Current status and opportunities for improved high-temperature materials for advanced turbojet engines
Material development review of high temperature materials, superalloys, alloys, and refractory metals for turbojet engines
TURBOJET ENGINE↗
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Results for “alloy engineering”
Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
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Microstructural Engineering of Cu-Rich Nanoprecipitate formation in NiCoFeCrCu0.12 High-Entropy Alloy via Severe Plastic Deformation for Enhanced Irradiation Tolerance
This study demonstrates a defect-engineering approach for controlling Cu-rich precipitates in FeNiCrCoCu0.2 high-entropy alloys (Cu-HEAs), delivering a novel pathway for next-generation nuclear reactor materials with superior irradiation resistance. This work establishes that severe plastic deformation (SPD) processing via Shear Assisted Processing and Extrusion (ShAPE) and Friction Stir Layer Deposition (FSLD) creates dense dislocation networks and subgrain boundaries that fundamentally alter precipitation behavior under identical thermal treatments. Atom probe tomography (APT) indicates that SPD produces a metastable, atomically homogeneous solid solution that, upon moderate heat treatment (500°C/10 hour), develops remarkedly stronger Cu clustering than the as-cast counterpart. High-temperature exposure (800°C/100 h) produces near-pure Cu precipitates (~90 at% Cu) with significantly enhanced defect-sink efficacy in SPD-processed alloys: precipitate sizes of 50-60 nm and number densities of 2.7-3.8 × 10¹7 m?³, compared to 89 nm and 0.44 × 10¹7 m?³ in as-cast materials. Collectively, the findings establish defect-mediated precipitation control as a scalable, high-impact route to tailor sink density and distribution in HEAs, enabling microstructures optimized for irradiation tolerance and mechanical robustness in nuclear reactor environments.
Meher, Subhashish↗
Alloy chemistry and microstructural control to meet the demands of the automotive Stirling engine
The automotive Stirling engine now under development by DOE/NASA as an alternative to the internal combustion engine, imposes severe materials requirements for the hot portion of the engine. Materials selected must be low cost and contain a minimum of strategic elements so that availability is not a problem. Heater head tubes contain high pressure hydrogen on the inside and are exposed to hot combustion gases on the outside surface. The cylinders and regenerator housings must be readily castable into complex shapes having varying wall thicknesses and be amenable to brazing and welding operations. Also, high strength, oxidation resistance, resistance to hydrogen permeation, cyclic operation, and long-life are required. A research program conducted by NASA Lewis focused on alloy chemistry and microstructural control to achieve the desired properties over the life of the engine. Results of alloy selection, characterization, evaluation, and actual engine testing of selected materials are presented.
Stephens, J. R.↗
Alloy chemistry and microstructural control to meet the demands of the automotive Stirling engine
The automotive Stirling engine now under development by DOE/NASA as an alternative to the internal combustion engine, imposes severe materials requirements for the hot portion of the engine. Materials selected must be low cost and contain a minimum of strategic elements so that availability is not a problem. Heater head tubes contain high pressure hydrogen on the inside and are exposed to hot combustion gases on the outside surface. The cylinders and regenerator housings must be readily castable into complex shapes having varying wall thicknesses and be amenable to brazing and welding operations. Also, high strength, oxidation resistance, resistance to hydrogen permeation, cyclic operation, and long-life are required. A research program conducted by NASA Lewis focused on alloy chemistry and microstructural control to achieve the desired properties over the life of the engine. Results of alloy selection, characterization, evaluation, and actual engine testing of selected materials are presented.
