Low-temperature hot corrosion fatigue damage mechanism, life model, and corrosion resistance design method of hot section components
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摘要: 对于沿海地区或海洋环境中使用的航空发动机来说, 由于高温、机械载荷和盐雾环境的共同作用, 热腐蚀疲劳破坏是影响其热端部件服役寿命的主要因素. 本文对热端部件低温热腐蚀疲劳损伤机理、寿命模型和防腐蚀设计方法进行了总结、归纳及评述, 提出了未来的研究趋势与发展方向. 首先介绍航空发动机热端部件的热腐蚀疲劳故障案例、损伤演化机理; 其次, 重点分析了低温腐蚀疲劳寿命的唯象模型、损伤力学模型、断裂力学模型以及机器学习模型; 再次, 对几种代表性的考虑腐蚀演化不同阶段的分段式腐蚀疲劳全寿命模型进行综述, 还分析指出了腐蚀疲劳全寿命模型的发展趋势; 从次, 对航空发动机材料选择、零件制造、结构强度设计和外场运行维护不同阶段的抗腐蚀方法进行了综述. 最后, 对增材制造零部件的热腐蚀疲劳问题以及无损检测技术、人工智能等与热腐蚀疲劳研究的结合进行了展望.Abstract: Hot corrosion fatigue is the key factor affecting the service life of hot section components due to combined effect of high temperature, mechanical load and salt spray atmosphere for gas turbine engines serving in coastal areas or marine environments. In this paper, the damage mechanism, life model and corrosion resistant design methods of low temperature hot corrosion fatigue are summarized and commented. Meanwhile, the research trend and direction in the future are put forward. Firstly, the hot corrosion fatigue failure cases and damage evolution mechanism of gas turbine engine hot section components are described. Next, the phenomenological model, damage mechanics model, fracture mechanics model and machine learning model of low temperature corrosion fatigue life were analyzed. Moreover, several representative segmented full-life corrosion fatigue models considering different stages of corrosion evolution are reviewed, and the development trend of full-life corrosion fatigue models is also put forward. Finally, the corrosion resistant design methods for gas turbine engine material selection, parts manufacturing, structural strength design and operation and maintenance are summarized. In addition, the hot corrosion fatigue in additive manufacturing and the application of nondestructive testing technology and artificial intelligence in hot corrosion fatigue research are also prospected.
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Key words:
- gas turbine engines /
- hot corrosion /
- corrosion fatigue /
- life model /
- strength design
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图 1 盐雾环境导致的航空发动机涡轮部件失效案例. (a) CF6-80C2发动机断裂叶片, (b)低温热腐蚀形貌(Pridemore 2003), (c) 250-C47B发动机断裂叶片, (d)高温热腐蚀形貌(Roach et al. 2005)
图 2 热端部件热腐蚀截面形貌(Stringer 1987). (a)高温热腐蚀形貌, 使用401 h的Olympus发动机一级涡轮叶片, (b)低温热腐蚀形貌, 海洋环境使用的某型航空发动机涡轮叶片
图 3 燃气轮机的叶片. (a)用于发电的燃气轮机的断裂叶片以及(b)叶片上的腐蚀坑(Poursaeidi & Arablu 2013), (c)船用燃气轮机叶片的损伤(Meisner & Opila 2020)
图 4 空气中的盐诱导航空发动机零部件发生热腐蚀的过程总结(Pridemore 2003; Nippon Cargo Airlines CO. 2011; NATIONAL TRANSPORTATION SAFETY BOARD Office of Aviation Safety 2009, 2015, 2016)
图 5 环境温度与两种类型热腐蚀速率的关系示意图(Draper 2011). (图中的538℃, 704℃, 884℃和1010℃均仅供参考, 随着合金体系和硫酸盐成分的变化也会出现相应的变化)
图 8 直升机主转子部件有无点蚀的归一化寿命与归一化裂纹长度的关系图(Mills & Honeycutt)
图 9 热腐蚀对高温合金疲劳寿命的影响规律. (a) 704 °C处光棒和热腐蚀试验件的疲劳寿命与应变范围(Telesman et al. 2016), (b) Franklin等在不同腐蚀环境下的试验结果(Franklin & Nelson, 1981), (c)腐蚀坑深度和宽度尺寸对疲劳寿命的影响, (d)腐蚀坑面积尺寸对疲劳寿命的影响(Gabb et al. 2010)
图 10 低温热腐蚀疲劳损伤演化全过程示意图(Draper 2011)
图 11 腐蚀坑的SEM图像. (a)热腐蚀的表面腐蚀坑形貌和(b)局部区域放大的图像, (c)孤立腐蚀坑的分布区域以及(d)单个腐蚀坑的放大形貌(Nesbitt & Draper 2016)
图 12 Chan等(2020b)提出的腐蚀坑聚结模型. (a)两个不同表面长度 (2a1和2a2) 和深度 (d1和d2) 的半圆形腐蚀坑相互作用示意图; (b)不同腐蚀坑尺寸的间距和相互影响作用的关系; (c)不同尺寸腐蚀坑的聚结标准; (d)聚结后腐蚀坑的等效尺寸
图 13 基于损伤力学的腐蚀疲劳损伤模型定义示意图(Zheng & Wang 2020)
图 14 基于支持向量回归模型的腐蚀疲劳寿命预测结果(Gabb et al. 2010)
图 17 涂覆防腐蚀涂层前后经热腐蚀氧化暴露后的ME3合金疲劳寿命以及微观损伤形貌(Gabb et al. 2010, Gangloff 2008).
