Climate change and its consequences create the need for lightweight design and an increase of the durability of components [
1,
2]. Ti alloys play an important role in this case, since they are an essential material for aviation [
3] and are classified according to the β phase stability into the alloy classes α(hex)-, (α+β)- and β(bcc)-Ti alloys [
4]. Due to the high gas solubility of the β phase and the complete reversibility of the metal-gas reaction, temporary alloying with atomic H is possible as part of a thermal treatment, the so-called thermos hydrogen treatment (THT) [
5].
Senkov and
Froes [
6] conditiond the possibility of using H as a temporary alloying element to improve the mechanical properties in Ti and its alloys, while
Piskovets [
7] also tried to use THT on steel. But the investigations revealed a much higher potential for Ti alloys [
8]. THT usually consists of the process sequence solution treatment, diffusion-controlled H uptake (hydrogenation), H degassing (dehydrogenation) and aging [
9]. The H effects that influence the microstructure can have a positive effect on the mechanical properties of the material. They can be described by two main phenomena: First, H is a strong β stabilizing element in Ti alloys, lowering the β transus temperature T
β to T
β(H) and thus reducing grain growth during solution treatment compared to conventional heat treatment (solution treatment and aging) of Ti alloys [
10]. Secondly, when the maximum H solubility is exceeded, H causes hydride formation, which is associated with local volume expansion deforming the surrounding lattice plastically [
11]. After hydride dissolution, dislocations and vacancies are left, causing an increased nucleation density for precipitation formation during subsequent age hardening [
12]. This phenomenon contributes to a more homogeneous and finer α precipitate morphology and, thus, higher hardness. Additionally, the locally increased dislocation density left by the former hydrides stimulates the recrystallization kinetics during subsequent annealing (dehydrogenation), potentially leading to a refined microstructure [
13]. Previous studies on THT have demonstrated that this technique can yield to increased strength under cyclic and static loading conditions by generating a homogeneous microstructure with finer characteristics compared to conventionally heat-treated Ti alloys [
9,
14,
15]. THT was also applied to additively via LPBF manufactured specimens, leading to a homogeneous microstructure with improved mechanical properties at quasistatic loading [
16,
17].
Sun et al. delivered a crucial contribution to the THT design on Ti–6Al–4V by determining the Ti–6Al–4V/H phase diagram experimentally [
18] and applying the knowledge to the additively manufactured (AM) specimens [
19].
The aim of this investigation is the realization of a microstructure which exhibits a microstructure gradient depending on the surface distance, which improves the properties relevant for the application of cyclically stressed components, particularly the strength of aircraft components subjected to cyclic loading in the HCF (High Cycle Fatigue) and LCF (Low Cycle Fatigue) regimes. Microstructure gradients can be generated by thermomechanical treatment in general [
20,
21,
22] and in Ti alloys [
23,
24,
25,
26,
27] and thermochemical treatments [
28,
29,
30,
31,
32], such as THT [
33,
34]. By employing THT (a process similar to ref. [
35]), the goal is to establish a fine, equiaxed microstructure in the near-surface region, leading to a significant extension of the fatigue crack initiation phase. Simultaneously, a coarse, lamellar microstructure is targeted in the core, which decelerates the propagation of occurring long fatigue cracks [
15,
34]. Previous studies by
Berg and
Wagner [
36] successfully achieved microstructure gradients in metastable β-Ti alloys using thermomechanical treatments to prolong fatigue life.