Stephens, Joseph R.↗
Relation of Engine Turbine-blade Life to Stress-rupture Properties of the Alloys, Stellite 21, Hastelloy B, Cast S-816, Forged S-816, X-40, Nimonic 80, Refractaloy 26, N-155, and Inconel X
An investigation was conducted to relate the engine performance of the heat-resistant alloys, Stellite 21, Hastelloy B, cast S-816, forged S-816, X-40, Nimonic 80, Refractory 26, N-155, and Iconel X to their stress-rupture properties. The engine test consisted of the repetition of a 20-minute cycle, 15 minutes at rated speed and approximately 5 minutes at idle. The results of the investigation indicated a direct correlation between stress-rupture life and blade life for the relatively low-strength alloys. The stress-rupture life and blade life for the relatively high-strength alloys did not correlate because of the effects of the vibratory stresses and the corrosive-gas atmosphere.
ALLOYS, HEAT-RESISTING↗
Determination of structural engineering properties of incoloy 903 and CTX-1 alloys
Tension, notched tension, compression, density, thermal conductivity, and thermal expansion tests were conducted on Incoloy 903 over the temperature range 20 K (-423 F) through 1033 K (1400 F). Fracture toughness tests were performed at room temperature (RT). Creep and rupture tests were conducted at 811 K (1000 F), 922 K (1200 F), and 1033 K (1400 F) for this alloy. Transverse unnotched and notched fatigue tests at R = 0.1 were performed at RT and 922 K (1200 F). For CTX-1 alloy, tension, Charpy V-notch impact, density, thermal conductivity, and thermal expansion tests were conducted over the temperature range 20 K (-423 F) through 1033 K (1400 F). Poisson's ratio was determined at RT, 811 K (1000 F), 922 K (1200 F), and 1033 K (1400 F). Notched tension and compression tests were performed at 20 K (-423 F), RT, and 922 K (1200 F); plane strain fracture toughness tests were conducted at RT, 77 K (-320 F), and 20 K (-423 F). Creep and rupture tests were performed at 811 K (1000 F), 922 K (1200 F), and 1033 K (1400 F); longitudinal unnotched and notched fatigue tests at R = 0.1 were conducted at RT and 922 K (1200 F). Results are presented and discussed.
Ruff, P. E.↗
Joint Development of a Fourth Generation Single Crystal Superalloy
A new, fourth generation, single crystal superalloy has been jointly developed by GE Aircraft Engines, Pratt & Whitney, and NASA. The focus of the effort was to develop a turbine airfoil alloy with long-term durability for use in the High Speed Civil Transport. In order to achieve adequate long-time strength improvements at moderate temperatures and retain good microstructural stability, it was necessary to make significant composition changes from 2nd and 3rd generation single crystal superalloys. These included lower chromium levels, higher cobalt and rhenium levels and the inclusion of a new alloying element, ruthenium. It was found that higher Co levels were beneficial to reducing both TCP precipitation and SRZ formation. Ruthenium caused the refractory elements to partition more strongly to the ' phase, which resulted in better overall alloy stability. The final alloy, EPM 102, had significant creep rupture and fatigue improvements over the baseline production alloys and had acceptable microstructural stability. The alloy is currently being engine tested and evaluated for advanced engine applications.
