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Results for “Accumulative roll bonding”

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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26 records · Page 2

The influence of thermomechanical treatment pathways on texture and mechanical properties in ARB Cu/Nb nanolaminates

Accumulative roll-bonded Cu/Nb nanolaminates (ARB Cu/Nb) possess high strength, thermal stability, and radiation tolerance arising from a high content of heterophase interfaces at fine layer thicknesses. These properties can be tailored by processing parameters used in the ARB Cu/Nb fabrication process, in which layer thickness, thermal history, and strain pathway determine the interface types and resultant properties found in the material. In this work, we subject ARB Cu/Nb to annealing, and then two different rolling pathways – one where rolling direction is held constant (longitudinal rolling, or LR), and one where rolling direction is rotated by 90º and held constant thereafter (cross rolling, or CR). Rolling is performed on ARB Cu/Nb over a targeted range of layer thicknesses from 193 to 25 nm and resultant bulk textures measured by neutron diffraction are correlated with mechanical properties measured by miniaturized tensile tests. The annealing procedure sharpens texture in both phases. We find that Cu mostly develops the same texture in LR and CR. In contrast, Nb develops a distinct texture along the CR pathway that is distinct from the LR texture. The composite texture of Cu/Nb is thus distinct between LR and CR pathways. This difference in texture development between Cu and Nb as a function of strain after change in rolling direction demonstrates the viability for deliberate pairing of Cu LR and Nb CR textures at a desired layer thickness. For mechanical properties, we find that differences in texture do not result in yield or flow stress differences above a layer thickness of 25 nm. Below a layer thickness of 25 nm, despite similar Taylor factors, yield and flow stress and are significantly different. In conclusion, this indicates texture only influences mechanical behavior at low layer thickness, where interface structure dominates mechanical properties.

36 MATERIALS SCIENCE↗

The Impact of Rolling at Temperature on Conductivity and Texture in Nanolamellar Cu/Nb Bimetallic Composites

We report warm rolling is used to identify whether reductions in dislocation content would provide a significant impact on conductivity in accumulatively roll-bonded Cu-Nb nanolaminates. In addition, the impact of temperature on mechanical properties and interfacial texture is also quantified. Although temperature has a strong effect on dislocation content and mechanical properties, it is shown that length scale and volume fraction are most critical to defining the conductivity of the nanolaminate. Rolling at temperature reduced the flow stress of the material while maintaining the interfacial and layer structure, indicating that warm rolling can increase the ability to process the nanolaminates without reducing conductivity.

36 MATERIALS SCIENCE↗

Strong interfaces: the key to high strength in nano metallic laminates

Excellent mechanical properties of nanomaterials are usually attributed to their nanoscale feature size and high-density interfaces. This work explores the effects of intrinsic interface properties on mechanical properties of nano metallic laminates (NMLs). We show that the interface strength significantly affects the mechanical properties of NMLs. Via in situ mechanical testing and characterization, we investigate the deformation behavior and concurrent microstructure evolution in NMLs with four types of dissimilar interfaces. Our results show that the strength and deformation behaviors of NMLs are largely determined by interface strength. Strong interfaces can simultaneously increase the strength, work hardening capability, and deformability of NMLs. In conclusion, this work brings new insight into the design of advanced metallic materials through tuning of interface properties.

36 MATERIALS SCIENCE↗

Shear deformation of pure-Cu and Cu/Nb nano-laminates using micromechanical testing

Solid phase processing by introducing shear deformation into materials can result in unique microstructure evolution and enhanced mechanical properties, especially for immiscible systems such as Cu/Nb. To better understand the correlation between microstructure and deformation behavior during shear, a dedicated testing design of stress localization at predicted sites is necessary. In this study, a specialized S-shaped specimen geometry is implemented to apply localized simple-shear loading in pure-Cu and Cu/Nb accumulative roll-bonded nanolaminates. The nanoscale microstructure and proximity of interfaces in Cu/Nb offer a ~2.8-fold increase in shear stresses than pure-Cu. In pure-Cu, the plastic instability causes shear banding and an in-plane lattice rotation. In Cu/Nb, a partial bending of the interfaces occurred, resulting in a localized lattice rotation. The adapted geometry for micro-scale specimens thus successfully captures the shear deformation at predicted sites in two distinct material systems and could potentially be a powerful technique to study the deformation mechanisms.

36 MATERIALS SCIENCE↗

High time service evaluation of thermal barrier coatings on the Rolls-Royce RB211 engine

One of the main concerns of airline operators for the use of thermal barrier coatings (TBC) in the turbine is that the coating will spall and cause a premature engine removal. Even though much cyclic data is available on TBCs, high time data is much harder and expensive to come by. The typical 150 h type test used to qualify hardware, or modifications, falls far short of the 5 to 10,000 hour experience desired. One way to obtain data demonstrating the longevity of TBCs is through a service evaluation program on a commercial engine. For a meaningful evaluation of the TBC system it must be applied to a component which operates in a typical hot end environment. In addition the component performance should not suffer if the coating is lost. For these reasons Rolls-Royce chose to coat the IP turbine nozzle guide vanes, and run these in an RB211 engine. Two ceramic top coats and several different bond coats were tested in a rainbow fashion on several engines. Three layer magnesium zirconate was used as a base line. Various yttria stabilized zirconia ceramics were used. Top MCrAlY bond coats were applied by various techniques. Some of the coated vanes have now accumulated ofer 5000 hours. The results are presented from the first sets with 2500 and 4200 hours of service respectively.

