La compréhension du comportement de structures jusqu'à leur ruine est nécessaire pour concevoir au mieux ces structures. Selon le matériau et les sollicitations considérées, les mécanismes physiques à l'origine de la rupture changent. Nous nous intéresserons à des matériaux homogènes pour lesquels la ruine passe par le développement de fissures autour desquelles les non-linéarités de comportement n'ont pas un rôle dominant. Ces conditions sont réunies pour les matériaux fragiles pour lesquels la source principale de dissipation est la génération non réversible d'une surface libre, et pour certaines fissures de fatigue. Sur un cycle de chargement, il existe de nombreuses applications pour lesquelles les non-linéarités restent confinées. La théorie de la mécanique linéaire élastique de la rupture est alors un modèle pertinent pour approcher le comportement de la structure. Sous ces hypothèses, le front de la fissure introduit une singularité. L'étude asymptotique de cette singularité dans des situations plane et anti-plane permet de définir les séries de Williams. La singularité est alors d'ordre un demi et elle est quantifiée par les facteurs d'intensité des contraintes (FIC) pour chacun des trois modes de sollicitations. En 3D, la fissure peut avoir une géométrie complexe, et aucune expression générale de la singularité n'existe. Dans cette thèse, les séries de Williams en déplacements sont utilisées et régularisées le long du front au sens des éléments finis. À partir de cette définition 3D des séries asymptotiques en pointe de fissure, une méthode d'extraction directe des FIC (DEK-FEM) est étendue au cas 3D. Le domaine est décomposé en deux domaines, raccordés en moyenne sur l'interface. Au voisinage du front, les champs mécaniques sont approchés par une troncature des champs asymptotiques. La singularité est donc traitée avec des champs adaptés, et les degrés de liberté associés sont directement les coefficients asymptotiques. Parmi ces coefficients asymptotiques, on retrouve les FIC et les T-stresses. Pour des raisons d'efficacité numérique et pour pouvoir relier l'échelle de la structure à l'échelle de la fissure, cette méthode est intégrée dans un contexte multigrilles localisées X-FEM. Ainsi nous montrons que cette approche permet une bonne évaluation des évolutions des FIC et du T-stress. Cette méthode est développée en parallèle d'une stratégie de post-traitement expérimental (mesure de champs de déplacements par corrélation d'images) basée sur les mêmes séries asymptotiques. Les images tridimensionnels d'un essai de fatigue in situ sont obtenues par micro-tomographie à rayons X et reconstruction. La corrélation et la régularisation basées sur les séries asymptotiques permettent d'obtenir la géométrie de la fissure et les FIC pour pouvoir identifier des lois de propagation de fissures 3D en fatigue. L'efficacité de cette méthode en parallèle d'une simulation DEK-FEM est illustrée en 2D. / It is necessary to understand the behavior of structures up to their failure to enhance their design. The mechanisms and phenomena undergoing failure vary according to the considered material and boundary conditions. We consider homogeneous materials for which cracks propagate in a context where behavior nonlinearities are not dominants. These conditions are matched for brittle and quasi-brittle materials and for some fatigue cracks. For the former, the main source of dissipation is the crack propagation which can be seen as the generation of a new free-surface. For the later, there is many applications where, in one loading cycle, the nonlinearities remains confined around the crack tip. The linear elastic fracture mechanics theory is then a pertinent model to approximate the structure behavior. Under such hypotheses, a singularity appears in the crack tip vicinity. The Williams' series expansion is computed from the asymptotic study of plane and anti-plane states. The stress is singular at the crack tip and the order of this singularity is one out of two. The singularity amplitude is quantified by the stress intensity factors (SIF), one for each of the three loading modes. In 3D, the crack shape is potentially complex (front curvature and non-planar crack), and no general asymptotic series expansion exists. In this PhD thesis, the 2D Williams' series in displacements are used and regularized with a finite element evolution along the front. From this 3D definition of the asymptotic fields in the crack tip vicinity, a numerical method for direct estimation of the SIF (DEK-FEM) is extended to 3D. This method is based on domain decomposition, the two domains are bounded in a weak sense on their interface. In the crack tip vicinity, the mechanical fields are approximated by a truncation of the asymptotic series expansion. Therefore, appropriate fields are used to deal with the singularity, and the associated degrees of freedom are directly the asymptotic coefficients. Among these coefficients are the SIF and the T-stresses. To bridge the scales between the structure and the crack front singularity and to increase the numerical efficiency, this method is embedded in a localized X-FEM multigrids approach. The proposed method is shown to provide an accurate evaluation of the SIF and T-stresses evolution. This approach has been developed in combination of an experimental post-processing method (full field displacement measurement through image correlation) based on the same asymptotic series expansion. The 3D images can be obtained for in situ fatigue experiments by X-ray microtomography and reconstruction. The crack geometry and the SIF are then provided by image correlation and regularization based on Williams series expansion. These data can be used for identifying a 3D fatigue crack growth law. The efficiency of the method is illustrated in 2D.