Walston, S.↗
Heat Transfer and Thermal Stability Research for Advanced Hydrocarbon Fuel Technologies
In recent years there has been increased interest in the development of a new generation of high performance boost rocket engines. These efforts, which will represent a substantial advancement in boost engine technology over that developed for the Space Shuttle Main Engines in the early 1970s, are being pursued both at NASA and the United States Air Force. NASA, under its Space Launch Initiative s Next Generation Launch Technology Program, is investigating the feasibility of developing a highly reliable, long-life, liquid oxygen/kerosene (RP-1) rocket engine for launch vehicles. One of the top technical risks to any engine program employing hydrocarbon fuels is the potential for fuel thermal stability and material compatibility problems to occur under the high-pressure, high-temperature conditions required for regenerative fuel cooling of the engine combustion chamber and nozzle. Decreased heat transfer due to carbon deposits forming on wetted fuel components, corrosion of materials common in engine construction (copper based alloys), and corrosion induced pressure drop increases have all been observed in laboratory tests simulating rocket engine cooling channels. To mitigate these risks, the knowledge of how these fuels behave in high temperature environments must be obtained. Currently, due to the complexity of the physical and chemical process occurring, the only way to accomplish this is empirically. Heated tube testing is a well-established method of experimentally determining the thermal stability and heat transfer characteristics of hydrocarbon fuels. The popularity of this method stems from the low cost incurred in testing when compared to hot fire engine tests, the ability to have greater control over experimental conditions, and the accessibility of the test section, facilitating easy instrumentation. These benefits make heated tube testing the best alternative to hot fire engine testing for thermal stability and heat transfer research. This investigation used the Heated Tube Facility at the NASA Glenn Research Center to perform a thermal stability and heat transfer characterization of RP-1 in an environment simulating that of a high chamber pressure, regenerative cooled rocket engine. The first step in the research was to investigate the carbon deposition process of previous heated tube experiments by performing scanning electron microscopic analysis in conjunction with energy dispersive spectroscopy on the tube sections. This analysis gave insight into the carbon deposition process and the effect that test conditions played in the formation of deleterious coke. Furthermore, several different formations were observed and noted. One other crucial finding of this investigation was that in sulfur containing hydrocarbon fuels, the interaction of the sulfur components with copper based wall materials presented a significant corrosion problem. This problem in many cases was more life limiting than those posed by the carbon deposition process. The results of this microscopic analysis was detailed and presented at the December 2003 JANNAF Air-Breathing Propulsion Meeting as a Materials Compatibility and Thermal Stability Analysis of common Hydrocarbon Fuels (reference 1).
DeWitt, Kenneth↗
Increasing Engine Life & Thrust/Weight Through Characterization of Additively Manufactured Alloys
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Brian Michael West↗
Effects of carbon and hafnium concentrations in wrought powder-metallurgy superalloys based on NASA 2B-11 alloy
A candidate alloy for advanced-temperature turbine engine disks, and four modifications of that alloy with various C and Hf concentrations were produced as cross-rolled disks from prealloyed powder that was hot isostatically compacted. The mechanical properties, microstructures, and phase relations of the alloys are discussed in terms of their C and Hf concentrations. A low-C and high-Hf modification of IIB-11 had the best balance of mechanical properties for service below about 750 C. Because of their finer grain sizes, none of the powder-metallurgy alloys produced had the high-temperature rupture strength of conventionally cast and wrought IIB-11.
Miner, R. V., Jr.↗
Stirling material technology
The Stirling engine is an external combustion engine that offers the advantage of high fuel economy, low emissions, low noise, and low vibrations compared to current internal combustion automotive engines. The most critical component from a materials viewpoint is the heater head consisting of the cylinders, heating tubes, and regenerator housing. Materials requirements for the heater head include compatibility with hydrogen, resistance to hydrogen permeation, high temperature oxidation/corrosion resistance, and high temperature creep-rupture and fatigue properties. A materials research and technology program identified the wrought alloys CG-27 and 12RN72 and the cast alloys XF-818, NASAUT 4G-A1, and NASACC-1 as candidate replacements for the cobalt containing alloys used in current prototype engines. It is concluded that manufacture of the engine is feasible from low cost iron-base alloys rather than the cobalt alloys used in prototype engines. Results of research that lead to this conclusion are presented.
Titran, R. H.↗
Advanced high temperature materials for the energy efficient automotive Stirling engine
The Stirling Engine is under investigated jointly by the Department of Energy and NASA Lewis as an alternative to the internal combustion engine for automotive applications. The Stirling Engine is an external combustion engine that offers the advantage of high fuel economy, low emissions, low noise, and low vibrations compared to current internal combustion automotive engines. The most critical component from a materials viewpoint is the heater head consisting of the cylinders, heating tubes, and regenerator housing. Materials requirements for the heater head include compatibility with hydrogen, resistance to hydrogen permeation, high temperature oxidation/corrosion resistance and high temperature creep-rupture and fatigue properties. A continuing supporting materials research and technology program has identified the wrought alloys CG-27 and 12RN72 and the cast alloys XF-818 and NASAUT 4G-A1 as candidate replacements for the cobalt containing alloys used in current prototype engines. Based on the materials research program in support of the automotive Stirling engine it is concluded that manufacture of the engine is feasible from low cost iron-base alloys rather than the cobalt alloys rather than the cobalt alloys used in prototype engines. This paper will present results of research that led to this conclusion.
