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Temperature effects on mechanical properties and fracture behavior of lamellar Ni-nickel titanide intermetallic eutectic alloy showing dependence on intermetallic constituent
Study aimed at developing fabrication techniques for the production of stabilized conductors containing both binary and ternary intermetallics of the Nb-Al system. Processes are described that offer a foundation for practical fabricating techniques suitable for the production of long lengths of stabilized Nb3Al superconductor. Once the parameters are optimized, it is conceivable that multistrand twisted composites of both binary and ternary intermetallics should become feasible.
A method of producing a twisted, stabilized wire or tube superconductor which can be used to wind electromagnets, armatures, rotors, field windings for motors and generators, and other magnetic devices which use a solenoid, toroidal, or other type winding is reported. At least one groove is formed along the length of a wire substrate which is then twisted into a helix and a layer of intermetallic superconducting material is formed in the groove. This layer can be formed by depositing the desired intermetallic compound into the groove or by diffusing one component of the superconductor into the groove formed in a substrate composed of the other component. The superconductor prepared by this method comprises a non-superconductor wire twisted into the shape of a helix, having at least one groove containing a layer of superconductor material along the length of the wire.
A pseudo-binary eutectic, in which the intermetallic Ni7Hf2 reinforces the Ni-Cr solid solution phase, was previously predicted in the Ni-Cr-Hf system by a computer analysis. The experimental determination of pseudo binary eutectic compositions and the directional solidification of the Ni-Cr-Hf, Zr, and Ni-Cr-Zr eutectic alloys are discussed. To determine unknown eutectics, chemical analyses were made of material bled from near eutectic ingots during incipient melting. Nominal compositions in weight percent of Ni-18.6Cr-24.0HF, Ni19.6Cr-12.8Zr-2.8Hf, and Ni-19.2Cr-14.8Zr formed aligned pseudo-binary eutectic structures. The melting points were about 1270 C. The reinforcing intermetallic phases were identified as noncubic (Ni,Cr)7Hf2 and (Ni,Cr)7(Hf,Zr)2, and face centered cubic (Ni,Cr)5Zr. The volume fraction of the reinforcing phases were about 0.5.
Resistivity measurements as a function of temperature were performed on alloys of the binary material system In sub(1-x) Bi sub x for x varying between 0 and 1. It was found that for all single-phase alloys (the pure elements, alpha-In, and the three intermetallic compounds) at temperatures sufficiently above the Debye-temperature, the resistivity p can be expressed as p = a sub o T(n), where a sub o and n are composition-dependent constants. The same exponential relationship can also be applied for the sub-system In-In2Bi, when the two phases are in compositional equilibrium. Superconductivity measurements on single and two-phase alloys can be explained with respect to the phase diagram. There occur three superconducting phases (alpha-In, In2Bi, and In5Bi3) with different transition temperatures in the alloying system. The magnitude of the transition temperatures for the various intermetallic phases of In-Bi is such that the disappearance or occurrence of a phase in two component alloys can be demonstrated easily by means of superconductivity measurements.
Aluminide intermetallics, because of their strength, microstructural stability, and oxidation resistance at elevated temperatures, represent potential structural materials for use in advanced energy conversion systems. This inherent potential of the intermetallics can currently not be realized in connection with the general brittleness of the materials under ambient conditions. It is pointed out, however, that brittleness is not an inherent characteristic. Single crystals are ductile and polycrystals may be, too, if their grains are fine enough. The present investigation is concerned with an approach for reducing material brittleness, taking into account thermal-mechanically induced grain refinement in NiAl, a B2 aluminide which melts at 1638 C and which retains complete order to its melting point. Attention is given to the kinetics of recrystallization and grain growth of warm-worked, nickel-rich material.
Eutectic compositions and congruently melting intermetallic compounds in binary and multicomponent systems among common elements such as Al, Ca, Cu, Mg, P, Si, and Zn may be useful for high temperature heat storage. In this work, heats of fusion of new multicomponent eutectics and intermetallic phases are reported, some of which are competitive with molten salts in heat storage density at high temperatures. The method used to determine unknown eutectic compositions combined results of differential thermal analysis, metallography, and microprobe analysis. The method allows determination of eutectic compositions in no more than three steps. The heats of fusion of the alloys were measured using commercial calorimeters, a differential thermal analyzer, and a differential scanning calorimeter.
Small additions of boron were shown to improve the room temperature ductility of the intermetallic compound Ni3Al. Boron is believed to segregate to the gain boundaries and strengthen them, allowing the inheret ductility of the grains to be achieved. The present study was undertaken to see if boron has a similar effect on the low temperature tensile properties of the equiatomic intermetallic compound FeAl. A binary alloy without boron is compared with an alloy containing 0.78 at % B (0.2 wt %) B, by tensile testing over the temperature range of 300 K to 640 K. Both alloys were processed by powder metallurgy. Results showed that 0.78 at % B addition to FeAl does indeed change the room temperature fracture mode from intergranular to transgranular, suggesting a strengthening of grain boundaries. The alloy containing boron is, however, still brittle at room temperature. A slight decrease in the ductile to brittle transition temperature is, nevertheless, observed. In addition a significant increase in strength of the alloy is observed with boron addition.
