used to design and manufacture a light weight fixture which was used to install the high pressure fuel pipe in uniaxial tension compression machine and perform displacement control compression test. Digital Image Correlation (3D-DIC) is utilized successfully to measure the strain magnitude and contour distribution at braze fillet. In the simulation, Finite Element Analysis (FEA) model was developed for the fuel pipe and fixture assembly using 3D CAE software HyperMesh and Nastran, simulation was carried using same boundary conditions as DIC testing. The experimental and simulation results matched very well and validated the FEA model. The detailed experimental and simulation procedures are demonstrated, and the results are also analyzed and correlated. Additional iterations were carried using the correlated FEA model to come up with new optimized design that reduced stress significantly and solved the braze failure problem.
Mashal, Issam, Zhang, Boyang, Zhu, Xiangning, Yang, Guobiao, Yang, Lianxiang
A Development of Aluminum EGR Cooler for Weight Reduction and Fuel Economy2018-01-01024/3/2018
As environmental problems such as global warming are emerging, regulations on automobile exhaust gas are strengthened and various exhaust gas reduction technologies are being developed in various countries in order to satisfy exhaust emission regulations. Exhaust gas recirculation (EGR) technology is a very effective way to reduce nitrogen oxides (NOx) at high combustion temperatures by using EGR coolers to lower the combustion temperature. This EGR cooler has been mass-produced in stainless steel, but it is expensive and heavy. Recently, high efficiency and compactness are required for the EGR cooler to meet the new emission regulation. If aluminum material is applied to the EGR cooler, heat transfer efficiency and light weight can be improved due to high heat transfer coefficient of aluminum compared to conventional stainless steel, but durability is insufficient. Therefore, the aluminum EGR cooler has been developed to enhance performance and durability. Test results showed that the performance, weight reduction and fuel economy of EGR cooler was improved by using aluminum materials. We developed a five-layer clad material for gas tube of EGR cooler with strength, corrosion resistance and brazing property. As a result of the durability evaluation, it was confirmed that the EGR cooler durability criteria were satisfied. By applying aluminum material to the EGR cooler, heat transfer efficiency and differential pressure performance were improved compared to conventional stainless steel, and it was confirmed that fuel economy improvement effect was obtained. In addition, it is possible to achieve weight reduction and cost reduction of EGR cooler compared to conventional stainless steel.
Lee, Dong Young, Ha, Seok
Brazing, Aluminum and Aluminum Alloys Molten Flux (Dip)AMS2673E (Historical)2/25/2018
This specification covers the requirements for producing brazed joints of aluminum and aluminum alloys by immersion in a molten flux bath.
AMS B Finishes Processes and Fluids Committee
Brazing, Aluminum Torch or FurnaceAMS2672G (Historical)2/25/2018
This specification covers the requirements for producing brazed joints on aluminum and aluminum alloys by torch or furnace brazing.
AMS B Finishes Processes and Fluids Committee
Nickel Alloy, Brazing Filler Metal 94Ni - 3.5Si - 1.8B 1800 °F (982 °C) Solidus, 1950 °F (1066 °C) LiquidusAMS4779K (Historical)2/6/2018
This specification covers a nickel alloy in the form of wire, rod, strip, foil, and powder and a viscous mixture (paste) of the powder in a suitable binder.
AMS F Corrosion and Heat Resistant Alloys Committee
Welded and Cold-Drawn, High Strength (500 MPa Tensile Strength) Hydraulic Tubing, for Bending, Flaring, Cold Forming, Welding and BrazingJ2614_201801 (Current)1/10/2018
This specification covers sub-critically annealed or normalized electric resistance welded and cold-drawn single-wall high strength steel tubing intended for use in hydraulic pressure lines and in other applications requiring tubing of a quality suitable for bending, flaring, cold forming, welding and brazing. Nominal reference working pressures for this tubing are listed in ISO 10763 for metric tubing and SAE J1065 for inch tubing. This specification also covers SAE J2614 Type-A tubing. The mechanical properties and performance requirements of standard SAE J2614 and SAE J2614 Type-A are the same. The designated differences of Type-A tubing do not imply that Type-A tubing is in anyway inferior to standard SAE J2614. The Type-A designation is meant to address unique manufacturing differences between sub-critically annealed and normalized tubing. Tube assembly configurations made to specific geometry and components requiring thermal attachment methods in association with the sub-critically annealed material, may require qualification testing in accordance with ISO 19879. The use of Type-A material avoids this systemic testing as thermal processes will not compromise the structural integrity of the Type-A tube material. In an effort to standardize within a global marketplace and ensure that companies can remain competitive in an international market, it is the intent to convert to metric tube sizes which will: Lead to one global system Guide users to preferred system Reduce complexity Eliminate inventory duplications
Metallic Tubing Committee
Welding, Brazing, and Soldering - Materials and PracticesJ1147_201801 (Current)1/9/2018
The Joint AWS/SAE Committee on Automotive Welding was organized on January 16, 1974, for the primary purpose of facilitating the development and publication of various documents related to the selection, specification, testing, and use of welding materials and practices, particularly for the automotive and related industries. A secondary purpose is the dissemination of technical information.
