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CRADA NFE-08-01671 – Materials for Advanced Turbocharger Design

PI – Philip J. Maziasz, ORNL and Marc Wilson, Honeywell

Oral – June 19, 2014

Project ID – PM038

Agreement - 17257

Project Area – Materials for Combustion Systems/High Efficiency Engines

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Overview

• Project began – September, 2009

• Project ends – September, 2014

• Project is >75% complete

Timeline

• Total Project Funding

• DOE Share – 50%

• Honeywell – 50%

• FY12 Funding - $300,000

• FY13 Funding - $0

• FY14 Funding – $150,000

Budget

• Barriers addressed include:

• Difficulty in simultaneously increasing efficiency and reducing emissions

• HECC Technologies increase exhaust temperatures for turbochargers

Barriers

Partners

• Honeywell suppliers for turbocharger components • Engine customers for turbochargers (LD and HD engines)

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Relevance

This CRADA project is relevant to a key technical gap in Propulsion Materials that supports the following Advanced Combustion Engine goal: 2015 Commercial Engine – Improve Efficiency by 20% over 2009 baseline efficiency Turbocharging improves fuel efficiency particularly in gasoline engines

Technical Objective – Higher temperatures (>750oC, diesel, >950oC gasoline) exceed the strength and temperature capability of current materials, particularly cast-iron for turbocharger housings

Impact – Turbocharger housing and other components with more temperature capability and strength will enable higher, sustained operating temperatures. Stainless steel turbo-housings will also reduce weight and retain exhaust heat relative to cast-irons

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Approach - Caterpillar Commercialized CF8C-Plus steel for the CRS component that are on all heavy-duty highway truck diesel engines since 2007 (Oct, 2006)

CF8C-Plus steel

SiMo Cast-iron

• Exhaust combustor (turbo exhaust + injected fuel) to clean out particulate filters: very high temperature and rapid cycling conditions

Over 500 tons of CF8C-Plus cast for CRS application (no failures, some >6 y)

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Approach – Cast Keel Bars or Blocks for Properties Testing

alloy Cr Ni Mn Mo Nb C N Si Fe

CF8C-Plus

19.1 12.5 3.5 0.35 0.94 0.09 0.24 0.6 bal

HK30-Nb

25.2 19.4 1.2 0.27 1.2 0.30 1.6 bal

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Approach – Follow Honeywell Requirements for Qualifying Turbocharger Materials

Phase 1 Screening

Phase 2 •Thermal •Physical •Monotonic

Phase 3 •Fatigue •Creep •Oxidation •Damping

Phase 4

Interaction

Thermal - Thermal Expansion - Heat Capacity - Thermal Conductivity - Thermal Diffusivity

Monotonic - Room Temp. Tensile - Elevated Temp. Tensile

Physical - Density - Poisson's Ratio - Young's Modulus

Strain/Stress controlled LCF Stress Controlled HCF

J-MAT-PRO simulation tool Materials Engineering

Thermo-Mech Fatigue Fatigue-Creep Fatigue-Oxidation

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Milestones • FY2013, Q1 – complete neutron-scattering residual-

stress measurements on wheel/shaft assemblies with stress-relief heat-treatments (Dec, 2012, complete)

• FY2013, Q3 – begin creep-tests of cast CF8C-Plus stainless steels to facilitate gasoline turbocharger applications (July, 2013, complete)

• FY2014 , Q1– Complete diesel engine exhaust testing of CF8C-Plus steel at 800C (Dec. 2013, complete)

• FY2014 , Q2– Evaluate oxidation resistance of CF8C-Plus tested in diesel exhaust environment (Mar. 2014, complete)

• FY2014 , Q3 – Assist Honeywell in indentifying appropriate foundries for prototyping CF8C-Plus housings (June 2014, on track)

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Technical Accomplishments – Upgrade Turbo-Housing to Cast Stainless Steel

Current SiMo cast-iron turbocharger housing for diesel engine product

ORNL developed CF8C-Plus cast stainless steel with more strength than HK30Nb stainless alloy > 750oC. Both have ten times more strength than SiMo cast-iron above 500-600oC

0

500

1000

1500

2000

2500

750C/100 MPa 800C/75 MPa 850C/50 MPa

Cree

p Ru

ptur

e Life

(h)

Creep Testing Conditions

HK30-Nb

CF8C-Plus

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Technical Accomplishments – Upgrade Turbo-Housing to Cast Stainless Steel for More High-Temperature Creep Resistance

• CF8C-Plus cast stainless steel has significantly better creep-resistance than SiMo and Ni-resist cast irons at 700-900oC

•CF8C-Plus stainless steel cost is about 33% less than HK30-Nb alloy

10

100

1000

10 15 20 25 30Cre

ep-R

uptu

re S

tres

s (M

Pa)

LMP (x10-3)

LMP of Heat-Resistant Alloys CF8C-Plus N277CF8C-PlusHK30-NbNi-ResistKN2SiMo cast-iron

600C

900C

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Technical Accomplishment – Oxidation Testing in a Diesel Exhaust Environment at 800C

-0.1

-0.05

0

0.05

0.1

0 50 100 150 20

800C comparison(Lab - 100h cycles, Genset - 1h cycles)

Hours

SiMoB: Genset

CF8CP: Lab.800C.WV

SiMoB: Lab.800C.WV

HK: Lab.800C.WV

HK: Genset

CF8CP: Genset

Preliminary tests indicated a substantially lower rate of oxidation after testing in actual diesel exhaust vs. laboratory air + 10%water vapor at 800C

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Technical Accomplishment -Physical Properties – Thermal Expansion

CTE Data for CF8C-Plus and HK-30Nb Steels

15

16

17

18

19

20

21

22

0 200 400 600 800 1000 1200 1400

Temperature (C)

CTE

(alp

ha/K

)

heat 1N277HK-30Nb

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Technical Accomplishment - Physical Properties – Thermal Conductivity

Thermal Conductivity Data for CF8C-Plus and HK-30Nb Steels

10

15

20

25

30

35

0 500 1000 1500

Temperature (C)

Ther

mal

Con

duct

ivity

(W/m

K)

heat 1N-277HK-30+Nb

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What’s Next - High Temperature Material Testing

Material testing

LCF Iso-Thermal

Thermo Mechanical Fatigue

Creep/ Stress Relaxation

Fatigue with Dwell

Creep-Fatigue-Oxidation

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Issues and Barriers

• Decreased funding with increased Honeywell need for expensive testing ( fatigue, creep, TMF)

• Upgrade of creep machines and fatigue machines after extended high temperature testing

• Installation of new diesel exhaust facility at ORNL • Honeywell CRADA needs to be extended for 2 more

years before September, 2014

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Summary

• Relevance – Turbocharging improves fuel efficiency of gasoline engine vehicles

• Approach/Strategy – Work with Honeywell phased approach to qualifying CF8C-Plus steel for turbochargers

• Accomplishments – Completed Phase 1 testing creep, fatigue and thermal fatigue qualifying CF8C-Plus steel

• Collaborations – SF&E, Honeywell and potential engine customers (Caterpillar, Ford, etc.)

• Proposed Future Work – Phase 2 – 4 testing of CF8C-Plus, particularly fatigue and creep testing.