Weld bead geometry cannot, by its nature, be precisely defined. Parameters such as bead shape and toe radius vary from joint to joint even in well-controlled manufacturing operations. In the present paper the weld toe region is modelled as a sharp, zero radius, V-shaped notch and the intensity of asymptotic stress distributions obeying Williams’ solution are quantified by means of the Notch Stress Intensity Factors (NSIFs). When the constancy of the angle included between weld flanks and main plates is assured and the angle is large enough to make mode II contribution non-singular, mode I NSIF can be directly used to summarise the fatigue strength of welded joints having very different geometry. By using a large amount of experimental data taken from the literature and related to a V-notch angle of 135°, two NSIF-based bands are reported for steel and aluminium welded joints under a nominal load ratio about equal to zero. A third band is reported for steel welded joints with failures originated from the weld roots, where the lack of penetration zone is treated as a crack-like notch and units for NSIFs are the same as conventional SIF used in LEFM. Afterwards, in order to overcome the problem related to the variability of the V-notch opening angle, the synthesis is made by simply using a scalar quantity, i.e. the mean value of the strain energy averaged in the structural volume surrounding the notch tips. This energy is given in closed form on the basis of the relevant NSIFs for modes I and II and the radius RC of the averaging zone is carefully identified with reference to conventional arc welding processes. RC for welded joints made of steel and aluminium considered here is 0.28 mm and 0.12 mm, respectively. Different values of RC might characterise welded joints obtained from high-power processes, in particular from automated laser beam welding. The local-energy based criterion is applied to steel welded joints under prevailing mode I (with failures both at the weld root and toe) and to aluminium welded joints under mode I and mixed load modes (with mode II contribution prevailing on that ascribable to mode I). Surprising, the mean value of ΔW related to the two groups of welded materials was found practically coincident at 2 million cycles. More than 750 fatigue data have been considered in the analyses reported herein.

Fatigue strength of steel and aluminium welded joints based on generalised stress intensity factors and local strain energy values

Microstructures and a microstructural, columnar architecture as well as mechanical behavior of as-fabricated and processed INCONEL alloy 625 components produced by additive manufacturing using electron beam melting (EBM) of prealloyed precursor powder are examined in this study. As-fabricated and hot-isostatically pressed (“hipped”) [at 1393 K (1120 °C)] cylinders examined by optical metallography (OM), scanning electron microscopy (SEM), transmission electron microscopy (TEM), energy-dispersive (X-ray) spectrometry (EDS), and X-ray diffraction (XRD) exhibited an initial EBM-developed γ″ (bct) Ni3Nb precipitate platelet columnar architecture within columnar [200] textured γ (fcc) Ni-Cr grains aligned in the cylinder axis, parallel to the EBM build direction. Upon annealing at 1393 K (1120 °C) (hot-isostatic press (HIP)), these precipitate columns dissolve and the columnar, γ, grains recrystallized forming generally equiaxed grains (with coherent {111} annealing twins), containing NbCr2 laves precipitates. Microindentation hardnesses decreased from ~2.7 to ~2.2 GPa following hot-isostatic pressing (“hipping”), and the corresponding engineering (0.2 pct) offset yield stress decreased from 0.41 to 0.33 GPa, while the UTS increased from 0.75 to 0.77 GPa. However, the corresponding elongation increased from 44 to 69 pct for the hipped components.

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Microstructural Architecture, Microstructures, and Mechanical Properties for a Nickel-Base Superalloy Fabricated by Electron Beam Melting

In the circular economy, products, components, and materials are aimed to be kept at the utility and value all the lifetime. For this purpose, repair and remanufacturing are highly considered as proper techniques to return the value of the product during its life. Directed Energy Deposition (DED) is a very flexible type of additive manufacturing (AM), and among the AM techniques, it is most suitable for repairing and remanufacturing automotive and aerospace components. Its application allows damaged component to be repaired, and material lost in service to be replaced to restore the part to its original shape. In the past, tungsten inert gas welding was used as the main repair method. However, its heat affected zone is larger, and the quality is inferior. In comparison with the conventional welding processes, repair via DED has more advantages, including lower heat input, warpage and distortion, higher cooling rate, lower dilution rate, excellent metallurgical bonding between the deposited layers, high precision, and suitability for full automation. Hence, the proposed repairing method based on DED appears to be a capable method of repairing. Therefore, the focus of this study was to present an overview of the DED process and its role in the repairing of metallic components. The outcomes of this study confirm the significant capability of DED process as a repair and remanufacturing technology.

