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CRADA NFE-08-01671 – Materials for Advanced Turbocharger Design
PI – Philip J. Maziasz, ORNL and Pat Pattabiraman, Honeywell
Oral – Wednesday, May 11, 2011
Project ID – PM038
2 Managed by UT-Battellefor the U.S. Department of Energy Presentation_name
Overview
• Project began – September, 2009
• Project ends – September, 2012
• Project is <50% complete, and extension will be negotiated with Honeywell next year due to expanded commercialization opportunities
Timeline
• Total Project Funding
• DOE Share – 50%
• Honeywell – 50%
• FY10 DOE Funding - $300,000
• FY11 DOE Funding - $300,000
Budget
• Changing internal combustion engine regimes
• Long lead time for materials commercialization
• Durability – Current commercially viable materials limit engine efficiency by limiting peak cylinder pressure and exhaust temperatures
• Cost
Barriers
Partners
• Honeywell’s suppliers for turbocharger components• Materials producers for components
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Objective
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 Thermal Efficiency by 20% over current baseline efficiency
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
4 Managed by UT-Battellefor the U.S. Department of Energy Presentation_name
Approach
• Honeywell and ORNL have considered current materials used for hot (turbine) and cold (compressor) portions of current turbocharger systems
• Honeywell and ORNL have identified turbocharger housings and turbine-wheel/shaft assemblies as priority components for consideration with increased exhaust temperatures
• Cast austenitic stainless steels have more temperature capability as turbocharger housings than cast-irons
• Weld-joints between steel shafts and Ni-based alloy turbine wheels are the focus of residual stress studies
5 Managed by UT-Battellefor the U.S. Department of Energy Presentation_name
Milestones
• FY2010 – new project• FY2011 – begin neutron-scattering residual-stress
measurements on wheel/shaft assemblies (Dec, 2010, done)
• FY2011 – complete long-term creep-rupture of cast CF8C-Plus stainless steels (Feb, 2011, done)
• FY2011 – Obtain new turbocharger housings of cast CF8C-Plus stainless steel (August, 2011, on-track)
6 Managed by UT-Battellefor the U.S. Department of Energy Presentation_name
Technical Accomplishment – HFIR Neutron Scattering on wheel/shaft assemblies
Honeywell supplied wheel/shaft components from gasoline
turbocharger products
HTML User-Center at ORNL will use neutron-scattering to measure residual stresses in the weld-joint between Ni-based superalloy wheel and steel shaft
7 Managed by UT-Battellefor the U.S. Department of Energy Presentation_name
Technical Accomplishments – Initial neutron-scattering experiments done at NRSF2
Incident Beam
Vertical Bank of Detectors
Translation & Rotation Stage
Incident Slit
Diffracted Slit
Transmitted Beam
8 Managed by UT-Battellefor the U.S. Department of Energy Presentation_name
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 thanHK30Nb stainless alloy > 750oC.
Both have much more strength thanSiMo cast-iron above 500-600oC
020406080
100120140160180
600C 700C 800C 900C
Yiel
d St
reng
th (M
Pa)
Tensile Test Temperature
Yield Strength Comparison
HK30-NbCF8C-Plus
9 Managed by UT-Battellefor the U.S. Department of Energy Presentation_name
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 HK30-Nb stainless alloy at 700-900oC
•CF8C-Plus stainless steel cost is about 33% less than HK30-Nb alloy
Creep-Rupture Testing of Cast
CF8C-Plus stainless steel and HK30-Nb
stainless alloy at ORNL
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200
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700C/225MPa 700C/150 MPa 800C/90 MPa 900C/50 MPa
Cre
ep-R
uptu
re L
ife (h
)
Creep Testing Conditions
Creep-Rupture Comparison (air)
HK30-Nb
CF8C-Plus
10 Managed by UT-Battellefor the U.S. Department of Energy Presentation_name
Technical Accomplishments – Upgrading Turbo-Housing to Cast Stainless Steel Saves Energy in Manufacturing and Lifecycle Use
• Energy savings in manufacturing and in fuel-efficiency during vehicle lifecycle are compared for CF8C-Plus steel and HK30 alloy
• Using CF8C-Plus steel for turbo-chargers has significant lifecycle energy savings
Primary Energy for Making Material, Component and for Lifecycle Use of CF8C-Plus steel, HK30 alloy and Ni-based 625 superalloy
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50
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CF8C+ HK30 625
Prim
ary
Ener
gy (M
J/kg
)
Material
Calculations byS. Das, NTRC, ORNL
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2010
2011
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2015
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Cum
m. E
nerg
y Sa
ving
s (B
illio
n B
tus)
Year
Vehicle Use (Heavy-Duty)
Vehicle Use (Light-Duty)
Material Mfg. (Heavy-Duty)
Material Mfg (Light-Duty)
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Collaboration and Coordination with Other Partners
• Honeywell coordinates with its materials suppliers to provide standard and new prototype turbocharger components
• ORNL provides substantial collaboration between this project and Residual-Stress User Center at the High Temperature Materials Laboratory (HTML) for neutron-scattering experiments at HFIR (C. Hubbard and T. Watkins)
• ORNL provides collaboration between this project and the NTRC for economic and energy modeling calculations and analysis (S. Das)
12 Managed by UT-Battellefor the U.S. Department of Energy Presentation_name
Future Work – Produce stainless steel turbo-housings, test materials for other components and continue residual stress experiments
• Honeywell will work with stainless steel foundry to produce turbocharger housings of CF8C-Plus steel
• Expand properties testing for turbine housing and wheel alloys to include oxidation and fatigue
• Examine effects of processing variables on residual stresses in weld-joints of wheel/shaft assemblies
• Examine residual stresses in critical locations of turbo-charger housings made of SiMo cast iron and CF8C-Plus cast stainless steel
13 Managed by UT-Battellefor the U.S. Department of Energy Presentation_name
Summary
• Honeywell and ORNL have initially assessed the effects of higher exhaust temperatures on turbocharger materials and components, and prioritized several for more in-depth study
• Residual stresses in weld-joints between Ni-based alloy turbine wheels and steel shafts are a concern that is being addressed with neutron scattering experiments wheel/shaft components at the HTML at ORNL
• Long-term creep-rupture data has shown that CF8C-Plus cast stainless steel has more performance than HK30-Nb stainless alloy as an upgrade for turbo-housings at 700-900oC
• Economic and energy savings studies show that CF8C-Plus steel is 33% less costly, and produces component manufacturing and vehicle use lifecycle energy savings relative to HK30-Nb stainless alloy for turbocharger housing applications