Toriz, F. Chris↗

Possible Mechanisms for Turbofan Engine Ice Crystal Icing at High Altitude

A thermodynamic model is presented to describe possible mechanisms of ice formation on unheated surfaces inside a turbofan engine compression system from fully glaciated ice crystal clouds often formed at high altitude near deep convective weather systems. It is shown from the analysis that generally there could be two distinct types of ice formation: (1) when the "surface freezing fraction" is in the range of 0 to 1, dominated by the freezing of water melt from fully or partially melted ice crystals, the ice structure is formed from accretion with strong adhesion to the surface, and (2) when the "surface melting fraction" is the range of 0 to 1, dominated by the further melting of ice crystals, the ice structure is formed from accumulation of un-melted ice crystals with relatively weak bonding to the surface. The model captures important qualitative trends of the fundamental ice-crystal icing phenomenon reported earlier1,2 from the research collaboration work by NASA and the National Research Council (NRC) of Canada. Further, preliminary analysis of test data from the 2013 full scale turbofan engine ice crystal icing test3 conducted in the NASA Glenn Propulsion Systems Laboratory (PSL) has also suggested that (1) both types of ice formation occurred during the test, and (2) the model has captured some important qualitative trend of turning on (or off) the ice crystal ice formation process in the tested engine low pressure compressor (LPC) targeted area under different icing conditions that ultimately would lead to (or suppress) an engine core roll back (RB) event.

Crystal Icing↗

Possible Mechanisms for Turbofan Engine Ice Crystal Icing at High Altitude

A thermodynamic model is presented to describe possible mechanisms of ice formation on unheated surfaces inside a turbofan engine compression system from fully glaciated ice crystal clouds often formed at high altitude near deep convective weather systems. It is shown from the analysis that generally there could be two distinct types of ice formation: (1) when the "surface freezing fraction" is in the range of 0 to 1, dominated by the freezing of water melt from fully or partially melted ice crystals, the ice structure is formed from accretion with strong adhesion to the surface, and (2) when the "surface melting fraction" is the range of 0 to 1, dominated by the further melting of ice crystals, the ice structure is formed from accumulation of un-melted ice crystals with relatively weak bonding to the surface. The model captures important qualitative trends of the fundamental ice-crystal icing phenomenon reported earlier (Refs. 1 and 2) from the research collaboration work by NASA and the National Research Council (NRC) of Canada. Further, preliminary analysis of test data from the 2013 full scale turbofan engine ice crystal icing test (Ref. 3) conducted in the NASA Glenn Propulsion Systems Laboratory (PSL) has also suggested that (1) both types of ice formation occurred during the test, and (2) the model has captured some important qualitative trend of turning on (or off) the ice crystal ice formation process in the tested engine low pressure compressor (LPC) targeted area under different icing conditions that ultimately would lead to (or suppress) an engine core roll back (RB) event.

Crystal Icing↗

High-Frequency Testing of Composite Fan Vanes With Erosion-Resistant Coating Conducted

The mechanical integrity of hard, erosion-resistant coatings were tested using the Structural Dynamics Laboratory at the NASA Glenn Research Center. Under the guidance of Structural Mechanics and Dynamics Branch personnel, fixturing and test procedures were developed at Glenn to simulate engine vibratory conditions on coated polymer-matrix- composite bypass vanes using a slip table in the Structural Dynamics Laboratory. Results from the high-frequency mechanical bench testing, along with concurrent erosion testing of coupons and vanes, provided sufficient confidence to engine-endurance test similarly coated vane segments. The knowledge gained from this program will be applied to the development of oxidation- and erosion-resistant coatings for polymer matrix composite blades and vanes in future advanced turbine engines. Fan bypass vanes from the AE3007 (Rolls Royce America, Indianapolis, IN) gas turbine engine were coated by Engelhard (Windsor, CT) with compliant bond coatings and hard ceramic coatings. The coatings were developed collaboratively by Glenn and Allison Advanced Development Corporation (AADC)/Rolls Royce America through research sponsored by the High-Temperature Engine Materials Technology Project (HITEMP) and the Higher Operating Temperature Propulsion Components (HOTPC) project. High-cycle fatigue was performed through high-frequency vibratory testing on a shaker table. Vane resonant frequency modes were surveyed from 50 to 3000 Hz at input loads from 1g to 55g on both uncoated production vanes and vanes with the erosion-resistant coating. Vanes were instrumented with both lightweight accelerometers and strain gauges to establish resonance, mode shape, and strain amplitudes. Two high-frequency dwell conditions were chosen to excite two strain levels: one approaching the vane's maximum allowable design strain and another near the expected maximum strain during engine operation. Six specimens were tested per dwell condition. Pretest and posttest inspections were performed optically at up to 60 magnification and using a fluorescent-dye penetrant. Accumulation of 10 million cycles at a strain amplitude of two to three times that expected in the engine (approximately 670 Hz and 20g) led to the development of multiple cracks in the coating that were only detectable using fluorescent-dye penetrant inspection. Cracks were prevalent on the trailing edge and on the convex side of the midsection. No cracking or spalling was evident using standard optical inspection at up to 60 magnification. Further inspection may reveal whether these fine cracks penetrated the coating or were strictly on the surface. The dwell condition that simulated actual engine conditions produced no obvious surface flaws even after up to 80 million cycles had been accumulated at strain amplitudes produced at approximately 1500 Hz and 45g.

Bowman, Cheryl L.↗