Issue 36

R. Tovo et alii, Frattura ed Integrità Strutturale, 36 (2016) 119-129; DOI: 10.3221/IGF-ESIS.36.12 120 I NTRODUCTION major challenge faced in fatigue design is that of determining optimum welding processes that lead to efficient and reliable joints. Welding is the most common joining process in structural design and general manufacturing, and is generally statistically reliable provided joint design adheres to codified guidelines. Nonetheless, cracking problems are often observed to be associated with the weld zone, arising from microstructural changes due to the weld thermal cycle, residual stresses induced by differential heating and cooling, and defects introduced in the weld zone either by local geometry changes (stress concentration points) or from the welding process (particularly in fusion welding, which is a casting process). However, when deploying newer welding techniques, such as the solid-state friction stir process, to innovative applications there are currently no agreed guidelines that can be applied to fatigue design. The overall objective in this research project is the identification of suitable fatigue design techniques for small diameter friction stir welded (FSW) tubular structures. This paper reports part of the project that was aimed at characterising crack initiation sites and the subsequent crack path. Friction stir welding is a solid-state joining technique developed fairly recently at TWI in Cambridge, England. FS welds offer the advantages of high joint quality, low levels of residual stress, the potential to join dissimilar or hard-to-weld metals, along with relatively low defect populations. Heat is generated between the two faying surfaces via friction from a rotating tool with the bulk of the heat input deriving from contact with the tool shoulder which also ‘forges’ the weld metal; the peak temperature during welding is ~ 70-80% of the melting temperature and a very fine equiaxed grain size occurs in the weld nugget because of dynamic recrystallisation. These advantages mean that many variants of the friction stir process have been developed and applied in a wide range of industries. Friction stir welding of tubes has particular challenges in terms of pin plunge depth and support for the material during welding and also in terms of arranging tool retraction as a weld is completed, so as not to leave the typical plunge hole in the joint line. A friction stir welding process was developed at Nelson Mandela Metropolitan University in South Africa for joining extruded 6082-T6 aluminium alloy tubes with an approximate OD of 38 mm and a wall thickness of approximately 3.5 mm (giving an inner diameter (ID) of some 31 mm). An MTS I-STIR™ Process Development System provided the foundation for this work, which involved coupling a worm gear motor with a tube support system for the welding process, and integrating the drive system control with that of the I-STIR platform. As noted above, it is important in FSW of small diameter tube not to leave any hole in the joint line caused by retraction of the tool at the end of the weld process, which would act as a very significant weld defect. A retracting tool was therefore also designed and developed for this application of FSW. This is one of very first applications of FSW to small diameter tubular geometries and no data about the resulting crack paths in these kinds of geometries are available in the literature. In contrast, a wealth of data is available about: crack growth in plates [1-3], the influence of tool speed [4]; resistance comparisons in post welding treatments [5]; and thermal considerations [2]. Further problems might also arise from the different profile created by the FSW process in tubular sections. T HE WELDING PROCESS number of individual tasks had to be accomplished with respect to process development, before the tube specimens required for the multiaxial fatigue testing could be manufactured in the required number for the test programme (circa 100) with confidence that their properties would be sufficiently consistent to provide reliable fatigue data. The major tasks were: a) Design and build the worm gear drive and clamping system for welding b) Electronic integration into the control software of the I-STIR process development system c) Design and validation of the retracting tool used in the welding d) Determination of suitable welding process parameters to achieve the required weld quality e) Production of 200 mm long welded test specimens for initial microstructural and mechanical property characterisation of the joint Fig. 1 shows details of the clamping system and the various components are identified as given below: 1. Precision locknut 2. Fenlock cone clamp 3. Flange connecting motor to tube drive shaft 4. Support bearings A A