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6.07.1 Introduction
Welding defects can be defined as weld surface irregularities, discontinuities, imperfections, or inconsistencies that occur in welded
parts. Defects in weld joints could result in the rejection of parts and assemblies, costly repairs, significant reduction of performance
under working conditions and, in extreme cases, catastrophic failures with loss of property and life.
These defects originate from various sources. In most cases, the defects occur as a result of improper weld design and unsuitable
welding processes and choice of incompatible materials. In addition, a lack of knowledge of the process, poor workmanship, and
inadequate training of the welder can also contribute to these defects. Furthermore, there are always certain flaws in the welding due
to the inherent weakness in welding technology and the characteristics of metals (1).
Critical welding quality assessment can control the welding defects to within acceptable levels. Nondestructive evaluation or
nondestructive testing (NDT) methods can be used to indirectly quantify the weld quality without destroying the material or
component. It is important to evaluate the weld quality, as welded joints are often the locations of crack initiation due to inherent
metallurgical geometrical defects, as well as heterogeneity in mechanical properties and the presence of residual stresses. Various
NDT methods have been developed, each having advantages and limitations in terms of applications, detectable defects, required
skills, and costs. A combination of different NDT tests can be used to provide assurance that the component is fit for use.
In practice, it is practically impossible to obtain a perfect weld and, in most circumstances, it is not necessary to provide the
adequate service functions required. Thus, for many industries, the specifications and tolerances for welds have been established to
determine what is acceptable and fit for service. These are specified as codes or standards, and permit a variety of flaw types, sizes,
and frequencies. Since some codes are more strict than others, the same weld might be acceptable under one code but not under
another code.
This chapter will describe the welding defects, their causes, and detection methods. Examples of common types of defects in
various industries will also be presented.
Welding defects can be classified into two main categories, namely, process related, and materials/metallurgical related. These defects
mainly occur at weld metal (WM), heat affected zone (HAZ), and base metal (BM). Figure 1 shows the common location of the defects.
Base metal
Heat affected
Melted zone zone (HAZ)
Weld metal
Unmixed zone
6.07.2.1 Undercuts
Undercuts in welded parts usually occur adjacent to the weld toe of the BM. Figure 2 illustrates a schematic of undercut defects on
a T-joint and a butt joint. An incomplete welded groove is formed since the melt flow does not completely fill the welded area. The
melt flow characteristics during welding will depend on material interactions, temperature-dependent viscosity, and surface tension
of the melt (2).
In fusion welding processes such as shielded metal arc welding (SMAW), undercuts are formed due to high welding current,
excessive arc length welding, unsuitable stick electrodes, and overheated BM. Other than welding parameters, the surface condition
of the BM could also influence the formation of undercuts. In laser hybrid arc welding of 10-mm-high strength steel, two kinds of
undercuts were observed due to differences in surface conditions. The BM with removed surface oxides, exhibited a slight undercut
curve close to the top surface whereas the metal base with surface oxides, the undercut formed at a lower level with sharp angle (2).
Unfused seam
edge
C C
Continuous undercut
Weld metal
Weld metal
Undercut
Weld metal
Undercuts can be classified as geometrical welding defects, and radiography is usually employed to observe the severity of the
welding defects.
6.07.2.3 Porosity
Porosity or voids in weld metal is a cavity-type discontinuity that can form when gas is entrapped inside the molten metal. In
general, the pores are formed from the evaporation of low boiling point elements, hydrogen rejection from solid phase during
solidification, shielding gas entrapment in high density welding, decrease in solubility of dissolved elements in the molten pool
during cooling and solidification, imperfect keyhole phenomenon, and turbulent weld pool flow (9–12). Table 1 gives a summary
of the causes of porosity formation in welding processes. The appearance, distribution, and quantity of pores will depend on factors
such as weld parameters, weld solidification, cooling rate, convective weld molten flow, and shielding gas mixture. Figure 4
illustrates the pores in the weld metal.