The current state of research and development of new materials for advanced aircraft engines is reviewed. The advantages and disadvantages of intermetallic compounds and refractory metals as replacements for today's nickel-base alloys are discussed along with some results of research directed at overcoming some of the problems which restrict their application. It is concluded that continuous fiber reinforced intermetallic matrix composites offer one of the best chances for success. However, major technical barriers still exist, especially in the development of suitable fibers. The introduction of these materials into aircraft engines is expected to take in excess of 5 to 10 years.
Several potential reinforcement materials were assessed for their chemical, coefficient of thermal expansion (CTE), and mechanical compatibility with the intermetallic matrices based on NiAl and FeAl. Among the ceramic reinforcement materials, Al2O3, TiC, and TiB2, appear to be the optimum choices for NiAl and FeAl matrices. However, the problem of CTE mismatch with the matrix needs to be solved for these three reinforcement materials. Beryllium-rich intermetallic compounds can be considered as potential reinforcement materials provided suitable reaction barrier coatings can be developed for these. Based on preliminary thermodynamic calculations, Sc2O3 and TiC appear to be suitable as reaction barrier coatings for the beryllides. Several reaction barrier coatings are also suggested for the currently available SiC fibers.
The current state of research and development of new materials for advanced aircraft engines is reviewed. The advantages and disadvantages of intermetallic compounds and refractory metals as replacements for today's nickel-base alloys are discussed along with some results of research directed at overcoming some of the problems which restrict their application. It is concluded that continuous fiber reinforced intermetallic matrix composites offer one of the best chances for success. However, major technical barriers still exist, especially in the development of suitable fibers. The introduction of these materials into aircraft engines is expected to take in excess of 5 to 10 years.
While the good oxidation and environmental resistance, high melting points, and comparatively low densities of such ordered intermetallics as Ti3Al, NiAl, FeAl, and NbAl3 render them good candidates for advanced aerospace structures, their poor toughness at low temperatures and low strength at elevated temperatures have prompted the development of fiber-reinforced intermetallic-matrix composites (IMCs) with more balanced characteristics. Fabrication methods for continuous-fiber IMCs under development include the P/M 'powder cloth' method, the foil/fiber method, and thermal spraying. The ultimate success of IMCs depends on fibers truly compatible with the matrix materials.
An attempt has been made to improve the high temperature mechanical strength of the B2 cubic crystal structure intermetallic NiAl by dispersion strengthening. Prealloyed Ni-51 at. pct Al was cryomilled with a Y2O3 addition to form an yttria dispersoid within the intermetallic matrix. Following milling, the powder was hot extruded to full density and machined into test coupons. Compression testing between 1200 and 1400 K indicated that the cryogenic process yielded the strongest NiAl based material tested to date. Creep resistance was six times better than NiAl and twice that of a NiAl particulate composite containing 10 vol pct TiB2. Surprisingly, transmission electron microscopy revealed that the second phase was inhomogeneously distributed. Furthermore, X-ray analysis indicated that the second phase was not Y2O3 but rather AlN.
The use of NiAl as a structural material has been hindered by the fact that this ordered intermetallic does not exhibit significant tensile ductility or toughness at room temperature. A critical review of the operative flow and fracture mechanisms in monolithic NiAl has thus established the need for ductile phase toughening in this order system. Progress in ductile phase reinforced intermetallic systems in general and specifically NiAl-based materials has been reviewed. In addition, further clarification of the primary mechanisms involved in the flow and fracture of ductile phase reinforced alloys has evolved from ongoing investigations of several model NiAl-based materials. The mechanical behavior of these model directionally-solidified alloys (Ni-30Al and Ni-30Fe-20Al) are discussed. Finally, the prospects for developing a ductile phase toughened NiAl-based alloy and the shortcomings presently inherent in these systems are analyzed.
The intermetallic NiAl exhibits excellent potential as a structural material for application in air-breathing and single-stage-to-orbit engines. Unfortunately NiAl is brittle at ambient temperature, which is partly attributed to the lack of five independent slip systems as required by von Mises criterion for uniform, volume conserving deformation since the operative group of zone axes (100) slip offers only three independent slip systems. Isostructural FeAl, however, deforms by group of zone axes (111) slip at room temperature which provides five independent slip systems. Thus, it was decided to macroalloy NiAl with Fe to promote group of zone axes (111) slip thereby possibly improving the ductility. For Ni - 30 at. (percent) Al - 20 at. (percent) Fe having essentially bcc microstructure indicated up to 6 percent tensile elongation combined with high yield strength (about 800 MPa). The results compare favorably with those of stoichiometric Ni - 50 at. (percent) Al which, however, deforms by group of zone axes (100) slip at room temperature. The multi-phase alloy approach has proven even more successful for Ni - 20 at. (percent) Al - 30 at. (percent) Fe. The high temperature ductility of the multi-phase alloy was attributed to deformation transfer across interphase boundaries and the crack stopping action of the constituent gamma/gamma' phase. While the constituent phase became increasingly brittle, the beta' phase became more ductile at elevated temperatures. Thus the multi-phase alloy did not exhibit any elevated temperature embrittlement. Similarly, while the beta' phase became weak at high temperatures, the gamma/gamma' phase exhibited better strength retention leading to the improved elevated temperature strength of the multi-phase alloy. Thus, the multi-phase alloy benefits from both its constituent phases, with each phase alleviating the disadvantages associated with the other phase over any temperature range. The multi-phase alloy approach is suggested as a possible approach to designing intermetallic-based alloys.