L’amélioration des performances spécifiques des alliages métalliques de l’aéronautique est une démarche constante. Les alliages de titane sont des matériaux privilégiés par les constructeurs aéronautiques car ils allient hautes propriétés mécaniques et faible densité.Parmi ces matériaux, les alliages β-métastables qui ont pour particularité de retenir jusqu’à 40% de phase β connaissent un fort regain d’intérêt pour les motoristes (Ti-17) comme pour des applications de structure type trains d’atterrissage (Ti-5553 et Ti-10-2-3). Ce travail a pour but d’analyser le comportement mécanique et la durabilité de ces alliages soumis à des sollicitations monotones et cycliques en lien avec les microstructures.Des essais mécaniques ont pour cela été développés à partir de différentes microstructures métallurgiques qu’elles soient issues d’un traitement industriel ou spécifique visant à simplifier ces dernières. Les mécanismes de déformation (systèmes de glissement) et d’endommagement (amorçage de fissures) ont été identifiés et analysés à différentes échelles par microcopie optique et électronique à balayage en intégrant les notions d’orientation cristallographique (EBSD). Le recours à des essais réalisés in situ sous microscope (optique et MEB) et à une métrologie adaptée aux échelles pertinentes a permis d’identifier les éléments micro-structuraux clés et les cinétiques de développement de ces processus. Un des faits marquants est le rôle majeur de l’anisotropie de propriétés mécaniques de la phase β qui a également fait l’objet de simulations numériques. / The improvement of specific performances of metallic materials used for aerospaceapplications needs continuous researches and developments. Titanium alloys are materials ofchoice for aerospace companies thanks to their high mechanical properties and low density.Among them, the β-metastable alloys that retain up to 40% of β phase are more and moreintroduced in aircraft engines (Ti-17) and for structural parts (e.g. landing gears in Ti-5553and Ti-10-2-3).This work aims to analyse the mechanical behaviour and durability of these alloyssubmitted to monotonic or cyclic loadings. Mechanical tests have been developed on differentindustrial microstructures as on academic simplified ones produced by specific thermaltreatments. Deformation mechanisms (slip systems) and damage processes (cracks initiation)were identified and analyzed at different scales using microscopes (optical and SEM) andcrystallographic features were studied by EBSD. Specific in situ tests performed undermicroscopes (optical and SEM) and digital images correlation techniques at scales of interesthave permitted to identify and to quantify the key microstructural parameters and the kineticsof these processes. One major result concerns the influence of the anisotropy of mechanicalproperties associated to the β phase.

The work is concerned with the development of a multi-stage corrosion fatigue lifetime model, with emphasis on pitting as a precursor to cracking. The model is based upon the quantitative evaluation of damage during the overall corrosion fatigue process. The fatigue response of as-received API 5L X65 linepipe steel has been investigated in terms of the evolution of damage during pit development, pit-to-crack transition and crack propagation. Micro-potentiostatic polarisation was conducted to evaluate role of stress on pit development. Crack growth rate measurements were conducted on pre-pitted specimens, which were tested in air and brine, to evaluate the initiation and propagation behaviour of cracks emanating from artificial pits. Finite element analysis was undertaken to evaluate the stress and strain distribution associated with the pits. A cellular automata finite element model was also developed for predicting corrosion fatigue damage. Pit growth rate was enhanced under stress. It was considered that the strain localisation effect of the pit facilitated strain-assisted dissolution. In air, cracks initiated predominantly from the pit mouth. FEA results indicated that this was due to localisation of strain towards the pit mouth. In corrosion fatigue, cracks tended to initiate at the pit base at low stress and at the pit mouth at higher stresses. Crack initiation lifetimes were shorter in the aggressive environment compared to air and the effect of the environment on crack initiation lifetime was lower at higher stress levels. Crack initiation lifetime for double pits generally decreased with decreasing pit-to-pit separation distance. The microstructure was observed to influence crack growth behaviour in air particularly in the early stages when cracks were short. The acceleration and retardation in crack growth were attributed to the resistance of grain boundaries to crack advance. Cracks sometimes arrested at these barriers and became non-propagating. Introduction of the environment for a short period appear to eliminate the resistance of the microstructural barriers thus promoting re-propagation of the previously arrested crack. The continued crack propagation after the removal of the environment suggests that the influence of the environment is more important in the early stages of crack growth. Crack growth rates were higher in the aggressive environment than in air. The degree of environmental enhancement of crack growth was found to be greater at lower stress levels and at short crack lengths. Oxide-induced crack closure and crack coalescence were two mechanisms that also affected crack growth behaviour.2-D cellular automata finite element simulation results, with and without stress, show good agreement agreed with experiments i.e. pit depth and pit aspect ratio increase with time. Results from 3-D cellular automata simulations of pits are also consistent with experiments. Fatigue lifetimes were significantly shorter (i) in the brine environment than in air and (ii) for specimens with double pits compared to single pits of similar depth. Fatigue strength in air was found to decrease with increasing pit depth. Corrosion fatigue lifetimes predicted based upon the developed model showed good agreement with the experimental lifetimes.

