Research on the Application of Arplas Welding on the Side Wall D-pillar of the Body in White

SHI Zengchao; LIU Jie; SUN Li

doi:10.7512/j.issn.1001-2303.2025.08.12

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Research on the Application of Arplas Welding on the Side Wall D-pillar of the Body in White
Vol. 55, Issue 8, Pages: 107-115(2025)
Received：04 July 2024，

Revised：2024-11-22，

Published：20 August 2025
DOI： 10.7512/j.issn.1001-2303.2025.08.12
稿件说明：

移动端阅览

石增超，刘杰，孙黎.阿普拉斯焊在白车身侧围D柱上的应用研究［J］.电焊机，2025，55（8）：107-115. DOI： 10.7512/j.issn.1001-2303.2025.08.12.

SHI Zengchao, LIU Jie, SUN Li.Research on the Application of Arplas Welding on the Side Wall D-pillar of the Body in White[J].Electric Welding Machine, 2025, 55(8): 107-115. DOI： 10.7512/j.issn.1001-2303.2025.08.12.

摘要

以某车型白车身侧围D柱为对象，探讨了阿普拉斯焊接工艺的应用可行性。通过对比传统电阻点焊与阿普拉斯焊对镀锌板/B280VK钢及镀锌板/DC01钢组合的连接性能，结合拉伸测试、断口形貌分析及结构设计优化，研究了两种焊接工艺的力学特性与失效模式差异。试验结果表明：电阻点焊与阿普拉斯焊接头在拉伸测试中均表现为拔出熔核断裂，其中DC01钢组合的阿普拉斯焊接头平均最大拉力为3 351 N，电阻点焊接头为3 589 N，二者强度相近；扫描电镜观察显示，阿普拉斯焊接头断口韧窝更深且分布均匀，表明其韧性断裂特征更显著。外观质量对比显示，阿普拉斯焊连接处表面平整无明显压痕，涂装后压痕基本不可见，而电阻点焊压痕显著影响外观。针对车身侧围结构特点，提出工艺适配方案：曲率半径需大于150 mm，搭接宽度极限值为4~7 mm，并将三层板结构优化为双层板以规避虚焊风险。研究表明，DC01钢组合更适用于阿普拉斯焊工艺，其接头强度与外观质量均满足车身侧围制造要求，为车身高感知区域焊接工艺升级提供了理论依据与实践参考。

Abstract

Taking the D-pillar of the side wall in the body-in-white (BIW) of a specific vehicle model as the research object

this study explored the feasibility of applying Arplas welding technology. By comparing the joint performance of galvanized steel sheets combined with B280VK steel and DC01 steel using traditional resistance spot welding and Arplas welding

the mechanical properties and failure modes of the two welding processes were investigated through tensile testing

fracture morphology analysis

and structural design optimization. Experimental results showed that both resistance spot welding and Arplas welding joints exhibited pull-out fracture during tensile testing. For the DC01 steel combination

the average maximum tensile force of Arplas welding joints was 3 351 N

while that of resistance spot welding joints was 3 589 N

indicating comparable strength between the two methods. Scanning electron microscopy (SEM) observations revealed deeper and more uniformly distributed dimples on the fracture surfaces of Arplas welding joints

suggesting a more pronounced ductile fracture characteristic. In terms of appearance quality

Arplas welding achieved a smooth surface without visible indentations

even after painting

whereas resistance spot welding left obvious indentation marks that compromised surface aesthetics. To address the structural characteristics of the BIW side wall

process adaptation strategies were proposed: curvature radius should exceed 150 mm

overlap width should be within 4-7 mm

and a three-layer structure should be optimized into a two-layer configuration to avoid incomplete welding risks. The study demonstrated that DC01 steel combined with Arplas welding better met the manufacturing requirements for BIW side walls

as the joint strength and surface quality satisfied both functional and aesthetic demands. This work provides theoretical support and practical guidance for upgrading welding processes in high-perceptual zones of automotive body assembly.

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