Welded joints: butt, fillet and eccentrically loaded welds
Butt and fillet weld strength on the throat, circular fillet welds, and eccentrically loaded weld groups using primary and secondary shear, with weld-length and bracket leg-size examples.
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Why it matters
Chassis frames, axle housings, exhaust brackets, seat frames and suspension arms are welded. A weld is usually the weakest link of a fabricated part, and its stress depends on the throat area, which students often get wrong. Eccentric loads on welded brackets are a standard design calculation and a regular GATE numerical.
Key ideas
Butt weld: the plates are joined edge to edge, and the weld fills the gap. Its effective throat equals the plate thickness t (for a full-penetration weld), so the weld behaves like the parent plate: σ = P/(t·l). Reinforcement above the plate surface is ignored for strength.
Fillet weld: a roughly triangular weld in the corner of a lap, T or corner joint. Its size is the leg s. Failure happens across the throat, the shortest section through the weld, which for an equal-leg 45° fillet is t = s·cos 45° = 0.707·s.
- Parallel (longitudinal) fillet: weld along the direction of the load; the throat is in shear, τ = P/(0.707·s·l).
- Transverse fillet: weld across the load direction. The throat carries combined normal and shear stress; tests show it is somewhat stronger than a parallel fillet. In the usual design method (as in most Indian textbooks) the same allowable shear stress is applied to the throat area for both, which is conservative for transverse welds. Some texts use the allowable tensile stress for transverse welds; follow the convention of your syllabus.
- Circular fillet around a shaft or tube: under torsion τ = 2T/(π·t·d²), under bending σ = 4M/(π·t·d²), with t = 0.707·s.
Effective length: allow for the craters at each end by adding about 12.5–15 mm (or about twice the leg size) to the calculated length.
Eccentric load in the plane of the weld: treat the weld as lines of throat t. The load P at eccentricity e from the weld-group centroid gives:
- primary shear τ₁ = P/A (A = t × total weld length), parallel to P;
- secondary (torsional) shear τ₂ = P·e·r/J at a point distance r from the centroid, perpendicular to r, where J = t·J_u and J_u is the polar moment of the weld lines per unit throat. The critical point is the weld end farthest from the centroid on the load side; combine vectorially and compare with the permissible shear stress.
Eccentric load out of the weld plane (bracket welded to a column face, load causing bending): direct shear τ = P/A and bending stress σ_b = M/Z (Z from the throat area), combined by τ_max = √((σ_b/2)² + τ²).
Formulas
Throat: t = 0.707·s
Butt weld: σ = P / (t_p·l)
Parallel fillet: τ = P / (0.707·s·l)
Double parallel fillet: P = 2 × 0.707·s·l·τ
Circular fillet, torsion: τ = 2T / (π·t·d²)
Circular fillet, bending: σ_b = 4M / (π·t·d²)
Primary shear: τ₁ = P / A
Secondary shear: τ₂ = P·e·r / J, J = t·J_u
Two parallel lines b long, d apart: J_u = b·(3d² + b²) / 6
Resultant: τ = √(τ₁² + τ₂² + 2·τ₁·τ₂·cos θ)
Combined: τ_max = √((σ_b/2)² + τ²)
Symbols: s = leg size (mm); t = throat (mm); t_p = plate thickness (mm); l = weld length (mm); P = load (N); T = torque (N·mm); M = bending moment (N·mm); d = shaft diameter or weld-line separation (mm); b = weld-line length (mm); A = throat area (mm²); e = eccentricity (mm); r = distance of the point from the weld centroid (mm); J = polar moment of the throat area (mm⁴); J_u = polar moment per unit throat (mm³); θ = angle between τ₁ and τ₂. Stresses in MPa.
Worked examples
Example 1 (standard). A plate is joined to another by two parallel fillet welds of 10 mm leg and carries a static load of 80 kN along the welds. Permissible shear stress = 56 MPa. Find the length of each weld.
- Throat: t = 0.707 × 10 = 7.07 mm.
- Strength of two welds: P = 2 × t × l × τ, so l = 80 000 / (2 × 7.07 × 56) = 101.0 mm.
- Add about 15 mm for start and stop craters: l ≈ 116 mm, say 120 mm for each weld.
Example 2 (GATE level). A bracket is welded to a column by two horizontal fillet welds, each 100 mm long, 150 mm apart vertically. A vertical load of 20 kN acts 200 mm from the centroid of the weld group. Permissible shear stress = 80 MPa. Find the leg size.
- Work per unit throat t. Primary shear: τ₁ = 20 000 / (2 × 100 × t) = 100/t MPa.
- J_u = b(3d² + b²)/6 = 100 × (3 × 150² + 100²)/6 = 1.292 × 10⁶ mm³.
- Critical points: the ends of both welds on the load side, r = √(50² + 75²) = 90.14 mm.
- Secondary shear: τ₂ = P·e·r/(t·J_u) = 20 000 × 200 × 90.14 / (1.292 × 10⁶ · t) = 279.1/t MPa.