Le matériau étudié est un alliage Al A356, utilisés pour produire des têtes de cylindres pour l'industrie automobile par fonderie. Le matériau présente une microstructure dendritique assez grossière dans une matrice eutectique, avec une taille moyenne de grains de 25 microns, des précipités intermetalliques et des porosités. Les propriétés de traction sont fortement affectées par la température d'essai, avec une baisse assez sensible du module de Young, de la limite d'élasticité lorsque la température augmente. La durée de vie de fatigue isotherme chute de façon marquée (approximativement d'un facteur 10) lorsque la température d'essai est portée de 120 à 280 °C, en déformation imposée. Du essais thermomecaniques cycliques en phase, avec une température variant de 120 à 280 °C, on montré que la durée de vie en anisotherme est assez similaire à celle obtenue en conditions isothermes à 280 oC. Dans ce cas, les dommages causés par le chargement thermomécanique cyclique se produisent à la température la plus élevée du cycle. Les essais de relaxation ont montré l'existence de deux comportements distincts. À basse température, le matériau présente de l'écrouissage cyclique tandis qu'il s'adoucit cycliquement à des températures plus élevées. A partir des résultats de croissance des fissures de fatigue, on a observé que la température et la forme du cycle de fatigue a une forte influence sur la vitesse de fissuration par fatigue ainsi que sur le facteur d'intensité des contraintes seuil. Une loi de comportement élastique visco-plastique non-isotherme a été identifiée pour le matériau. Les paramètres de comportement mécanique sont statistiquement distribués du fait de la fabrication du matériau par fonderie. Toutefois, il a été démontré que le modèle était capable de se reproduire, avec une approximation raisonnable, les essais contrainte-déformation à des températures différentes, pour le cas isotherme et anisotherme. / The studied material is an A356 Al alloy, used to produce engine cylinder heads for the automotive industry by die casting process. The material displays a quite coarse dendritic microstructure in a eutectic matrix, with a mean grains size of 25 microns, intemetallic precipitates and porosities. The tensile properties are strongly affected by testing temperature, with a quite sensitive drop of the Young's modulus, the Yield stress as the temperature was raised. The isothermal fatigue life dropped of markedly (approximately 10 times) when the testing temperature is raised from 120 to 280 °C, under strain control. From the themomechanical in-phase cyclic tests, with temperature varying from (120 to 280 oC), it was possible to observe that life is quite similar to the isothermal fatigue test at 280 oC. In this case, the more sensitive damage caused the in-phase mechanical and thermal cycle take place at the highest temperature. Relaxation tests indicated two distinct behaviors, with the temperature of 240°C being a threshold. At lower temperatures, the material hardens cyclically whereas it softens cyclically at higher temperatures. From the fatigue crack growth results, it was observed that temperature and wave shape has a strong influence on the crack growth rate as well as on the stress intensity threshold. Considering sinusoidal wave shape (10 Hz), as the temperature increased the DKth decreased and the crack propagation rate increased. However, the rate as da/dN change with temperature is quite similar, as an indicative that the micromechanism of crack growth has not changed due to the high frequency used, and it was due only to loss of mechanical strength. An elastic-visco-plastic non-isothermal constitutive law was identified for the material. For the cast material studied in this work, the mechanical behavior parameters are statistically distributed. However, it was shown that the model was able to reproduce, with a reasonable approximation, the stress – strain relationship at different temperatures, for the isothermal and anisothermal cases. / Para caracterizar componentes usados em aplicações de alta responsabilidade não basta apenas conhecer a composição química e os resultados de ensaios de tração, impacto e dureza, pois estes podem não fornecer os subsídios necessários que permitam prever, de maneira confiável, o comportamento dos componentes nas condições reais de trabalho. Exemplo disto são os cabeçotes de motor automotivos, submetidos a tensões térmicas e mecânicasrelativamente altas durante seu uso normal e altíssimo em condições extremas. Durante longos tempos de funcionamento e eventuais falhas na refrigeração e ou lubrificação a temperatura pode chegar a valores próximos de 300ºC. Esta variação de temperaturas provoca choques térmicos que podem gerar trincas e/ou uma grande quantidade de deformação plástica em regiões próximas aos pistões. Desconsiderando a presença de choques térmicos provocadospor falhas, ainda assim, uma pequena quantidade de ciclos de acionamento e parada do motor, é considerada como os principais causadores de pequenas trincas. Isso indica que o surgimento de trincas em cabeçotes de motor deve ser considerado um problema de fadiga termomecânica de baixo ciclo. Outro problema é a heterogeneidade microestrutural no componente devido ao processo de fundição, levando a propriedades mecânicas e físicas diferentes em uma mesma peça. Além da presença de porosidade gerada por bolhas de gás e vazios de solidificação, que podem adquirir tamanho tal que se aproximem de pequenas trincas, diminuindo a vida para a nucleação e assim mudando o foco do problema para o de propagação de trinca por fadiga. A proposta deste trabalho foi a de determinar as propriedades de fadiga isotérmica