Visual inspection can be effective if the pores lie in the weldment surface. For porosity that forms in subsurface weldment,
ultrasonic and eddy current methods are able to detect the porosity. However, ultrasonic inspection is not regularly used for porosity
detection except for thick sections or inaccessible areas where radiography is unable to observe defects.
parameters
Welding current
Scattered pores
Weld metal
Cluster pores
Star-shaped crack
Longitudinal crack
Weld metal
mechanisms can be found elsewhere (32–35). The formation of solidification cracks originates when microfissures form in the
welding due to shrinkage, and propagate as microcracks as the weld cools down.
Liquation, or grain boundary melting, when accompanied by sufficient thermal stress, can initiate crack formation along the
HAZ grain boundaries and propagates into the fusion zone. In some specific special alloys such as aluminum–magnesium–silicon,
the occurrence of hot cracking is more severe due to high dissolution of hydrogen.
6.07.2.5 Inclusions
The entrapment of solid particles, created from extraneous materials during the welding process, can also give rise to welding
defects. The source of solid particles may be from surface oxides, sulfide, tungsten electrodes, and slag. Oxides and slag inclusions
Weld metal
Lamellar crack
can be found at the surface near the weld root, inside the WM, between weld bead for multiple passes welding, and side of the
weld root.
6.07.2.6 Others
6.07.2.6.1 Spatter
Spatter can be found easily in metal inert gas (MIG), MAG, and manual metal arc welding (MMAW) as compared to other welding
processes. Spatter is not considered a serious defect if it does not exceed the quality standard. There are three quantity levels (B, C,
and D) to evaluate spatter acceptance, as determined by ISO 5817. Spatter is a typical surface imperfection, and it has minimal
detrimental effect on mechanical strength. The general causes of spatter in MIG/MAG and MMAW processes are as follows:
1. too long of an arc,
2. unsuitable filler materials,
3. improper shielding gas combination with regard to BMs and filler metals, and
4. contaminations of filler metals.
Almost every manufacturing industry uses some type of welding process during manufacturing or in the repair and maintenance of
process equipment. The following section describes some welding defects commonly found in several industries and applications.
6.07.3.1 Automotive
A lap joint is the most common type of joint in automotive assembly applications (36). Resistance spot welding is extensively used
for lap joining of car body assemblies (36,37), which may contain around 4500 spot welds (38). Common weld defects in spot
welding are stick weld, missing or open weld points, burned through weld points, and too small of a weld spot (39).
Observable defects in this process include metal expulsions during the welding cycle (40). Expulsion is the eruption of
molten metal particles, visible as hot sparks thrown into the air, which are ejected from the welding area during the welding
process. The metal expulsion decreases the cross section of the joint, weakens the weld (41), and may contain discontinuities
which can spread with vibration and lead to weld failure (40). However, spot welding without expulsion seldom occurs in
production, and some studies have indicated that although increased indentation may occur during expulsion, the welds are
not necessarily of reduced strength (42). In addition, the expulsed molten particles may adhere and solidify on the BM as
Welding Defects and Implications on Welded Assemblies 131
weld spatter. It is only considered a significant defect if it interferes with the part serviceability or subsequent operations, such
as painting. Weld spatter can be carefully removed by blasting or mechanical grinding. Nevertheless, spatter is an important
factor in most welding processes because of the cost of subsequent removal and the potential to cause in-service defects such
as pit corrosion and microcracks (43).
