As a result of lightweight design, increased use is being made of high-strength steel and aluminium in car bodies. Self-piercing riveting is an established technique for joining these materials. The dissimilar properties of the two materials have led to a number of different rivet geometries in the past. Each rivet geometry fulfils the requirements of the materials within a limited range. In the present investigation, an improved rivet geometry is developed, which permits the reliable joining of two material combinations that could only be joined by two different rivet geometries up until now. Material combination 1 consists of high-strength steel on both sides, while material combination 2 comprises aluminium on the punch side and high-strength steel on the die side. The material flow and the stress and strain conditions prevailing during the joining process are analysed by means of numerical simulation. The rivet geometry is then improved step-by-step on the basis of this analysis. Finally, the improved rivet geometry is manufactured and the findings of the investigation are verified in experimental joining tests.

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Mechanical joining technologies like self-piercing riveting are gaining importance with regard to environmental protection, as they enable multi-material design and lightweight construction. A new approach is the use of high nitrogen steel as rivet material, which allows to omit the usually necessary heat treatment and coating and thus leads to a shortening of the process chain. Due to the high strain hardening, however, high tool loads must be expected. Thus, appropriate forming strategies are needed. Within this contribution, the influence of applying different temperatures for each forming stage in a two-stage rivet forming process using the high nitrogen steel 1.3815 is investigated. The findings provide a basic understanding of the influence of the temperature management when forming high nitrogen steel. For this purpose, the rivets are not formed at the same temperature in each stage, but an elevated temperature is applied selectively. Different process routes are investigated. First, cups are manufactured in stage 1 at room temperature, followed by stage 2 at 200°C. Second, cups are formed in stage 1 at 200°C and used for stage 2 at room temperature. By comparing the findings with results when applying the same temperature in both stages, it is shown that the temperature during the first forming operation has an effect on the forming behaviour during the second forming stage. The required forming forces and the resulting rivet hardness can be influenced by process-adapted temperature application. Furthermore, the causes for the temperature impact on the residual cup thickness in stage 1 are evaluated by a cause and effect analysis, which provides a deeper process understanding. The thermal expansion of the tool and the billet as well as the improved forming behaviour at 200°C are identified as the main influencing causes on the achieved residual cup thickness.

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The number of multi-material joints is increasing as a result of lightweight design. Self-piercing riveting (SPR) is an important mechanical joining technique for multi-material structures. Rivets for SPR are coated to prevent corrosion, but this coating also influences the friction that prevails during the joining process. The aim of the present investigation is to evaluate this influence. The investigation focuses on the common rivet coatings Almac® and zinc-nickel with topcoat as well as on uncoated rivet surfaces. First of all, the coating thickness and the uniformity of the coating distribution are analysed. Friction tests facilitate the classification of the surface properties. The influence of the friction on the characteristic joint parameters and the force-stroke curves is analysed by means of experimental joining tests. More in-depth knowledge of the effects that occur is achieved through the use of numerical simulation. Overall, it is shown that the surface condition of the rivet has an impact on the friction during the joining process and on the resulting joint. However, the detected deviations between different surface conditions do not restrict the operational capability of SPR and the properties of uncoated rivet surfaces, in particular, are similar to those of Almac®-coated rivets. It can thus be assumed that SPR with respect to the joining process is also possible without rivet coating in principle.