e termomecânica através de ensaios de fadiga de baixo ciclo, bem como as propriedades de propagação de trinca por fadiga, relaxação, caracterização microestrutural e modelagem do comportamento mecânico por elementos finitos para a liga de alumínio utilizada na fabricação de cabeçotes de motores automotivos pela indústria nacional. Todos os ensaios e análises computacionais foram realizados nos laboratórios da Universidade de São Paulo (EESC-USP) e da École Normale Supérieure de Cachan (ENS-LMT). Os ensaios de fadiga isotérmica foram realizados nas temperaturas de 120ºC e 280ºC e os ensaios termomecânicos foram realizados em fase entre as temperaturas de 120ºC e 280ºC. Os ensaios de relaxação foram realizados em várias temperaturas com carregamento de onda trapezoidal, enquanto que os ensaios de propagação de trinca por fadiga foram realizados nas temperaturas de 120ºC, 200ºC e 280ºC para arregamentos de onda senoidal e trapezoidal em controle de carga e de deslocamento. Foi feita também análise microestrutural nos corpos de prova, após os ensaios de fadiga, por microscopia óptica e por microscopia eletrônica de varredura MEV.Os resultados destes ensaios mostraram que os defeitos de fundição e a falta de homogeneidade no material, aliados a longos tempos de exposição a carregamentos e em altas temperaturas, constituem um fator crítico no desempenho do componente. Estes resultados ajudarão a estabelecer modelos precisos de previsão de vida para os cabeçotes de motor.

<p>There has been a long-standing need in the marketplace for the economic production of small lots of components that have complex geometry. A potential solution is additive manufacturing (AM). AM is a manufacturing process that adds material bottom-up. It has the distinct advantages of low preparation cost and high geometric creation capability. Components fabricated via AM are now being selectively used for less-demanding applications in motor vehicles, consumer products, medical products, aerospace devices, and even some military projects.</p><p><br></p> <p>For engineering applications, high value-added components require consistency in the fatigue properties. However, components fabricated by AM have large variation in the fatigue properties compared to those by conventional manufacturing processes. To alleviate unpredictable catastrophic failures of components, it is essential to study and predict fatigue life. Previous study reported that fatigue crack initiation process accounts for a large portion of fatigue life, especially for low loading amplitude and high cycle fatigue. However, this major portion of fatigue life prediction is mostly ignored by main stream researchers working on fatigue modeling. For industrial applications, engineers often specify a lower stress condition to obtain a higher safety factor. Under these circumstances, fatigue crack initiation becomes even more important, so it is essential to further study of crack initiation.</p><p><br></p> <p>The objective of this research is to develop a fatigue crack initiation model for metal components produced by AM. To improve life prediction accuracy, the model must incorporate the effect of different microstructures, which are typically produced by AM due to a large number of repetitive cycles of re-heating and re-cooling processes. To fulfill this objective, the tasks are separated into three studies: (1) developing a temperature model to simulate temperature history, (2) modeling the component’s microstructure for the potential crack initiation zone, and (3) developing a fatigue crack initiation model for life estimation. A summary of each task is provided in the following.</p> <p>First, the role of temperature model is to understand the mechanism that leads to the variation of microstructures. The existing temperature models are computationally expensive to obtain an accurate prediction of the temperature history due to repetitive heating and cooling. The main reason is that these models considered entire boundary conditions of all the material points. In this section, we proposed and employed the concept of effective computation zone, which can save the computational time significantly for AM process. </p><p><br></p> <p>Second, it is critical to include the effect of microstructure in the fatigue life model since the microstructure variation at different locations within the real AM component is large. The grain size variation is modeled by using representative volume element, which is defined as a volume of heterogeneous material that is sufficiently large to be statistically representative of the real component’s microstructure. Regarding phase transformation, a continuous cooling transformation (CCT) diagram is a useful tool that can be used with a thermal model for microstructure design and manufacturing process control. However, traditional CCT diagrams are developed based on slow and monotonic cooling processes such as furnace cooling and air cooling, which are greatly different from the repetitive heating and cooling processes in AM. In this study, a new general methodology is presented to create CCT diagrams for materials fabricated by AM. We showed that the effect of the segmented duration within the critical temperature range, which induced precipitate formation, could be cumulative. </p><p><br></p> <p>Third, the existing fatigue crack initiation life model has poor accuracy. One of the reasons for the poor accuracy is the coefficients change due to the variation in microstructure is not accounted for. In this section, a semi-empirical fatigue crack initiation model is presented. The important coefficients include maximum persistent slipband width, energy efficiency coefficient, resolved shear stress and plastic slip rate per cycle. These coefficients are modeled and determined as a function of microstructure, which can improve the accuracy of life estimation.