图 18 (a)涂层表面和(b)纵向截面缺陷形貌; (c)不同工艺处理后的ME3 合金暴露于氧化和热腐蚀环境中的疲劳寿命(Nesbitt et al. 2018)
图 19 经热腐蚀暴露后CFM56-3型发动机HPT叶片通过腐蚀去除工艺处理前后形貌对比(Conner & Weimer 2000).
表 1 航空发动机发生的热腐蚀事故
年代 发动机型号 失效部件 失效原因 合金类型 地区/污染物 文献 1950 Proteus 动叶/导叶 热腐蚀 Nimonic90 燃油 Stringer 1977 1964 Spey — 热腐蚀 Nimonic105 周围大气 Stringer 1977 1974 Dart 1级动叶 热腐蚀 Nimonic105 沿海气候 Battelle Memorial Institute C, OH. 1975 1975 — 动叶/导叶 热腐蚀 713C 沿海气候 Stringer 1977 2001 250—C20B 涡轮叶片 超温/腐蚀 — 夏威夷 Plagens et al. 2003 2002 CF6—80C2 HPT 低温热腐蚀 Rene142 中国台北 Pridemore 2003 2002 250—C20B 涡轮叶片 热腐蚀 Inconel738 Nebraska Brannen & Dymock 2004 2003 250—C47B 涡轮叶片 高温热腐蚀 Inconel738 墨西哥湾 Roach et al. 2005 2005 PT6A—114A 涡轮叶片 热腐蚀 — 波多黎各 Hogenson et al. 2006 2006 — HPT 热腐蚀 Udimet500 — Ejaz & Tauqir 2006 2009 PT6A—114A 涡轮叶片 低温腐蚀 — 大气灰尘 2009. Engine/Component Investigation Report 2010 CF6 HPT 低温热腐蚀 Rene142 日本 Nippon Cargo Airlines CO. 2011 2011 — HPT 热腐蚀 — 人体汗液 韩峰等 2011 2013 Trent772B HPT 低温热腐蚀 — 大气污染 AAIB 2015 Trent1000 IPT 腐蚀疲劳 CMSX—10K — ANSV 20164 Trent1000 IPT 低温热腐蚀 CMSX—10K 日本等 ANSV 20173 Trent1000 IPT 低温热腐蚀 CMSX—10K 奥克兰等 ANSV 2017 CF34—8 HPT 低温热腐蚀 Rene142 空气污染物 Aviation 2017 2018 Trent700 HPT 高温热腐蚀 镍基单晶 中国香港 AAIA 2018 Trent1000 IPT 低温腐蚀 CMSX—10K — ANSV 20192 Trent1000 IPT 低温腐蚀 CMSX—10K 罗马等 Kaminski—Morrow 2019 年份上标数字代表当年发生相应的事故数量; IPT代表中压涡轮叶片; HPT代表高压涡轮叶片
AAIB: Air Accidents Investigation Branch (2013. AAIB Bulletin.) ANSV: Agenzia nazionale per la sicurezza del volo (https://ansv.it/wp-content/uploads/2020/07/ANSV-safety-recommendations-B787-8-LN-LND.pdf ) AAIA: Air Accidents Investigation Authority (2021. Incident Investigation Final Report.)
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