Metals Technical Committee
Brazed Double Wall Low-Carbon Steel TubingJ527_201710 (Current)10/25/2017
This SAE Standard covers brazed double wall low-carbon steel tubing intended for general automotive, refrigeration, hydraulic, and other similar applications requiring tubing of a suitable quality for bending, flaring, beading, forming, and brazing.
Metallic Tubing Committee
Welded Flash Controlled, High Strength (500 MPa Tensile Strength) Hydraulic Tubing, for Bending, Double Flaring, Cold Forming, Welding, and BrazingJ2613_201710 (Current)10/12/2017
This SAE Standard covers sub-critically annealed or normalized electric resistance welded flash controlled single-wall high strength steel tubing intended for use in hydraulic pressure lines and in other applications requiring tubing of a quality suitable for bending, double flaring, cold forming, welding and brazing. Material produced to this specification is not intended to be used for single flare applications due to the potential leak path caused by the ID weld bead. Nominal reference working pressures for this tubing are listed in ISO 10763 for metric tubing and SAE J1065 for inch tubing. This specification also covers SAE J2613 Type-A tubing. The mechanical properties and performance requirements of standard SAE J2613 and SAE J2613 Type-A are the same. The designated differences of Type-A tubing do not imply that Type-A tubing is in anyway inferior to standard SAE J2613. The Type-A disignation is meant to address the unique manufacturing differences between sub-critically annealed and normalized tubing. Tube assembly configurations made to specific geometry and components requiring thermal attachment methods in association with the sub-critically annealed material, may require qualification testing in accordance with ISO 19879. The use of Type-A material avoids this systemic testing as thermal processes will not compromise the structural integrity of the Type-A tube material. In an effort to standardize within a global marketplace and ensuring that companies can remain competitive in an international market it is the intent to convert to metric tube sizes which will: Lead to one global system Guide users to preferred system Reduce complexity Eliminate inventory duplications
Metallic Tubing Committee
Impact Mechanism of Multiple Major Welding Parameters on Mechanical Properties of Laser Brazing Lap Joint of Galvanized Steel for Vehicle2017-01-50109/22/2017
In order to research the effect of process parameters (laser power, welding speed, wire-feed speed, spot diameter) on mechanical properties of Zn-coated Steel Laser Brazing Lap Joint for vehicle, the influence of welding parameters on energy input of brazing seam cross section was theoretically analyzed, and then a great number of laser brazing experiments of 0.7mm galvanized steel was carried out. After that, the tensile strength and micro-hardness tests were also done for well-formed joints of galvanized steel formed in the laser brazing. The results show that joints with good mechanical properties and surface morphology can be formed when laser power is in the range of 2500-3200W and the other parameters keep in a specified range. Joint performance significantly reduces when the value of wire-feed speed exceeds 3.0m/min for that a wider brazing seam cross section can’t be formed. And tensile strength of the joint drops steeply when welding speed exceeds 50mm/s, because the solid-liquid surface tension between the brazing filler metal and the base metal increases. When the spot diameter increases within the appropriate range, the decrease of the energy density slows down the cooling rate of the brazing filler metal, which makes the mechanical properties of the brazing seam maintain a good condition. Moreover, under the same welding parameters, the micro-hardness anywhere inside the weld joint is uniform, which testifies the mechanical performance of the brazing seam is safe and stable.
Liu, H.J., Zhang, X.D.
Nickel Alloy, Brazing Filler Metal 94Ni - 3.5Si - 1.8B 1800 °F (982 °C) Solidus, 1950 °F (1066 °C) LiquidusAMS4779J (Historical)4/18/2017
This specification covers a nickel alloy in the form of wire, rod, strip, foil, and powder and a viscous mixture (paste) of the powder in a suitable binder.