</p><p><br></p> <p>The contribution of this study is to provide a new engineering tool for designing the melting AM process based on scientific research. With this tool, the fundamental mechanism contributing to a large variation of the fatigue life of the metal components made by AM process can be understood, attributed, predicted and improved. The seemly ‘stochastic’ nature of fatigue life of the AM components can be changed to be more deterministic and predictable. This approach represents a major advance in fatigue research on AM materials. The model developed is considered as a tool for research, design, and control for laser-based AM process applications. </p>

This thesis focuses on the development of a health monitoring system for gearbox transmissions. This was accomplished by developing and understanding a two-stage gearbox computer model that emulates an actual gearbox test rig. The computer model contains actual gearbox geometry, flexible shafts, bearings, gear contact forces, input motor torque, output brake torque, and realistic gearbox imbalance. The gear contact force of each gear stage and the input bearing translational acceleration were the main outputs compared between a healthy gearbox and damaged gearbox computer model. The damage of focus was a fatigue crack on the input pinion gear. A sideband energy ratio comparison yielded the computer simulation accurately modeled the difference between a healthy and damaged gearbox. The next step in this study involved the development of a repeatable procedure to initiate and propagate a fatigue crack at the tooth root in an actual spur gear. A damaged spur gear allows for a future comparison of an actual healthy and damaged gearbox system in the lab. A custom fatigue fixture was designed and manufactured for a Martin S1224BS 1 spur gear. The fatigue crack was initiated by position control fatigue testing which deflects the gear tooth a set amplitude for a number of cycles. Over the length of the test, the load that the tooth can withstand in bending decreases as damage begins to occur. Once the max load on the gear has dropped by a significant percentage (5-15%) a crack has initiated and begun to propagate across the tooth face. The use of a scanning electron microscope confirmed the presence a fatigue crack.

The aim of this diploma thesis is to estimate the residual fatigue lifetime of the model train axle. Primarily, the thesis is focused on determination of the stress intesity factor, the main variable for estimation of the residual fatigue lifetime. At first, the theoretical approaches of estimation of the residual fatigue lifetime are listed and then the residual fatigue lifetime of the model train axle is estimated.

Zyklische Kohäsivzonenmodelle beschreiben irreversibles Separationsverhalten und Schädigungsakkumulation unter zyklischer Belastung. In der vorliegenden Arbeit wird die Formulierung zyklischer Kohäsivzonenmodelle systematisiert und ihr Potenzial zur Simulation von Ermüdungsvorgängen analysiert. Die Kohäsivspannungs-Separations-Beziehungen werden auf Basis etablierter thermodynamischer Konzepte der Schädigungsmechanik aufgestellt. Zyklische Schädigungsakkumulation wird über die Entwicklungsgleichung der Schädigungsvariablen unter Berücksichtigung einer zustandsabhängigen Dauerfestigkeit beschrieben. Das Kohäsivzonenmodell wird erfolgreich für die Simulation von Werkstoffermüdung angewandt. Numerisch mithilfe der Methode der finiten Elemente erzeugte Rissfortschrittskurven bilden das experimentell beobachtete Ermüdungsrisswachstumsverhalten in allen Bereichen ab. Über Parameterstudien wird der Einfluss der einzelnen Modellparameter ermittelt. Darüber hinaus wird die Anwendung des zyklischen Kohäsivzonenmodells auf die Simulation von Wöhler-Versuchen vorgestellt und der Probengrößeneffekt auf das Ermüdungsverhalten untersucht. Der Zusammenhang zwischen den lokalen Beanspruchungszuständen in der Kohäsivzone und dem vorhergesagten globalen Versagensverhalten wird aufgeklärt. Die gewonnenen Erkenntnisse bilden die Grundlage für ein Konzept zur Identifikation der Kohäsivparameter, das auf der Auswertung von Wöhler- und Rissfortschrittskurven beruht. / Cyclic cohesive zone models describe irreversible separation behaviour and damage accumulation under cyclic loading. In the present thesis, the formulation of cyclic cohesive zone models is systemised and their potential to simulate fatigue processes is analysed. The relation between traction and separation is described based on established thermodynamical concepts of damage mechanics. Cyclic damage accumulation is controlled by a damage evolution equation taking into account a state-dependent endurance limit. The cohesive zone model is applied successfully to the simulation of material fatigue. Fatigue crack growth rate curves, which were obtained numerically by means of the finite element method, reproduce the experimentally observed behaviour in all stages. The influences of the particular parameters of the model are determined by parametric studies. In addition, simulations of uniaxial fatigue tests using the cyclic cohesive zone model are presented. Furthermore, the size effect on the fatigue behaviour is investigated. The relation between the local states within the cohesive zone and the predicted global failure modes is explained. These findings form the foundation for a concept of parameter identification which bases on the evaluation of Wöhler-curves and fatigue crack growth rate curves.

