Self-piercing riveting (SPR) is a cold mechanical joining process used to join two or more sheets of materials by driving a rivet piercing through the top sheet or the top and middle sheets and subsequently lock into the bottom sheet under the guidance of a suitable die. SPR is currently the main joining method for aluminium and mixed-material lightweight automotive structures. SPR was originated half century ago, but it only had significant progress in the last 25 years due to the requirement of joining lightweight materials, such as aluminium alloy structures, aluminium-steel structures and other mixed-material structures, from the automotive industry. Compared with other conventional joining methods, SPR has many advantages including no pre-drilled holes required, no fume, no spark and low noise, no surface treatment required, ability to join multi-layer materials and mixed materials and ability to produce joints with high static and fatigue strengths. In this paper, research investigations that have been conducted on self-piercing riveting will be extensively reviewed. The current state and development of SPR process is reviewed and the influence of the key process parameters on joint quality is discussed. The mechanical properties of SPR joints, the corrosion behaviour of SPR joints, the distortion of SPR joints and the simulation of SPR process and joint performance are reviewed. Developing reliable simulation methods for SPR process and joint performance to reduce the need of physical testing has been identified as one of the main challenges.

An automotive battery pack for use in electric vehicles consists of a large number of individual battery cells that are structurally held and electrically connected. Making the required electrical and structural joints represents several challenges, including, joining of multiple and thin highly conductive/reflective materials of varying thicknesses, potential damage (thermal, mechanical, or vibrational) during joining, a high joint durability requirement, and so on. This paper reviews the applicability of major and emerging joining techniques to support the wide range of joining requirements that exist during battery pack manufacturing. It identifies the advantages, disadvantages, limitations, and concerns of the joining technologies. The maturity and application potential of current joining technologies are mapped with respect to manufacturing readiness levels (MRLs). Further, a Pugh matrix is used to evaluate suitable joining candidates for cylindrical, pouch, and prismatic cells by addressing the aforementioned challenges. Combining Pugh matrix scores, MRLs, and application domains, this paper identifies the potential direction of automotive battery pack joining.

Ultrasonic additive manufacturing (UAM) is a solid-state metal additive manufacturing process, with the combination of layer by layer ultrasonic seam welding and CNC machining. Due to the friction and deformation at the bonding interface, the ultrasonic softening effect and temperature generated, the microstructure of the substrate materials is evolving constantly. In this paper, in order to better understand the bonding mechanisms, the good practice and the capability of UAM, and the influence of different key process parameters on bonding quality, the microstructure evolution during UAM is reviewed in detail. Defects can be generated at the UAM bonding interface, but by choosing the right material combination and the right process parameters, defects can be reduced to minimum. Plastic deformation is very important for the bonding between layers during UAM, and plastic flow is important for redistribution of oxide layer, forming of mechanical interlocks, filling micro-valleys on the mating surface, and filling the gaps when embedding elements. UAM process can cause recrystallization and grain refinement at the welding interface and the intimate bulk materials around, and it will also gradually change the texture from rolling texture to shear texture. In the meantime, when further layers of materials are deposited on the top of the existing part, the microstructure will have some accumulative change. In order to reduce the defects number and increase the strength, sometimes, heat treatment needs to be carried out to the as-deposited parts, which will change the microstructure as well. Finally, the relevant research is summarised and the perspectives of further research are recommended.

Aluminium castings have been widely used in many industries, including automotive, aerospace, telecommunication, construction, consumer products, etc., due to their lightweight, good electric and thermal conductivity, and electromagnetic interference/radio frequency interference (EMI/RFI) shielding properties. The main applications of aluminium castings are in automotive industry. For lighweighting purposes, more and more aluminium castings are used in the automotive vehicle structures to reduce weight, improve fuel efficiency, and reduce greenhouse gas emissions. However, due to the features of cast aluminium, such as porosity, poor surface quality, a tendency toward hot cracking, and low ductility, joining these materials is problematic. In this paper, the joining technologies for aluminium castings and the related issues, mainly cracking and porosity, are reviewed. The current state-of-the-art of joining technologies is summarized, and areas for future research are recommended.

One of the key issues limiting the application of Al-Mg-Zn-Cu alloys in the automotive industry is forming at a low cost. Isothermal uniaxial compression was accomplished in the range of 300–450 °C, 0.001–10 s⁻¹ to study the hot deformation behavior of an as-cast Al-5.07Mg-3.01Zn-1.11Cu-0.01Ti alloy. Its rheological behavior presented characteristics of work-hardening followed by dynamic softening and its flow stress was accurately described by the proposed strain-compensated Arrhenius-type constitutive model. Three-dimensional processing maps were established. The instability was mainly concentrated in regions with high strain rates or low temperatures, with cracking being the main instability. A workable domain was determined as 385–450 °C, 0.001–0.26 s⁻¹, in which dynamic recovery (DRV) and dynamic recrystallization (DRX) occurred. As the temperature rose, the dominant dynamic softening mechanism shifted from DRV to DRX. The DRX mechanisms transformed from continuous dynamic recrystallization (CDRX), discontinuous dynamic recrystallization (DDRX), and particle-stimulated nucleation (PSN) at 350 °C, 0.1 s⁻¹ to CDRX and DDRX at 450 °C, 0.01 s⁻¹, and eventually to DDRX at 450 °C, 0.001 s⁻¹. The eutectic T-Mg₃₂(AlZnCu)₄₉ phase facilitated DRX nucleation and did not trigger instability in the workable domain. This work demonstrates that the workability of as-cast Al-Mg-Zn-Cu alloys with low Zn/Mg ratios is sufficient for hot forming.

Self-piercing riveting (SPR) has been widely used in automotive as one of the major joining technologies for aluminium structures due to its advantages over some of the more traditional joining technologies. Research has shown that friction is a very important factor that influences both the riveting process and the joint strength for SPR, but these influences have not been fully understood. In this paper, AA5754 sheets with different surface textures, such as original with solid wax, hot water washed, sandpaper ground and grit blasted, were used to study the influence of friction on therivet inserting process, joint features and static lap shear strength. The results of joint features and rivet setting displacement-force curve showed that hot water wash and sandpaper grinding on aluminium sheet did not have significant influence on the rivet inserting process and joint features; however, for joints with grit-blasted substrates, the rivet -setting forces were higher at the beginning, and a middle section of the curve and the joint features, such as interlocks and minimum remaining bottom material thickness (T _min), were clearly altered. The lap shear tests showed that hot water washing can slightly increase the lap shear strength, sandpaper grinding increased the static lap shear strength further and grit blasting increased the static lap shear strength the most.