AMS F Corrosion and Heat Resistant Alloys Committee
Evolution of Engine Air Induction System Hydrocarbon Traps2017-01-10143/28/2017
Engine air induction systems hydrocarbon trap (HC trap) designs to limit evaporative fuel emissions, have evolved over time. This paper discusses a range of HC traps that have evolved in engine air induction systems. (AIS) The early zeolite flow through HC trap utilized an exhaust catalyst technology internal stainless steel furnace brazed substrate coated with zeolite media. This HC trap was installed in the AIS clean air tube. This design was heavy, complicated, and expensive but met the urgency of the implementation of the new evaporative emissions regulation. The latest Ford Motor Company HC trap is a simple plastic tray containing activated carbon with breathable non-woven polyester cover. This design has been made common across multiple vehicle lines with planned production annual volume in the millions. The cost of the latest HC trap bypass design is approximately 5% of the original stainless steel zeolite flow through HC trap. There have been a variety of HC trap designs between the original zeolite flow through and the latest bypass HC trap. All have met evaporative emissions vehicle sealed housing evaporative determination (SHED) testing with a trend of HC trap simplified design and decreasing cost. HC trap media has varied from zeolite, to activated carbon pellets or granules in a container or extruded, on paper, foam, or non-woven polyester. HC traps can be packaged as a flow through or bypass design. This paper will present and discuss the various types of HC traps, packaging, uses, and evolution in engine AIS.
Moyer, David, Khami, Roger, Bellis, Andrew, Luley, Thomas
Nickel Alloy, Brazing Filler Metal 71Ni - 10Si - 19Cr 1975 °F (1080 °C) Solidus, 2075 °F (1135 °C) LiquidusAMS4782G (Historical)3/28/2017
This specification covers a nickel alloy in the form of wire, rod, strip, foil, and powder and a viscous mixture (paste) of the powder in a suitable binder.
AMS F Corrosion and Heat Resistant Alloys Committee
Nickel Alloy, Brazing Filler Metal 94Ni - 3.5Si - 1.8B 1800 °F (982 °C) Solidus, 1950 °F (1066 °C) LiquidousAMS4779H (Historical)1/3/2017
This specification covers a nickel alloy in the form of wire, rod, strip, foil, and powder and a viscous mixture (paste) of the powder in a suitable binder.
AMS F Corrosion and Heat Resistant Alloys Committee
Welded Low-Carbon Steel Tubing Suitable for Bending, Flaring, Beading, Forming and BrazingJ526_201611 (Historical)11/18/2016
The SAE J526 Standard covers electric-resistance welded single-wall low-carbon steel pressure tubing intended for general automotive, refrigeration, hydraulic, and other similar applications requiring tubing of a quality suitable for bending, flaring, beading, forming, and brazing. Material produced to this specification is not intended to be used for single flare applications due to the potential leak path that would be caused by the ID weld bead or scarfed region. Assumption of risks when using this material for single flare applications shall be defined by agreement between the producer and tube purchaser. The material produced to this specification is intended to service pressure applications where severe forming and bending is not required. As this material may exhibit mechanical properties that reduce some desired forming characteristics versus SAE J356, the severity of the forming requirements of the finished assembly should be considered when utilizing material produced to this specification.
Metallic Tubing Committee
Welded and Cold Drawn Low-Carbon Steel Tubing Annealed for Bending and FlaringJ525_201609 (Historical)9/9/2016
This SAE Standard covers normalized electric-resistance welded, cold-drawn, single-wall, low-carbon steel pressure tubing intended for use as pressure lines and in other applications requiring tubing of a quality suitable for bending, flaring, forming, and brazing. In an effort to standardize within a global marketplace and ensuring that companies can remain competitive in an international market it is the intent to convert to metric tube sizes which will: Lead to one global system Guide users to preferred system Reduce complexity Eliminate inventory duplications
Metallic Tubing Committee
Silver Alloy, Brazing Filler Metal 56Ag - 22Cu - 17Zn - 5.0Sn 1145 to 1205 °F (618 to 652 °C) Solidus-Liquidus RangeAMS4763B (Historical)12/4/2015
This specification covers a silver alloy in the form of wire, rod, sheet, strip, foil, pig, powder, shot, and chips, and a viscous mixture (paste) of powder in a suitable binder.
AMS D Nonferrous Alloys Committee
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