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Explosive forming techniques development for aluminum alloy, carbon steel, and titanium components for Saturn V launch vehicle
This report documents activities for DE-FE0011796 New Mechanistic Models of Creep-Fatigue Interactions for Gas Turbine Components. As part of the computational mechanics work two rate dependent strain gradient plasticity models are developed. One model is an extension of the Norton model and the other model an extension of the Kocks-Mecking model of unified viscoplasticity. Both models are used to compute results for time dependent deformation problems (gradient creep, void growth, a rotating turbine disk). Detailed numerical verification studies are reported. A plasticity model appointing for the strength differential effect in IN 718 is implemented and employed to analyze indentation experiments. Crack growth simulations are conducted with a cohesive zone model approach combining a rate independent fatigue damage component with a time dependent damage model. Crack growth simulations reported for several combinations of the cohesive zone model with the strain gradient plasticity formulations. Plastic strain gradients lead to local suppression of plastic strain which alters the fatigue crack growth response and crack tip fields locally. It also contributes to the condition of crack deflection and bifurcation at interfaces and interlayers as relevant for the understanding of the crack growth response in certain conditions of IN 718 manufactured additively. IN 718 from a conventional and additive manufacturing route (including a HIP process) are considered. Detailed microstructure characterization is reported. Fatigue crack growth at room temperature and at 650°C are reported for all three material variants, and microscale mechanisms are described.
The fan component which was designed for the energy efficient engine is an advanced high performance, single stage system and is based on technology advancements in aerodynamics and structure mechanics. Two fan components were designed, both meeting the integrated core/low spool engine efficiency goal of 84.5%. The primary configuration, envisioned for a future flight propulsion system, features a shroudless, hollow blade and offers a predicted efficiency of 87.3%. A more conventional blade was designed, as a back up, for the integrated core/low spool demonstrator engine. The alternate blade configuration has a predicted efficiency of 86.3% for the future flight propulsion system. Both fan configurations meet goals established for efficiency surge margin, structural integrity and durability.
Additive manufacturing (AM) is a collection of promising manufacturing methods that industry is beginning to explore and adopt. Macroscopically complicated and near net shape components are being built using AM, but how the material behaves in service is a big question for industry. Consequently, AM components/materials need further research into exactly what is made and how it will behave in service. This one and a half day workshop included a series of invited presentations from academia, industry and national laboratories (see Appendix A for the workshop agenda and list of talks). The workshop was welcomed by Alan Tennant, Chief Scientist, Neutron Sciences Directorate, ORNL, and opened remotely by Rob Ivestor, Deputy Director, Advanced Manufacturing Office-DOE, who declared AM adoptees as titans who will be able to create customized 3-D structures with 1 million to 1 billion micro welds with locally tailored microstructures. Further he stated that characterization with neutrons is key to be able to bring critical insight/information into the AM process/property/behavior relationship. Subsequently, the presentations spanned a slice of the current state of the art AM techniques and many of the most relevant characterization techniques using neutrons. After the talks, a panel discussion was held; workshop participants (see Appendix B for a list of attendees) providing questions and the panel answers. The main purpose of the panel discussion was to build consensus regarding the critical research needs in AM that can be addressed with neutrons. These needs were placed into three categories: modes of access for neutrons, new capabilities needed, new AM material issues and neutrons. Recommendations from the workshop were determined based on the panel discussion.