Die Arbeit ruht auf zwei Säulen: Die eine besteht in der Aufbereitung, Erprobung und konsequenten Anwendung von Methoden der Skaleninvarianzanalyse, die andere in einem breiten Fundus an experimentellen Daten für aushärtbare Aluminiumknetlegierungen in der Form dünner Bleche, die unter gleichartigen, streng kontrollierten Bedingungen gewonnen worden sind. Als methodische Weiterentwicklungen sind die Fundierung des Umgangs mit der algebraischen Korrelation zwischen Vorfaktor und Exponent einer beliebigen Potenzgleichung, die Übertragung des Ansatzes der finiten Skaleninvarianz auf die Ermüdungsrißausbreitung sowie die Kombination der Idee eines geschwindigkeitsbestimmenden Schrittes mit der Dimensionsanalyse der umgebungsabhängigen Ermüdungsrißausbreitung bis hin zur Kartierung der geschwindigkeitsbestimmenden Schritte zu nennen. Auf experimenteller Seite wurde eine Datensammlung mit gemessenen Streubändern für die Ermüdungsrißausbreitung und das Verfestigungsverhalten von 39 Orientierungen bzw. Auslagerungszuständen von Aluminiumlegierungen aufgebaut. Diese Sammlung wird durch ausgewählte Messungen der Ermüdungsrißausbreitung im schwellenwertnahen Bereich, Restfestigkeitsversuche, Rißschließmessungen, Rauheitsmessungen an Bruchflächen, frequenzabhängige Messungen zum Umgebungseinfluß sowie Untersuchungen an drei Stählen und einer Magnesiumlegierung sinnvoll ergänzt. Auf der Basis der Meßdaten und der Analysemethoden wurde der Werkstoffeinfluß auf die Ermüdungsrißausbreitung in dünnen Blechen aus Aluminiumknetlegierungen bei Belastung mit konstanter Amplitude im Gültigkeitsbereich der linear-elastischen Bruchmechanik untersucht. Dabei wurden folgende Größen als wesentliche Einflußfaktoren identifiziert: - für die Gruppenzugehörigkeit: der Kohärenz- und Ordnungsgrad der festigkeitsbestimmenden Ausscheidungen und die resultierende Gleitverteilung, - für den gemeinsamen Vorfaktor der Legierungen der Gruppe 1: die elastischen Eigenschaften und das Spannungsverhältnis (Translation der Paris-Geraden), - für die Exponenten der Legierungen der Gruppe 1: 0,2%-Dehngrenze, athermischer Verfestigungsparameter, Probendicke und Kc-Wert als dimensionsloses Potenzprodukt (Rotation der Paris-Geraden), - für die Legierungen der Gruppe 2: das Ausmaß der Rißablenkung und eine bleibende Mode-II-Komponente der Rißöffnungsverschiebung, - für den Umgebungseinfluß der Legierung 6013 T6: Frequenz und Schwingbreite des Spannungsintensitätsfaktors. Die Diskussion umfaßt den wertenden Vergleich der experimentellen Ergebnisse mit Befunden und Modellen aus der Literatur, Erklärungsansätze für die Ursachen der Einflußnahme der wesentlichen Parameter sowie einen Modellansatz für die Legierungen der Gruppe 1 auf der Basis einer Mischungsregel. Dabei hatte sich erwiesen, daß keines der aus der Literatur bekannten Modelle alle Befunde richtig wiedergibt. Einige der ausgearbeiteten Erklärungsansätze bedürfen der zukünftigen Vertiefung. / The work is based upon two essentials: the first one is the preparation and application of techniques of scale invariance analysis, the second one consists in a database of experimental results for heat-treatable thin-sheet wrought aluminium alloys obtained under uniform conditions. Progress with respect to methodology was achieved regarding, first, the algebraic correlation between sets of coefficients and exponents of any power law, second, the transfer of the concept of finite scale invariance to the phenomenon of fatigue crack growth (FCG), and third, the combination of the ideas of a rate-controlling step and dimensional analysis of environmental-assisted FCG including the mapping of rate-controlling steps. In the experimental part, a database containing both measured scatterbands of FCG and strengthening characteristics for several orientations and aging conditions of aluminium alloys amounting to a total of 39 different material conditions was established. This database was supplemented with results of selected measurements of near-threshold FCG rates, residual strength, crack closure, roughness of fatigue cracks, and frequency-dependent environmental-assisted FCG as well as investigations of three plain-carbon steels and a magnesium alloy. Based on these prerequisites, the influence of the material on the FCG behaviour of thin-sheet wrought aluminium alloys under constant-amplitude loading was investigated within the limits of validity of linear-elastic fracture mechanics. The following influence factors were identified to be essential: The assignment of alloys to one out of two groups is mainly determined by the degrees of coherency and order of the strength-controlling precipitates and the resulting type of slip distribution. The normalized-Paris-law coefficient for the first group is mainly dependent on the modulus of elasticity and the stress