Application of Directed Energy Deposition-Based Additive Manufacturing in Repair

Probabilistic Physics of Failure-based framework for fatigue life prediction of aircraft gas turbine discs under uncertainty

Big data analytics (BDA) has increasingly attracted a strong attention of analysts, researchers and practitioners in railway transportation and engineering. This urges the necessity for a review of recent research development in this field. This survey aims to provide a comprehensive review of the recent applications of big data in the context of railway engineering and transportation by a novel taxonomy framework, proposed by Mayring (2003). The survey covers three areas of railway transportation where BDA has been applied, namely operations, maintenance and safety. Also, the level of big data analytics, types of big data models and a variety of big data techniques have been reviewed and summarized. The results of this study identify the existing research gaps and thereby directions of future research in BDA in railway transportation systems.

Recent applications of big data analytics in railway transportation systems: A survey

https://estudogeral.sib.uc.pt/bitstream/10316/19953/1/Fatigue%20Behaviour.pdf

Fatigue behaviour of T welded joints rehabilitated by tungsten inert gas and plasma dressing

Study of the fatigue behavior in welded joints of stainless steels treated by weld toe grinding and subjected to salt water corrosion

Rehabilitation of a welded structure, which involves repair of cracked joints, is achieved when the local treatment for repair gives a fatigue strength in the joint equal or above the fatigue strength of the uncracked original detail. If the treatment is properly applied the rehabilitation of the detail is assured, and the nature of the weld toe improvement methods can produce a joint, after repair, with a fatigue strength and residual life greater than the initial detail. The paper presents the results obtained on a fatigue study on the rehabilitation of non-load carrying fillet welded joints loaded in bending at the main plate and with fatigue cracking at the weld toes of the attachment in the main plate and though the plate thickness. Residual stresses were measured at the surface, with X-ray diffraction. The residual stresses induced by hammer peening at the weld toe were found to be greater along the longitudinal direction of the plate than in the transverse direction. The peak residual stresses near the weld toe were found to be close to yield in compression, justifying the great benefit of hammer peening. Results of a derived gain factor, g, in fatigue life were obtained as a function of the crack depth repaired by hammer peening.

Fatigue behaviour of welded joints with cracks, repaired by hammer peening

A numerical prediction of the life of a gas turbine model disc by means of the finite-element technique is presented and the solution is compared with an experimental rim-spinning test. The finite-element method was used to obtain the K solution for a disc with two types of cracks, both at the notch root of the blade insert and located in the corner and in the centre. A crack aspect ratio of (a/c) = 1 was assumed. The fracture mechanics parameters J-integral and K were used in the assessment, which were computed with linear elastic and elastic-plastic material behaviour. Using a crack propagation program with appropriate fatigue-creep crack growth-rate data, previously obtained in specimens for the nickel-based superalloy IN718 at 600 °C, fatigue life predictions were made. The predicted life results were checked against experimental data obtained in real model discs. The numerical method, based on experimental fatigue data obtained in small laboratory specimens, shows great potential for development, and may be able to reduce the enormous costs involved in the testing of model and full-size components.

C.M. Branco

Papers

Fatigue behaviour of T welded joints rehabilitated by tungsten inert gas and plasma dressing

Study of the fatigue behavior in welded joints of stainless steels treated by weld toe grinding and subjected to salt water corrosion

Fatigue behaviour of welded joints with cracks, repaired by hammer peening

Fatigue life prediction and failure analysis of a gas turbine disc using the finite-element method

Fatigue performance of tungsten inert gas (TIG) and plasma welds in thin sections