Titran, R. H.↗
Research study for development of techniques for joining of dissimilar metals
Diffusion bonding techniques for joining large diameter stainless steel to aluminum alloy cylinders
PRODUCTION ENGINEERING↗
Advanced Constituents and Processes for Ceramic Composite Engine Components
The successful replacement of metal alloys by ceramic matrix composites (CMC) in hot-section engine components will depend strongly on optimizing the processes and properties of the CMC microstructural constituents so that they can synergistically provide the total CMC system with improved temperature capability and with the key properties required by the components for long-term structural service. This presentation provides the results of recent activities at NASA aimed at developing advanced silicon carbide (Sic) fiber-reinforced hybrid Sic matrix composite systems that can operate under mechanical loading and oxidizing conditions for hundreds of hours at 2400 and 2600 F, temperatures well above current metal capability. These SiC/SiC composite systems are lightweight (-30% metal density) and, in comparison to monolithic ceramics and carbon fiber-reinforced ceramic composites, are able to reliably retain their structural properties for long times under aggressive engine environments. It is shown that the improved temperature capability of the SiC/SiC systems is related first to the NASA development of the Sylramic-iBN Sic fiber, which displays high thermal stability, creep resistance, rupture resistance, and thermal conductivity, and possesses an in-situ grown BN surface layer for added environmental durability. This fiber is simply derived from Sylramic Sic fiber type that is currently produced at ATK COI Ceramics. Further capability is then derived by using chemical vapor infiltration (CVI) to form the initial portion of the hybrid Sic matrix. Because of its high creep resistance and thermal conductivity, the CVI Sic matrix is a required base constituent for all the high temperature SiC/SiC systems. By subsequently thermo- mechanical-treating the CMC preform, which consists of the S ylramic-iBN fibers and CVI Sic matrix, process-related defects in the matrix are removed, further improving matrix and CMC creep resistance and conductivity.
Yun, H. M.↗
Laser Brazing of High Temperature Braze Alloy
The Space Shuttle Main Engine (SSME) consists of 1080 conical tubes, which are furnace brazed themselves, manifolds, and surrounding structural jacket making almost four miles of braze joints. Subsequent furnace braze cycles are performed due to localized braze voids between the coolant tubes. SSME nozzle experiences extremely high heat flux (180 mW/sq m) during hot fire. Braze voids between coolant tubes may result in hot combustion gas escape causing jacket bulges. The nozzle can be disqualified for flight or result in mission failure if the braze voids exceed the limits. Localized braze processes were considered to eliminate braze voids, however, damage to the parent materials often prohibited use of such process. Being the only manned flight reusable rocket engine, it has stringent requirement on the braze process. Poor braze quality or damage to the parent materials limits the nozzle service life. The objective of this study was to develop a laser brazing process to provide quality, localized braze joints without adverse affect on the parent materials. Gold (Au-Cu-Ni-Pd-Mn) based high temperature braze alloys were used in both powder and wire form. Thin section iron base superalloy A286 tube was used as substrate materials. Different Laser Systems including CO2 (10.6 micrometers, 1kW), ND:YAG (1.06 micrometers, 4kW). and direct diode laser (808nm. 150W) were investigated for brazing process. The laser process variables including wavelength. laser power, travel speed and angle of inclination were optimized according to bead geometry and braze alloy wetting at minimum heat input level, The properties of laser brazing were compared to that of furnace brazing. Microhardness profiles were used for braze joint property comparison between laser and furnace brazing. The cooling rate of laser brazing was compared to furnace brazing based on secondary dendritic arm spacing, Both optical and Scanning Electron Microscope (SEM) were used to evaluate the microstructures of the braze materials and tube substrate. Metallography of the laser