Failure modelling of Self piercing rivet

mecsims...

The assembly method You described... "high strength steel Böllhoff standard Self piercing rivet"... sounds highly non-standard and would NEVER be used in any aircraft for any structural applications... hence no need for a structural or DADTA analysis.

The 'closest' assembly procedure that sounds vaguely-similar, that I've specified, is 'metal stitching'... and is only used to join very-thin/soft aluminum sheets together for non structural light-weight parts.

There is an 'Engineering Computer Programs Area' forum... might find help there...

Regards, Wil Taylor

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I agree with Wil, the Bollhoff rivets have not been used in any air structures that I am aware of. You might want to check out some of the SAE papers that have been written about them for automotive use, there may some useful info in them.

I admit I had to look it up with Google to know what you meant.
I found the company website. And some test results:

Not very inspiring. I can't picture a way to disassemble this joint for repair.
The strength is about 1/2 to 1/4 the strength of a bucked rivet of the same size, and the joint deforms permanently at a tiny fraction of the failure load. So it would only take a small joint load before the parts are permanently warped and won't return to their original shape.

Normal solid buck-driven rivets are very stiff (nearly matching the base materials) and have a linear stress-strain curve up to roughly 75% of their ultimate strength. In aerospace we rely on these facts because we build many structures that are loaded to a fairly high % of their ultimate strength every flight. They must be counted on to withstand peak service loads without permanent deformation.

I don't think these rivets make the cut for aerospace. As the others said, you may find applications in other industries.
FYI, in one of the papers linked above, the quasi-static loading condition you are asking about is modeled using SIMlab.

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