Galvanized or zinc-coated steel sheets are used abundantly in the fabrication of automobile frames. Predominantly dip-coated
steels are used, which may sometimes have an uneven coating thickness. This affects the resistance factor from weld to weld; thus, it
is quite difficult to maintain the integrity of the galvanized coating when performing resistance spot welding (41). Welding a lap
joint configuration would involve two layers of zinc coatings in between two steel sheets. Zinc vaporizes at 907 C, whereas the
melting point of steel is in the range of 1425–1540 C. The different boiling points and melting points causes zinc vaporization,
resulting in porosity in the weld and a general weakening of the expected shear strength. In a study by Marya and Gayden (44) on
dual phase steel, it was found that the effect of zinc was most prominent in welds that were made abnormally quickly and resulted
in solidification cracking. Furthermore, voids could be controlled by process parameters such as high welding forces and reduced
sheet thickness.
Laser welding is used increasingly in the fabrication of various automotive body parts. The technique offers high scanning speed,
high strength, and low distortion of joints, and flexible implementation of the system in the production line (36). The common
defects of laser welding at high power include heavy spatter ejection (45), intrinsic pore formation (38), holes, drop outs, and
LOP (46).
Laser welding is also used in the fabrication of tailor welded blanks (TWBs) (47), made up of two more sheets of metals welded
together in a single plane prior to forming. The sheets can be identical, or have different thicknesses, mechanical properties, or
surface coatings (48). TWBs are used in automobile manufacturing to produce body, frame, and closure panels (49). There are
several challenges in the laser welding of zinc-coated steel sheets. Due to the high energy density of the laser, both zinc and steel in
the weld pool would begin to vaporize and get trapped in between the sheets. A degassing process would occur if the vapor pressure
exceeds the pressure of the weld pool (50). This would result in cavities in the weld seam when the liquid steel is spattered out of the
welding zone. Improper degassing of the vapor would also cause porosities in the weld. Schmidt et al. (50) suggest that the zinc
vapor is also generated beside the weld pool and, because it does not have a direct dissipation path, creates degassing channels as it
expands toward the liquid weld pool.
quenching effect (61), which may cause undercutting. The process itself breaks down water into its component elements,
thus producing high levels of hydrogen and oxygen – both of which are detrimental to the mechanical properties of the
weld. Underwater wet welds are known to contain high amounts of porosity, formed by molecular hydrogen, carbon
monoxide, or water vapor (60). The resultant welds may exhibit unacceptable weld defects, lack ductility, and will likely
suffer from hydrogen embrittlement, where the hydrogen penetrates into the weld pool. These cracks could, potentially,
propagate into the parent metal thus causing more severe damage than the repair was intended to resolve. In multipass
welds, there may be LOF between passes because of the problem of trying to maintain interpass temperature (61).
Furthermore, visibility conditions for achieving wet welds is generally poor, thus relying much on the coordination skills of
the welder.
In hyperbaric welding, it has been found that with increasing depth and pressure, the cooling rate becomes high and WM
cracking tendency increases substantially. Increased pressure makes welding arc unstable, and the presence of diffusible hydrogen
and brittle microstructure in the welds can be the reasons for crack formation (60).
6.07.3.6 Railways
The welding of railway tracks involves a number of technological differences as compared to conventional welding processes (71).
Flash butt welding (FBW) and aluminothermic welding (ATW) are commonly used in the welding of rail tracks. Rail steels contain
relatively large amounts of alloying elements, particularly carbon (72). Due to the higher level of carbon, there is a tendency to form
weld cracking and brittle zones in the weld area. Fractures originate more frequently from ATW than from FBW, and they generally
arise from porosity, LOF, or hot tears within the WM.
Welding Defects and Implications on Welded Assemblies 133
Obtaining the ‘perfect’ weld is extremely rare and, in most cases, unnecessary for all but the most critical applications. To make an
informed decision on the proper selection of the welding process requires a full understanding of the welding requirements whether
the needs fall within critical, semicritical, or noncritical applications, and the process limitations and resources required. It can be
seen that porosities are present in almost all welding processes. Although the effect may be minor, uncontrolled porosity formations
may lead to other serious defects during operation. Other general types of defects were also presented to show their nature and
implications on the weld operations and output. Common welding problems in some industry and applications are highlighted for
the benefit of practitioners in various industries.
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