Long-time creep behavior of Nb-1Zr alloy containing carbon

Creep tests were conducted on the Nb-1Zr base alloy with and without carbon. Testing was performed at 10 to the -6 MPa in the 1350 to 1400 K range. Creep times, to 1 percent strain, ranged from 60 to 6000 hr. All 1 percent creep data were filled by linear regression to a temperature compensating rate equation. The Nb-1Zr-0.06C alloy, tested in a weakened aged condition, appears to be four times as strong as the Nb-1Zr alloy

Creep behavior of tantalum alloy T-222 at 1365 to 1700 K

High vacuum creep tests on the tantalum T-222 alloy at 0.42 to 0.52 T sub m show that the major portion of the creep curves, up to at least 1 percent strain, can be best described by an increasing creep rate, with strain varying linearly with time. Correlation and extrapolation of the creep curves on the basis of increasing creep rates results in more accurate engineering design data than would use of approximated linear rates. Based on increasing creep rates, the stress for 1 percent strain in 10,000 hours for T-222 is about four times greater than for the Ta-10W alloy. Increasing the grain size results in increased creep strength. Thermal aging prior to testing caused precipitation of the hexagonal close packed (Hf,Ta) sub 2 C, which initially increased creep strength. However, this dimetal carbide was converted during creep testing to face-centered cubic (Hf,Ta)C

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

Long-time creep behavior of the niobium alloy C-103

The creep behavior of C-103 was studied as a function of stress, temperature, and grain size for test times to 19000 hr. Over the temperature range 827 to 1204 C and the stress range 6.89 to 138 MPa, only tertiary (accelerating) creep was observed. The creep strain epsilon can be related to time t by an exponential relation epsilon = epsilon(0) + K e raised to power (st) - 1), where epsilon (0) is initial creep strain, K is the tertiary creep strain parameter, and s is the tertiary creep rate parameter. The observed stress exponent 2.87 is similar to the three power law generally observed for secondary (linear) creep of Class I solid solutions. The apparent activation energy 374 kj/g mol is close to that observed for self diffusion of pure niobium. The initial tertiary creep rate was slightly faster for fine grained than for coarse-grained material. The strain parameter K can be expressed as a combination of power functions of stress and grain size and an exponential function of temperature. Strain time curves generated by using calculated values for K and s showed reasonable agreement with observed curves to strains of at least 4 percent. The time to 1 percent strain was related to stress, temperature, and grain size in a similar manner as the initial tertiary creep rate

Interim analysis of long time creep behavior of columbium C-103 alloy

Analysis of 16 long time creep tests on columbium C-103 alloy (Cb-10Hf-1Ti-0.7Zr) indicates that the calculated stresses to give 1 percent creep strain in 100,000 hours at 1,255 K (1800 F) are 7.93 and 8.96 MPa (1,150 and 1,300 psi) for fine grained and course grained materials, respectively. The apparent activation energy and stress dependence for creep of this alloy are approximately 315 KJ/gmol (75,300 cal/gmol) and 2.51, respectively, based on Dorn-Sherby types of relations. However, the 90 percent confidence limits on these values are wide because of the limited data currently available

The cyclic oxidation resistance at 1200 C of beta-NiAl, FeAl, and CoAl alloys with selected third element additions

The intermetallic compounds Beta-NiAl, FeAl, and CoAl were tested in cyclic oxidation with selected third element alloy additions. Tests in static air for 200 1-hr cycles at 1200 C indicated by specific weight change/time data and x-ray diffraction analysis that the 5 at percent alloy additions did not significantly improve the oxidation resistance over the alumina forming baseline alloys without the additions. Many of the alloy additions were actually deleterious. Ta and Nb were the only alloy additions that actually altered the nature of the oxide(s) formed and still maintained the oxidation resistance of the protective alumina scale

Creep-rupture behavior of candidate Stirling engine alloys after long-term aging at 760 deg C in low-pressure hydrogen

Nine candidate Stirling automotive engine alloys were aged at 760 C for 3500 hr in low pressure hydrogen or argon to determine the resulting effects on mechanical behavior. Candidate heater head tube alloys were CG-27, W545, 12RN72, INCONEL-718, and HS-188 while candidate cast cylinder-regenerator housing alloys were SA-F11, CRM-6D, XF-818, and HS-31. Aging per se is detrimental to the creep rupture and tensile strengths of the iron base alloys. The presence of hydrogen does not significantly contribute to strength degradation. Based percent highway driving cycle; CG-27 has adequate 3500 hr - 870 C creep rupture strength and SA-Fll, CRM-6D, and XF-818 have adequate 3500 hr - 775 C creep rupture strength

Characterization of precipitates in a niobium-zirconium-carbon alloy

A niobium alloy with 1 percent zirconium and 0.063 percent carbon by weight was investigated in the as-rolled and annealed conditions, and after high-temperature (1350 and 1400 K) exposure with and without an applied stress. In the as-rolled and annealed conditions, large metastable carbides were observed in addition to a regular distribution of small particles. During the high-temperature exposure, the majority of the large carbides were dissolved and a more stable carbide phase formed. This finely dispersed phase had a composition determined to be approximately 70 percent ZrC and approximately 30 percent NbC and showed some evidence of an orientation relationship with the matrix. The precipitates appeared to coarsen slightly after approximately 5000 hr exposure in the presence of an applied stress resulted in a decrease in the size and in the interparticle spacing of the stable precipitates. However, the composition of the precipitate phase and its ability to pin dislocations were not affected by the temperature or stress conditions

Effects of processing and prolonged high temperature exposure on the microstructure of Nb-1Zr-C sheet

High temperature stability of the microstructure of Nb-1Zr sheet containing 0.1 and 0.06 wt. percent C was studied as affected by processing and prolonged 1350 K exposure with and without applied stress. Sheets were fabricated by cold rolling bars that were single-, double-, or triple-extruded at 1900 K. Creep samples were double-annealed (1 h at 1755 K + 2 h at 1475 K) prior to testing at 1350 K and 10,000 - 34,500 h. The microstructures of the as-cast, extruded, rolled, DA, and crept samples were characterized using various metallographic and analytical methods. The precipitates were rather coarse Nb2C initially, but transformed to finer (less than or equal to 1 micron) carbides of (Zr, Nb)C with each subsequent high temperature process. The grain size, and the relative amount and morphology of (Zr, Nb)C were found to be affected by the number of extrusions and to some extent by C-content. However, the microstructures of all the crept samples were similar with (Zr, Nb)C distributed throughout the matrix indicating that prolonged exposure to 1350 K gave rise to complete transformation of Nb2C to (Zr, Nb)C regardless of the processing history. These and other observations are presented with the emphasis on the correlation between processing, microstructure, and creep properties

Creep rupture behavior of Stirling engine materials

The automotive Stirling engine, being investigated jointly by the Department of Energy and NASA Lewis as an alternate to the internal combustion engine, uses high-pressure hydrogen as the working fluid. The long-term effects of hydrogen on the high temperature strength properties of materials is relatively unknown. This is especially true for the newly developed low-cost iron base alloy NASAUT 4G-A1. This iron-base alloy when tested in air has creep-rupture strengths in the directionally solidified condition comparable to the cobalt base alloy HS-31. The equiaxed (investment cast) NASAUT 4G-A1 has superior creep-rupture to the equiaxed iron-base alloy XF-818 both in air and 15 MPa hydrogen