braze joint was compared to the furnace braze. SEM Energy Disperse X-Ray Spectra (EDX) and back scattered imaging were used to analyze braze alloy segregation. Although all of the laser systems, CO2, ND:YAG, and direct diode laser produced good braze joint, the direct diode laser was selected for its system simplicity, compactness and portability. Excellent laser and braze alloy coupling is observed with powder alloy compared to braze alloy wire. Good wetting is found with different gold based braze alloys. The laser brazing process can be optimized so that the adverse affect on the parent materials can be eliminated. Metallography of the laser braze joint has shown that quality braze joint was produced with laser brazing process. Penetration of the laser braze to the substrate is at neglectable level. Zero penetration is observed. Microstructure examinations shown that no observable changes of the microstructure (grain structure and precipitation) in the HAZ area between laser braze and furnace braze. Wide gaps can be laser brazed with single pass for up to 0.024 inches. Finer dendritic structure is observed in laser brazing compared with equiaxial and coarser grain of the furnace brazing microstructure. Greater segregation is also found in the furnace braze. Higher hardness of the laser braze joint comparing to furnace braze is observed due to the fast cooling rate and Finer microstructure in the laser brazing. Laser braze joint properties meet or exceed the furnace joint properties. Direct diode laser for thin section tube brazing with high temperature braze alloys have been successfully demonstrated. The laser's high energy density and precise control has shown significant advantages in reducing process heat input to the substrates and provide high quality braze joints comparing to other localized braze process such as torch, TIG, and MPTA processes. Significant cost savings can be realized particularly with localized braze comparing to a full furnace braze cycle.
Gao, Y. P.↗
Advances in Solid State Joining of Haynes 230 High Temperature Alloy
The J-2X engine is being designed for NASA s new class of crew and launch vehicles, the Ares I and Ares V. The J-2X is a LOX/Hydrogen upper stage engine with 294,000 lbs of thrust and a minimum Isp of 448 seconds. As part of the design criteria to meet the performance requirements a large film-cooled nozzle extension is being designed to further expand the hot gases and increases the specific impulse. The nozzle extension is designed using Haynes 230, a nickel-chromium-tungsten-molybdenum superalloy. The alloy was selected for its high strength at elevated temperatures and resistance to hydrogen embrittlement. The nozzle extension is manufactured from Haynes 230 plate spun-forged to form the contour and chemically-milled pockets for weight reduction. Currently fusion welding is being evaluated for joining the panels which are then mechanically etched and thinned to required dimensions for the nozzle extension blank. This blank is then spun formed into the parabolic geometry required for the nozzle. After forming the nozzle extension, weight reduction pockets are chemically milled into the nozzle. Fusion welding of Haynes results in columnar grains which are prone to hot cracking during forming processes. This restricts the ability to use spin forging to produce the nozzle contour. Solid state joining processes are being pursued as an alternative process to produce a structure more amenable to spin forming. Solid state processes have been shown to produce a refined grain structure within the joint regions as illustrated in Figure 1. Solid state joining processes include friction stir welding (FSW) and a patented modification termed thermal stir welding (TSW). The configuration of TSWing utilizes an induction coil to preheat the material minimizing the burden on the weld tool extending its life. This provides the ability to precisely select and control the temperature. The work presented in this presentation investigates the feasibility of joining the Haynes 230 alloy using the solid state welding processes of FSW and TSW. Process descriptions and attributes of each weld process will be presented. Weld process set-up and welding techniques will be discussed leading to the challenges experienced in joining the superalloy. Mechanical property data will also be presented.
