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Nickel-Iron-Alloy Modification to Enhance Additively Welded Microstructure for Subsequent Milling
(2022)
The aerospace industry uses nickel–iron alloys, e.g., FeNi36, to create moulding tools for composite materials, since these alloys have a low coefficient of thermal expansion. Nickel–iron alloys are hard-to-cut materials. The moulding tools are large in size and involve complex structures, making them cost-intensive and difficult to manufacture. Thus, the focus is set on additive manufacturing, which can additionally enable the repair of components in order to eliminate local defects. However, the process usually results in a heterogeneous microstructure and anisotropic mechanical properties. As there is a high demand for a precise and exact fit of the precision moulds and the surface quality, the welded components must be subsequently machined. Additionally, inhomogeneous microstructure may lead to unstable cutting forces and conditions. Consequently, a modification of the microstructure morphology is achieved through specific alloy modifications in order to stabilise and improve the subsequent machining process. Therefore, titanium and zirconium are chosen as modification elements with a maximum 1% weight percent and are added to nickel–iron alloy powder. The elements are alloyed, and build-up welded by plasma-transferred-arcwelding. The resulting microstructure morphology of the welded wall structure and the machining properties are then determined. It can be shown that titanium has a significant effect on the structural morphology of the welded layers, as well as on the machining.
If a component is cyclically loaded, its load carrying capacity is considerably lower than in the monotonic loading case. This general observation applies in particular to L-PBF parts. The causes of this are mainly material defects such as pores and unwelded regions (Chapter 8) and a pronounced surface roughness in the as-built condition (Chapter 9). In addition, effects due to the anisotropy of the microstructure (Chapter 6) and a complex residual stress pattern (Chapter 7) play an important role. A consequence is that common strategies of fatigue assessment cannot be transferred to L-PBF applications without modifications. Due to the inhomogeneity of the material, the determination of representative material properties and the transfer to the component is a problem, and this is also the case with regard to the consideration of defects, surface roughness and residual stresses. The chapter gives a brief introduction to these problem areas.