Magnesium (Mg) alloy die-castings are increasingly used in the automobile industry to achieve cost effective mass reduction, especially in systems where multiple components can be integrated into a single thin wall die-casting. However, there are several component quality restrictions in thin-walled Mg die castings, including variability in dimensional accuracy, part-to-part variation in mechanical properties, and porosity in the final part, which has limited the continued growth of die-cast components in the automobile industry. An alternative to die-casting is the process of thixomolding®. While the die-casting process relies on filling a mold at high speeds with the alloy in the completely molten state, the thixomolding® process fills a mold with a thixotropic alloy in a semi-solid slurry state at a temperature between the liquidus and solidus temperatures. Ideally, the material should be ~30–65% solid rather than being completely liquid at the beginning of the injection process. Advantages of the thixomolding® process include a finer grain structure, lower porosity, improved dimensional accuracy, improved part-to part consistency, improved mechanical properties, particularly ductility in the component, the ability to reduce wall thickness for mass savings, and longer tool life due to lower process temperatures. The objective of this collaborative project between Oak Ridge National Laboratory, FCA US LLC, and Leggera Technologies was to develop one or more novel Mg alloys more suitable for thixomolding® automotive structural components than the current die-casting alloys used for this process. The primary interest was to improve ductility while maintaining tensile and fatigue strengths, as these are properties that are critical for use in body and chassis structural applications. Since good corrosion resistance is also desirable for this application, this property was also considered when evaluating promising alloy compositions. An initial evaluation of existing components thixomolded® using AM60 was performed and microstructure, and tensile properties were evaluated for the baseline alloy. Targets were established for ease of processing (characterized by the melting range defined as the difference between the liquidus and the solidus), strength, and ductility. Computational modeling was used to identify promising alloys and selected alloys were cast in laboratory scale heats. Properties measured from laboratory scale heats were used to down-select two alloys for further evaluation and component fabrication. Two alloys were prepared in industrial scale heats, cut into small pieces (chips), and thixomolding® trials were initiated. Trial components were successfully fabricated using one alloy composition, but it was concluded that further refinement of the thixomolding® process parameters are required to successfully fabricate component using second alloy. Microstructure and mechanical properties were evaluated on the material removed from the fabricated component and properties were compared to the baseline alloy. Although mechanical properties of the alloys showed improvement over the baseline alloy, it was determined that modifications to the thixomolding® process would result in better microstructure control with further improvement in properties leading to successful commercialization. A provisional patent application has already been filed on the new alloys developed as part of the project.
This report describes research results to date in support of the integration and demonstration of diagnostics technologies for prototypical AdvSMR passive components (to establish condition indices for monitoring) with model-based prognostics methods. The focus of the PHM methodology and algorithm development in this study is at the localized scale. Multiple localized measurements of material condition (using advanced nondestructive measurement methods), along with available measurements of the stressor environment, enhance the performance of localized diagnostics and prognostics of passive AdvSMR components and systems.
The fan configuration for the general Electric/NASA Energy Efficient Engine was selected following an extensive preliminary design study. The fan has an inlet radius ratio of 0.342 and a specific flowrate of 208.9 Kg/sec/sq. m (42.8 1bm/sec/sq. ft). The design corrected tip speed is 411.5 m/sec (1350 ft/sec) producing a bypass flow total-pressure ratio of 1.65 and a core flow total-pressure ratio of 1.6. The design bypass ratio is 6.8. The aerodynamic design point corresponds to the maximum climb power setting at Mach 0.8 and 10.67 Km (35,000 ft) altitude. The fully-instrumented fan component was tested in the Lynn Large Fan Test Facility in 1981. The overall performance results, reported herein, showed excellent fan performance with the fan meeting all of its component test goals of flow, efficiency and stall margin.
A compressor optimization study defined a 10 stage configuration with a 22.6:1 pressure ratio, an adiabatic efficiency goal of 86.1%, and a polytropic efficiency of 90.6%; the corrected airflow is 53.5 kg/s. Subsequent component testing included three full scale tests: a six stage rig test, a 10 stage rig test, and another 10 stage rig test completed in the second quarter of 1982. Information from these tests is used to select the configuration for a core engine test and an integrated core/low spool test. The test results will also provide data base for the flight propulsion system. The results of the test series with both aerodynamic and mechanical performance of each compressor build are presented. The second 10 stage compressor adiabatic efficiency was 0.848 at a cruise operating point versus a test goal of 0.846.