A combination of bulk undercooling in an electromagnetic levitation apparatus and splat quenching between two copper plates is used to process Nb-Si alloys in order to maximize rapid solidification conditions and minimize the effects of recalescence, with emphasis on the solidification of characteristics of alloys in the 21 to 27 at. pct Si range of composition. SEM and TEM as well as X-ray diffraction are used to characterize the microstructures of the processed samples. In the range of compositions studied, the splat-quenched drops always formed the tetragonal Nb3Si phase directly from the liquid. Drops solidified in the coil were characterized by the presence of the primary intermetallic Nb5Si3 and the absence of both peritectic Nb3Si and the equilibrium eutectic. In these cases, a metastable alpha-Nb + beta-Nb5Si3 eutectic formed. The results are discussed in terms of possible metastable configurations of the Nb-Si phase diagram as well as concepts of nucleation and growth kinetics applied to the Nb3Si and Nb5Si3 intermetallics.
Software and hardware updates to further extend the capability of the electron microscope were carried out. A range of materials such as intermetallics, metal-matrix composites, ceramic-matrix composites, ceramics and intermetallic compounds, based on refractory elements were examined under this research. Crystal structure, size, shape and volume fraction distribution of various phases which constitute the microstructures were examined. Deformed materials were studied to understand the effect of interfacial microstructure on the deformation and fracture behavior of these materials. Specimens tested for a range of mechanical property requirements, such as stress rupture, creep, low cycle fatigue, high cycle fatigue, thermomechanical fatigue, etc. were examined. Microstructural and microchemical stability of these materials exposed to simulated operating environments were investigated. The EOIM Shuttle post-flight samples were also examined to understand the influence of low gravity processing on microstructure. In addition, fractographic analyses of Nb-Zr-W, titanium aluminide, molybdenum silicide and silicon carbide samples were carried out. Extensive characterization of sapphire fibers in the fiber-reinforced composites made by powder cloth processing was made. Finally, pressure infiltration casting of metal-matrix composites was carried out.
The intermetallics compound molybdenum disilicide (MoSi2) is an attractive high-temperature structural material for advanced engine applications. It has excellent oxidation resistance, a high melting point, relatively low density, and high thermal conductivity, and it is easily machined. Past research'at the NASA Lewis Research Center has resulted in the development of a hybrid composite consisting of a MoSi2 matrix reinforced with silicon nitride (Si3N4) Particulate and silicon carbide (SiC) fibers. This composite has demonstrated attractive strength, toughness, thermal fatigue, and oxidation resistance, including resistance to "pest" oxidation. These properties attracted the interest of the Office of Naval Research and Pratt & Whitney, and a joint NASA/Navy/Pratt & Whitney effort was developed to continue to mature the MoSi2 Composite technology. A turbine blade outer air seal, which was part of the Integrated High Performance Turbine Engine Technology (IHPTET) program, was chosen as a first component on which to focus. The first tasks of the materials development effort were to develop improved processing methods to reduce costs and to use fine-diameter fibers that enable the manufacturing of complex shapes. Tape-casting methods were developed to fully infiltrate the fine SiC fibers with matrix powders. The resulting composites were hot pressed to 100-percent density. Composites with cross-plied fiber architectures with 30 vol. % hi-nicalon SiC fibers and 30 vol. % nitride particles are now made routinely and demonstrate a good balance of properties. The next task entailed the measurement of a wide variety of mechanical properties to confirm the suitability of this composite in engines. In particular, participants in this effort demonstrated that composites made with Hi-Nicalon fibers had strength and toughness properties equal to or better than those of the composites made with the large-diameter fibers that had been used previously. Another critically important property measured was impact resistance. Aircraft engine components require sufficient toughness to resist manufacturing defects, assembly damage, stress concentrations at notches, and foreign object damage. Engine company designers indicated that impact resistance would have to be measured before they would seriously consider these types of composites. The Charpy V-notch test was chosen to assess impact resistance, and both monolithic and composite versions Of MOSi2 were tested from -300 to 1400 C. The results (see the following graphs) show that nitride-particulate-reinforced MoSi2 exhibited impact resistance higher than that of many monolithic ceramics and intermetallics, and that the fiber-reinforced composites had even higher values, approaching that of cast superalloys.