ratio. The Paris-law exponents for the first group are dominated by a dimensionless power monomial of the 0.2% proof stress, the athermal strengthening coefficient, sheet thickeness and the critical stress intensity factor. The retardation of the FCG rates of alloys of the second group relative to the first group is mainly determined by the amount of crack deflection and by a residual mode-II component of crack opening displacement. Finally, the environment-assisted FCG for aluminium alloy 6013 T6 reveals a coupled dependence on loading frequency and cyclic stress intensity factor. The discussion covers the evaluation of the results in relation to observations and models from the literature, the explanation of the modes of operation of the major influence factors and a model based on a mixing rule for the alloys of the first group. It turned out that there is not any model that reflects all of the observations simultaneously. Some of the ideas presented require to be worked out in more detail.

Ti-6Al-4V manufactured by electron beam melting Keywords: Additive manufacturing, high-temperature tensile properties, low cycle fatigue, neutron diffraction, fatigue crack growth ISBN: 978-91-89325-27-2 (Printed) 978-91-89325-26-5 (Electronic) Ti-6Al-4V is the most widely used α+β titanium alloy in aerospace engine applications due to its high specific strength. Typically, the alloy is manufactured as castings or forgings and then machined to final geometry. These conventional manufacturing processes do however generate a lot of waste material, whereas additive manufacturing (AM) can potentially produce a near-net-shape geometry directly from the feedstock. In the past decade, electron beam melting (EBM), one of the powder bed fusion techniques, has been widely researched to build Ti[1]6Al-4V components. Still, the as-built material can contain defects such as gas pores that require post-processing, such as hot isostatic pressing (HIP) to produce nearly fully dense components. HIP treatment of conventionally cast Ti-6Al-4V is normally performed at 920 ˚C, 100 MPa for 2 hours. This same HIP treatment has then been adapted also for EBM-manufactured Ti-6Al-4V, which however results in coarsening of α laths and reduction of yield strength. Therefore, finding a more appropriate HIP treatment for this new type of Ti-6Al-4V material, i.e. EBM manufactured, would be of great benefit for the industry. Lowering the HIP treatment temperature to 800 ˚C and increasing the pressure to 200 MPa has recently been proven to close the porosity to a high degree while sustaining the high yield strength. In this thesis, the high-temperature tensile properties of EBM-manufactured Ti[1]6Al-4V subjected to a low-temperature (800 ˚C) HIP treatment were evaluated and compared with standard HIP-treated (920 ˚C) materials. Metallurgical characterization of the as-built, HIP-treated materials have been carried out to understand the effect of temperature on the microstructures. The standard HIP[1]treated material measured about 1.4x - 1.7x wider α laths than those in the low[1]temperature HIP treated and as-built samples, respectively. The standard HIP[1]treated material showed about 10 - 14% lower yield strength than other HIP treated materials. At 350 ˚C the yield strength decreases to about 65% compared to the room temperature strength for all tested materials. An increase in ductility vi programvaran NASGRO där livsförutsägelserna visade god överensstämmelse med experimentella livscykler i de flesta fall. vii Abstract Title: Microstructure and mechanical properties of low-temperature hot isostatic pressed Ti-6Al-4V manufactured by electron beam melting Keywords: Additive manufacturing, high-temperature tensile properties, low cycle fatigue, neutron diffraction, fatigue crack growth ISBN: 978-91-89325-27-2 (Printed) 978-91-89325-26-5 (Electronic) Ti-6Al-4V is the most widely used α+β titanium alloy in aerospace engine applications due to its high specific strength. Typically, the alloy is manufactured as castings or forgings and then machined to final geometry. These conventional manufacturing processes do however generate a lot of waste material, whereas additive manufacturing (AM) can potentially produce a near-net-shape geometry directly from the feedstock. In the past decade, electron beam melting (EBM), one of the powder bed fusion techniques, has been widely researched to build Ti[1]6Al-4V components. Still, the as-built material can contain defects such as gas pores that require post-processing, such as hot isostatic pressing (HIP) to produce nearly fully dense components. HIP treatment of conventionally cast Ti-6Al-4V is normally performed at 920 ˚C, 100 MPa for 2 hours. This same HIP treatment has then been adapted also for EBM-manufactured Ti-6Al-4V, which however results in coarsening of