Laboratory corrosion testing of candidate alloys—including Zr-4 and Zr-2.5Nb representing the target solution vessel, and 316L, 2304, 304L, and 17-4 PH stainless steels representing process piping and balance-of-plant components—was performed in support of the proposed SHINE process to produce 99 Mo from low-enriched uranium. The test solutions used depleted uranyl sulfate in various concentrations and incorporated a range of temperatures, excess sulfuric acid concentrations, nitric acid additions (to simulate radiolysis product generation), and iodine additions. Testing involved static immersion of coupons in solution and in the vapor above the solution, and was extended to include planned-interval tests to examine details associated with stainless steel corrosion in environments containing iodine species. A large number of galvanic tests featuring couples between a stainless steel and a zirconium-based alloy were performed, and limited vibratory horn testing was incorporated to explore potential erosion/corrosion features of compatibility. In all cases, corrosion of the zirconium alloys was observed to be minimal, with corrosion rates based on weight loss calculated to be less than 0.1 mil/year with no change in surface roughness. The resulting passive film appeared to be ZrO 2 with variations in thickness that influence apparent coloration (toward light brown for thicker films). Galvanic coupling with various stainless steels in selected exposures had no discernable effect on appearance, surface roughness, or corrosion rate. Erosion/corrosion behavior was the same for zirconium alloys in uranyl sulfate solutions and in sodium sulfate solutions adjusted to a similar pH, suggesting there was no negative effect of uranium resulting from fluid dynamic conditions aggressive to the passive film. Corrosion of the candidate stainless steels was similarly modest across the entire range of exposures. However, some sensitivity to corrosion of the stainless steels was observed in solutions with 50 wppm iodine (the actual SHINE process expects 0.1–1 wppm) with the highest corrosion rates (up to ~6 mil/year) observed on specimens exposed in the vapor phase. Lower concentrations of iodine species (5 or 28 wppm) proved much less corrosive, and the planned-interval data indicated that metal corrodibility decreased with time for all immersed exposures and, with one minor exception, all vapor exposures. Little change in susceptibility to corrosion was observed as a result of nitric acid additions to the test environment (simulating radiolysis products). The trend toward reduced corrosion (immersion and vapor phase) with decreasing iodine concentration suggests that, at the expected conditions in the SHINE process, it is unlikely that iodine species will generate a general corrosion concern for the candidate stainless steels.
This final report summarizes the activities and results that were obtained by the research team working on the project “Characterization of Creep-Fatigue Crack Growth in Alloy 709 and Prediction of Service Lives in Nuclear Reactor Components”, DOE-NEUP Project 15-8623. This project was mainly concerned with the creep-fatigue crack growth characterization of austenitic stainless-steel Fe-20Cr-25Ni (Alloy 709). For this purpose, an array of experimental and computational activities was performed. The main goal of these activities was to describe and predict the crack growth behavior in Alloy 709 under different conditions of applied loading and temperature. Alloy 709 specimens were tested to describe both the uniaxial creep behavior and creep-fatigue crack growth rates at temperatures between 550°C and 700°C. Microstructure and fracture surface analysis was performed using several experimental techniques, and the defining features of crack growth propagation were identified and described. Thermodynamic and diffusion simulations were performed to understand the microstructure evolution of Alloy 709 at elevated temperatures, and to establish an aging schedule relevant for in-service conditions over extended periods. Experimental testing was performed on both as-received and aged Alloy 709 specimens. Two computational methods were developed to predict crack growth rates and remaining lives in specimens loaded under either fatigue of creep-fatigue. The first computational technique was the finite element method, while the second was strip-yield modeling. Both methods relied on the prediction of crack growth rates using the concept of plasticity-induced crack closure. Crack-tip opening loads were computed and used to perform crack growth rate predictions. The computational predictions matched well with the experimental results. The strip-yield model was shown to be an excellent predictive tool not only for crack growth in austenitic SS Alloy 709, but also in 316 SS, martensitic Cr-Mo steels, Ni-based alloys and Al-based alloys. The main conclusion of this study is that Alloy 709 exhibits excellent creep crack growth resistance at temperatures between 550°C and 700°C. In fact, the crack growth resistance of this alloy appears to be higher than that of 316 SS in similar testing conditions. Moreover, when creep loading with hold (dwell) times of 60s or 600s were intercalated every fatigue cycle, the crack growth rates did not change significantly. The conclusion is that the tests performed revealed that the crack growth is insignificant during the creep portion of a loading cycle, as compared with the crack growth during the fatigue portion of the cycle. In general, Alloy 709 shows excellent resistance to creep deformations and creep crack growth up to 700°C.
