Kumar, Sharvan | Search NASA

DOE OSTI2019

Evolution of Microstructure and Creep Behavior in an Fe-Ni-Cr-Nb-C Alloy during Service in Hydrocarbon Cracker Tubes

Heat resistant, cast austenitic Fe-Ni-Cr-Nb-C alloy tubes are used by the petrochemical industry to transport hydrocarbons at temperatures between 850 and 1050 °C. Exposure to carbon from the process stream and nitrogen from the air causes severe carburization and nitridation in the tube walls, which influences creep resistance and degrades their ductility. A better understanding of these processes would enable their service life to be extended. To this end, we report the results of an experimental and computational study of the changes in microstructure and creep behavior in a representative alloy during service. The microstructure of the fresh material is compared to that of 8- and 10-year-old tubes. The results confirm the presence of M{sub 23}C{sub 6}, M{sub 7}C{sub 3}, and M{sub 2}(CN) phases reported in prior studies, and also reveal the nucleation and growth of the carbo-nitride phase M{sub 6}(CN). We show that the spatial variations of carbide and nitride particle volume fractions in aged tubes can be predicted by a simple reaction–diffusion equation. In addition, the uniaxial compressive creep response of the fresh and aged tubes was obtained as functions of temperature and strain rate. The materials deform by power-law creep, with strain rate versus stress relation as ε-dot =Aσ{sup n}. Aging reduces the stress exponent from n = 8 in fresh tubes to n = 5 in aged tubes, and also reduces the pre-exponential coefficient A. Tests on model alloys with composition identical to that of the matrix combined with finite element simulations of creep in model microstructures reveal that Cr depletion is responsible for the change in stress exponent, while the change in A is caused by the increase in particle volume fraction. By combining the microstructure-scale simulations of creep with the predictions of the reaction–diffusion model of microstructure evolution, the creep behavior of tubes left in service beyond 10 years is estimated.

36 MATERIALS SCIENCE↗

DOE OSTI2015

Multi-scale Material Parameter Identification Using LS-DYNA® and LS-OPT®

Ever-tightening regulations on fuel economy and carbon emissions demand continual innovation in finding ways for reducing vehicle mass. Classical methods for computational mass reduction include sizing, shape and topology optimization. One of the few remaining options for weight reduction can be found in materials engineering and material design optimization. Apart from considering different types of materials by adding material diversity, an appealing option in automotive design is to engineer steel alloys for the purpose of reducing thickness while retaining sufficient strength and ductility required for durability and safety. Such a project was proposed and is currently being executed under the auspices of the United States Automotive Materials Partnership (USAMP) funded by the Department of Energy. Under this program, new steel alloys (Third Generation Advanced High Strength Steel or 3GAHSS) are being designed, tested and integrated with the remaining design variables of a benchmark vehicle Finite Element model. In this project the principal phases identified are (i) material identification, (ii) formability optimization and (iii) multi-disciplinary vehicle optimization. This paper serves as an introduction to the LS-OPT methodology and therefore mainly focuses on the first phase, namely an approach to integrate material identification using material models of different length scales. For this purpose, a multi-scale material identification strategy, consisting of a Crystal Plasticity (CP) material model and a Homogenized State Variable (SV) model, is discussed and demonstrated. The paper concludes with proposals for integrating the multi-scale methodology into the overall vehicle design.

36 MATERIALS SCIENCE↗