α laths and reduction of yield strength. Therefore, finding a more appropriate HIP treatment for this new type of Ti-6Al-4V material, i.e. EBM manufactured, would be of great benefit for the industry. Lowering the HIP treatment temperature to 800 ˚C and increasing the pressure to 200 MPa has recently been proven to close the porosity to a high degree while sustaining the high yield strength. In this thesis, the high-temperature tensile properties of EBM-manufactured Ti[1]6Al-4V subjected to a low-temperature (800 ˚C) HIP treatment were evaluated and compared with standard HIP-treated (920 ˚C) materials. Metallurgical characterization of the as-built, HIP-treated materials have been carried out to understand the effect of temperature on the microstructures. The standard HIP[1]treated material measured about 1.4x - 1.7x wider α laths than those in the low[1]temperature HIP treated and as-built samples, respectively. The standard HIP[1]treated material showed about 10 - 14% lower yield strength than other HIP treated materials. At 350 ˚C the yield strength decreases to about 65% compared to the room temperature strength for all tested materials. An increase in ductility viii was observed at 150 ˚C compared to that at room temperature, but the ductility decreased between 150 - 350 ˚C because of activation of different slip systems. The low cycle fatigue (LCF) behavior of such a modified HIP (low-temperature HIP) material is assessed at two different strain levels and compared with the corresponding LCF properties for the standard HIP material. Even though the modified HIP material had lowest minimum life cycles to failure, the overall fatigue performance is comparable with that of the standard HIP material. Also, fatigue life predictions were made from the measured defect size at the crack initiation site using NASGRO. The calculated life predictions showed good agreement with the experimental values in most cases. In-situ neutron diffraction measurements on tensile test specimens were conducted, at both room temperature and at 350˚ C, for the standard and modified HIP-treated materials. The objective was to gain essential insights on how the crystal lattice strains relate to the macroscopic strengths in these specific microstructures. This investigation helped to understand the load partitioning between different slip planes and constituent phases in the microstructure at different temperatures. / Ti-6Al-4V är den mest använda α+β titanlegeringen i flygmotortillämpningar på grund av sin höga specifika hållfasthet. Vanligtvis tillverkas legeringen som gjutgods eller smide och bearbetas sedan till slutlig geometri. Dessa konventionella tillverkningsprocesser genererar dock en hel del avfallsmaterial, medan additiv tillverkning (AM) potentiellt kan producera en nästan slutgiltlig geometri direkt från råvaran. Under det senaste decenniet har elektronstrålesmältning (EBM), en av pulverbäddsfusionsteknikerna, undersökts mycket för att bygga Ti-6Al-4V-komponenter. Ändå kan det byggda materialet innehålla defekter såsom gasporer som kräver efterbearbetning, såsom varm isostatisk pressning (HIP) för att producera nästan helt täta komponenter. HIP[1]behandling av konventionellt gjutet Ti-6Al-4V utförs normalt vid 920 ˚C, 100 MPa under 2 timmar. Samma HIP-behandling har sedan anpassats även för EBM[1]tillverkat Ti-6Al-4V, vilket dock resulterar i förgrovning av α-lameller och minskning av sträckgränsen. Att hitta en mer lämplig HIP-behandling för denna nya typ av Ti-6Al-4V-material, dvs EBM-tillverkat, skulle därför vara till stor fördel för industrin. Att sänka HIP-behandlingstemperaturen till 800 ˚C och öka trycket till 200 MPa har nyligen visat sig stänga porositeten i hög grad samtidigt som den höga sträckgränsen bibehålls. Ti-6Al-4V används huvudsakligen i applikationer för flygmotorer upp till en maximal driftstemperatur på 300 ˚C. Därför studerades högtemperaturdragegenskaperna hos de olika HIP-behandlade EBM[1]byggmaterialen i detta forskningsarbete. Denna studie visade att duktiliteten påverkas av aktiveringen av olika glidsystem baserat på temperatur. Ytterligare neutrondiffraktionsexperiment utfördes tillsammans med in-situ dragprovning för att bestämma det aktiva glidsystemet vid en specifik temperatur. Utmattningsbeteendet hos det lågtemperaturbehandlade HIP-materialet utvärderas också genom lågcykelutmattningstestning och utmattningsspricktillväxttest. Utmattningsprestandan för det modifierade HIP[1]materialet utvärderades mot standard HIP- material och visade sig ha jämförbara utmattningsegenskaper. Förutsägelser om utmattningsliv utfördes med hjälp av vi programvaran NASGRO där livsförutsägelserna visade god överensstämmelse med experimentella livscykler i de flesta fall. / <p>Submitted papers or manuscripts have been excluded from the fulltext file.</p>