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Content archived on 2024-04-16

THE INITIATION AND GROWTH OF THERMOMECHANICAL FATIGUE CRACKS IN COATED AND UNCOATED TURBINE BLADE MATERIALS

Objective

1.To understand the thermomechanical fatigue behaviour of coated single crystal turbine blade materials with particular reference to the effects of :

(a) material variables - alloy and coating composition and microstructure
(b) thermomechanical variables - strain-temperature cycle, strain range, strain rate, min. and max. temperature, R ratio.

2.To characterize the thermomechanical fatigue behaviour of coated blade materials in terms of the initiation and growth stages of cracking and to determine their dependence upon the material and thermomechanical variables.

3.To formulate and validate a model to accurately predict the thermomechanical fatigue behaviour of coated turbine blade alloys.
A video system linked to a computerised image capturing system was developed at JRC Petten. A test programme of seventy three TMF tests was completed at JRC Petten, complimented by sixteen TMF tests at Rolls-Royce, and eleven TMF tests and thirteen isothermal crack propagation studies at MTU. The quality of all the data produced appears to be very high, and the testing procedures developed has contributed to testing standards definition. The testing has revealed quantitative data on the propagation of micro cracks in coated and uncoated superalloys. Out of phase (OOP) testing conditions were shown to promote cracking early in life leading to the shortest lives to failure, with the majority of the test piece life spent in the substrate propagation stage. In phase (IP) tests gave failures dominated by substrate porosity effects, and largely unaffected by the presence of coatings. The same models for early crack initiation and for substrate crack propagation in OOP tests hold up quite well for both diffusion and overlay coatings, even though the behavioural characteristics of these two coating types can be very different.

In analysing the data produced, two approaches have been undertaken. One was to use empirical methods to fit the available data. The second was to develop models which encapsulated a basic understanding of the mechanisms involved. Both approaches yielded system specific models which fulfilled the basic accuracy levels required from them. Each type of model is only valid within the regime in which the failure mechanisms remain sensibly constant. Neither approach can be depended upon if the failure mechanisms change, and neither approach, in their current formulations, has any ability to predict the onset of a change in fracture mechanism.

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Coordinator

Rolls Royce Plc
EU contribution
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Address
PO Box 3 Filton
BS12 7QE BRISTOL
United Kingdom

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Participants (2)

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