Ding, R. Jeffrey↗
Cyclic structural analyses of anisotropic turbine blades for reusable space propulsion systems
Turbine blades for reusable space propulsion systems are subjects to severe thermomechanical loading cycles that result in large inelastic strains and very short lives. These components require the use of anisotropic high temperature alloys to meet the safety and durability requirements of such systems. To assess the effects on blade life of material anisotropy, cyclic structural analyses are being performed for the first stage high pressure fuel turbopump blade (HPFTB) of the space shuttle main engine (SSME). The blade alloy is directionally solidified MAR-M 246 alloy. The analyses are based on a typical test stand engine cycle. Stress-strain histories at the airfoil critical location are computed using the MARC nonlinear finite element computer code.
Manderscheid, J. M.↗
Oxidation Behavior of GRCop-84 Copper Alloy Assessed
NASA's goal of safe, affordable space transportation calls for increased reliability and lifetimes of launch vehicles, and significant reductions of launch costs. The areas targeted for enhanced performance in the next generation of reusable launch vehicles include combustion chambers and nozzle ramps; therefore, the search is on for suitable liner materials for these components. GRCop-84 (Cu-8Cr-4Nb), an advanced copper alloy developed at the NASA Glenn Research Center in conjunction with Case Western Reserve University, is a candidate. The current liner of the Space Shuttle Main Engine is another copper alloy, NARloy-Z (Cu-3Ag-0.1Zr). It provides a benchmark against which to compare the properties of candidate successors. The thermomechanical properties of GRCop-84 have been shown to be superior, and its physical properties comparable, to those of NARloy-Z. However, environmental durability issues control longevity in this application: because copper oxide scales are not highly protective, most copper alloys are quickly consumed in oxygen environments at elevated temperatures. In consequence, NARloy-Z and most other copper alloys are prone to blanching, a degradation process that occurs through cycles of oxidation-reduction as the oxide is repeatedly formed and removed because of microscale fluctuations in the oxygen-hydrogen fuel systems of rocket engines. The Space Shuttle Main Engine lining typically degraded by blanching-induced hot spots that lead to surface roughening, pore formation, and coolant leakage. Therefore, resistance to oxidation and blanching are key requirements for second-generation reusable launch vehicle liners. The rocket engine ambient includes H2 (fuel) and H2O (combustion product) and is, hence, under reduced oxygen partial pressures. Accordingly, our studies were expanded to include oxygen partial pressures as low as 322 parts per million (ppm) at the temperatures likely to be experienced in service. A comparison of 10-hr weight gains of GRCop-84, NARloy-Z, and pure copper in 0.032, 2.2, and 100 percent oxygen from 550 to 750 C is shown. In 2.2 vol% and higher oxygen content, GRCop-84 oxidation was slower than that of NARloy-Z or Cu, but that advantage was lost or diminished in 322-ppm O2. Over longer (50-hr) exposures in 1.0 atm O2, however, the advantage of GRCop-84 increased significantly, its oxidation rate becoming approximately 10 times slower than those of Cu and NARloy-Z from 500 to 700 C. Weight gains were moderate and the kinetics parabolic for all three materials in 2.2 vol% and higher oxygen content; however, in 322-ppm O2, the scales were nonprotective below about 650 C, as reflected in linear kinetics and large weight gains. The superior oxidation resistance of GRCop-84 is likely related to the kinetics of extra oxygen consumption to form the additional oxides of Cr and Nb detected beneath the GRCop-84 oxide layer. While we continue to evaluate the blanching resistance of GRCop-84 in other tests, these oxidation results indicate that GRCop-84 is suitable as a reusable launch vehicle liner, and in applications where it is desired to use a copper alloy but without the risk of oxidative failure. Three bar charts comparing overall specific weight gains by each of the three materials studied. The top chart is for oxidation in 1.0 atm of oxygen, the middle is for 2.2% oxygen (balance argon), and the bottom is for 0.0322% oxygen. GRCop-84 outperforms the other two materials, showing the least weight gain in nearly all cases.
Thomas-Ogbuji, Linus U.↗