There are many multiple scale issues in the ocean modeling, including different mesh resolutions (local) and different physical processes (global). In order to gain efficiency and fidelity in modern ESMs, it is vital to develop high quality, highly nonuniform meshes and spatially-dependent time stepping strategies for coupling various climate system components. The USC/FSU team has worked on the design, analysis, and implementation of fast CVT grid generation and novel time- stepping schemes that could address all the requirements for global and regional ocean models on highly nonuniform meshes.
An Energy Efficient Engine (E3) program was established to develop technology for improving the energy efficiency of future commercial transport aircraft engines. As part of this program, General Electric designed and tested a new engine. The design, fabrication, bench and engine testing of the Full Authority Digital Electronic Control (FADEC) system used for controlling the E3 Demonstrator Engine is described. The system design was based on many of the proven concepts and component designs used on the General Electric family of engines. One significant difference is the use of the FADEC in place of hydromechanical computation currently used.
There is now a well-established set of plasma diagnostics (see e.g. [3]), but these remain some of the most expensive assemblies in fusion systems since for every system they have to be custom built, and time for diagnostic development can pace the project. Additive manufacturing (AM) has the potential to decrease production cost and significantly lower design time of fusion diagnostic subsystems, which would realize significant cost reduction for standard diagnostics. In some cases, these basic components can be additively manufactured for less than 1/100th costs of conventional manufacturing.In our DOE Phase II SBIR, we examined the impact that AM can have on plasma diagnostic cost by taking 15 separate diagnostics through an engineering design using Conventional Manufacturing (CM) techniques, then optimizing the design to exploit the benefits of AM. The impact of AM techniques on cost is found to be in several areas. First, the cost of materials falls because AM parts can be manufactured with little to no waste, and engineered to use less material than CM. Next, the cost of fabrication falls for AM parts relative to CM since the fabrication time can be computed exactly, and often no post-processing is required for the part to be functional. We find that AM techniques are well suited for plasma diagnostics since typical diagnostic complexity comes at no additional cost. Cooling channels, for example, can be builtin to plasma-facing components at no extra cost. Fabrication costs associated with assembly are lower for AM parts because many components can be combined and printed as monoliths, thereby mitigating the need for alignment or calibration. Finally, the cost of engineering is impacted by exploiting AM design tools that allow standard components to be customized through web-interfaces. Furthermore, we find that concept design costs can be impacted by scripting interfaces for online engineering design tools.
In the previous report of this series, a literature review was performed to assess the potential for substantial corrosion issues associated with the proposed SHINE process conditions to produce 99 Mo. Following the initial review, substantial laboratory corrosion testing was performed emphasizing immersion and vapor-phase exposure of candidate alloys in a wide variety of solution chemistries and temperatures representative of potential exposure conditions. Stress corrosion cracking was not identified in any of the exposures up to 10 days at 80°C and 10 additional days at 93°C. Mechanical properties and specimen fracture face features resulting from slow-strain rate tests further supported a lack of sensitivity of these alloys to stress corrosion cracking. Fluid velocity was found not to be an important variable (0 to ~3 m/s) in the corrosion of candidate alloys at room temperature and 50°C. Uranium in solution was not found to adversely influence potential erosion-corrosion. Potentially intense radiolysis conditions slightly accelerated the general corrosion of candidate alloys, but no materials were observed to exhibit an annualized rate above 10 μm/y.
LLNL utilized its defense technology assessment methodologies in combination with its capabilities in the energy; manufacturing, and transportation technologies to demonstrate a methodology that synthesized available but incomplete information on advanced automotive technologies into a comprehensive framework.
This report provides a description of the tasks undertaken and results and accomplishments obtained by the University of South Carolina/Florida State University team participating in the project.
Effect of sterilization and vacuum on parachute fabric for spacecraft landing retardation
Servoamplifier and amplifier-detector inspection for gyroscope and accelerometer servo loops