- The vertical component of τ₂ there points the same way as τ₁, with cos θ = 50/90.14 = 0.555.
- Resultant: τ = (1/t) × √(100² + 279.1² + 2 × 100 × 279.1 × 0.555) = 344.8/t MPa.
- Set τ = 80 MPa: t = 4.31 mm, so s = 4.31/0.707 = 6.10 mm. Use an 8 mm fillet (next standard size above 6.1 mm; check your standard's list).
Common mistakes
- Using the leg size s instead of the throat 0.707·s.
- Using π·d·t for a circular weld under torsion and forgetting the r: the correct shear is 2T/(π·t·d²).
- Writing σ = M/J or τ = M/J without the distance r; that is dimensionally wrong.
- Adding primary and secondary shear as scalars instead of using the angle θ.
- Forgetting the end allowance on weld length.
- Using the polar moment of the bracket plate instead of the weld throat lines.
For GATE ME
Expect: strength of parallel and transverse fillet welds, throat size, weld length for a given load, circular fillet welds under torque, and eccentrically loaded weld groups (primary plus secondary shear). Practise J_u for common weld shapes and the vector addition at the critical point.
Quick check
- What is the throat of a 12 mm equal-leg fillet weld?
- A single parallel fillet weld, s = 6 mm, l = 100 mm, carries 21.2 kN. What is the throat shear stress?
- Which weld is stronger per unit length in tests, transverse or parallel?
- Why is extra length added to a calculated weld length?
- For a circular fillet weld under torque, how does τ vary with shaft diameter d?
Answers: 1. 8.48 mm. 2. 21 200/(0.707 × 6 × 100) ≈ 50 MPa. 3. Transverse. 4. To allow for the craters at the start and end of the weld. 5. τ ∝ 1/d².
Interview questions
All Design of Machine and Automotive Elements interview questionsTry answering each one aloud before you open it.
1.What is a butt weld, and where is it commonly used in automotive applications?Concept
A butt weld is a type of weld where two pieces of metal are joined in the same plane. It is commonly used in automotive applications for joining parts like frames and panels because it provides a strong and smooth joint that can handle significant stress.
2.Explain the difference between a fillet weld and a butt weld.Concept
A fillet weld is used to join two surfaces at an angle to each other, typically in a T, lap, or corner joint. In contrast, a butt weld joins two pieces in the same plane. Fillet welds are often used for their ease of application and ability to join pieces of different thicknesses, while butt welds are preferred for their strength and smooth finish.
3.What are eccentrically loaded welds, and why are they significant in automotive design?Concept
A weld is eccentrically loaded when the load's line of action does not pass through the centroid of the weld group. The load is replaced by a force through the centroid, which gives a uniform primary shear P/A, plus a moment P·e, which gives a secondary shear P·e·r/J that grows with distance from the centroid (or a bending stress M/Z if the moment is out of plane). The two are added vectorially at the farthest weld end. Brackets for engine mounts, exhaust hangers and suspension links are typically loaded this way, so ignoring the moment badly underestimates the weld stress.
4.Why is it important to consider the type of weld when designing automotive components?Application
The type of weld affects the strength, durability, and performance of the joint. Different welds distribute stress differently, and choosing the wrong type can lead to premature failure. In automotive components, where safety and reliability are critical, selecting the appropriate weld type ensures the component can withstand operational stresses.
5.What could happen if a fillet weld is used instead of a butt weld in a high-stress automotive application?Application
Using a fillet weld instead of a butt weld in a high-stress application could lead to joint failure. Fillet welds generally have lower strength compared to butt welds and may not handle the same level of stress, especially if the load is primarily tensile. This could result in cracking or breaking under load.
6.How does the orientation of a weld affect its load-bearing capacity?Application
Orientation decides what stress the throat carries. In a parallel (longitudinal) fillet the throat is in nearly pure shear along the weld. In a transverse fillet the throat carries combined normal and shear stress, and tests show it is actually somewhat stronger per unit length than a parallel fillet. Most design methods still use the same allowable shear on the throat area for both, which is conservative for transverse welds. Parallel welds also give a non-uniform stress along long welds, so very long side welds are avoided.
7.Calculate the stress on a butt weld with a cross-sectional area of 20 mm² subjected to a tensile force of 2000 N.Numerical
Stress (σ) is calculated using the formula σ = F / A, where F is the force and A is the area. Here, σ = 2000 N / 20 mm² = 100 N/mm².
8.A fillet weld is subjected to a shear force of 1500 N. If the throat thickness is 5 mm and the weld length is 100 mm, calculate the shear stress.Numerical
Shear stress (τ) is calculated using the formula τ = F / (t × L), where F is the force, t is the throat thickness, and L is the weld length. Here, τ = 1500 N / (5 mm × 100 mm) = 3 N/mm².
9.Explain how weld quality can impact the performance of an automotive component.Application
Weld quality affects the strength, durability, and reliability of a joint. Poor-quality welds may have defects like porosity or cracks, which can reduce load-bearing capacity and lead to premature failure. In automotive components, high-quality welds are essential to ensure safety and performance under operational stresses.
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