Ti-55511合金高温蠕变行为TEM分析

文章结合Ti-55511钛合金的高温工作环境进行了4组蠕变实验:400℃200MPa、400℃300MPa、500℃200MPa以及500℃300MPa。蠕变后,使用透射电镜实验观察了蠕变后样品的微观组织。结果表明:高温高应力状态下,位错攀移在蠕变过程中占主导地位;在高温低应力或低温高应力状态下,合金蠕变过程主导机制为位错滑移;当温度较低,应力相对较低时,合金蠕变过程中主导机制为晶界扩散机制。     

锰对ZA27合金压缩蠕变的影响

为了解质量分数为0.5%Mn对铸态ZA27合金压缩蠕变行为的影响,采用自制的试验装置研究了ZA27-Mn合金和ZA27合金第一阶段的压蠕变量和稳态蠕变速率.结果表明:ZA27-Mn合金第一阶段的压蠕变量和稳态蠕变速率低于ZA27合金,而两种合金的压蠕变均符合于lnt=C-nlnσ Q/RT,ZA27-Mn合金的应力指数(n)和蠕变激活能(Q)分别为3.83和82.76 kJ·mol-1,而ZA27合金的应力指数和蠕变激活能分别为3.46和81.09kJ·mol-1,材料结构常数C不同,合金压蠕变不同,ZA27-Mn合金的压蠕变抗力高于ZA27合金;加入0.5%Mn对ZA27合金蠕变机制并无影响,均是锌的点阵自扩散和位错的攀移机制.     

Ti65合金的初级蠕变和稳态蠕变

使用透射电镜(TEM)研究了Ti65合金在600~650℃、120~160 MPa条件下的蠕变变形行为及其微观变形机制。结果表明：初级蠕变变形机制主要由受攀移控制的位错越过α₂相的过程主导;稳态蠕变阶段蠕变机制主要由受界面处扩散控制的位错攀移的过程主导,且应力指数为5~7。在初级蠕变阶段α₂相与位错的相互作用是α₂相对合金高温强化的主要方式,在稳态蠕变阶段沿α/β相界分布的硅化物阻碍位错运动与限制晶界滑移是硅化物对合金强化的主要方式。     

锰对铸态ZA27合金压缩蠕变的影响

本文采用自制的试验装置研究了锰对铸态ZA27合金压缩蠕变行为的影响。结果表明，在所试验的温度为20℃到160℃和压应力为50MPa到137.5MPa的范围内，ZA27-Mn和ZA27合金的第一阶段压蠕变量和稳态蠕变速率随着温度和应力的增高而增大，但ZA27-Mn合金的第一阶段的蠕变量和稳态蠕变速率低于ZA27合金。两种合金的压蠕变均符合Int=C-nln Q/RT，材料结构常数C不同合金压蠕变不同，ZA27-Mn合金的应力指数n和蠕变激活能Q分别为3.89和83.97KJmol^-1合金的应力指数和蠕变激活能分别为3.46和81.09KJmol^-1，合金的压蠕变由锌的点阵自扩散和位错的攀移控制。在整个试验温度和应力范围内，ZA27-Mn合金的压蠕变抗力高于ZA27合金。     

钛合金高温短时蠕变与应力松弛的关系研究*

蠕变或应力松弛被认为是钛合金板材热成形降低回弹的主要机理。目前对热校形阶段中的蠕变与应力松弛的区别及联系尚缺乏深入研究。本文主要进行了钛合金高温短时蠕变及应力松弛实验, 利用TEM对实验后的显微组织进行了观察。分别研究了温度、应力及时间对蠕变和应力松弛行为的影响规律, 从蠕变率-时间和蠕变-时间角度建立了蠕变与应力松弛之间的联系。研究表明: 钛合金在低温低应力下蠕变以原子扩散为主, 高温高应力下以位错滑移和攀移为主, 而应力松弛在不同温度时均以位错攀移为主要变形机制, 基于蠕变数据预测的应力松弛行为与实验结果符合较好。     

一种含4.5%Re/3.0%Ru的单晶镍基合金的高温蠕变行为

通过对含4.5%Re/3.0%Ru单晶镍基合金进行高温蠕变性能测试,并采用扫描电镜(SEM)、透射电镜(TEM)对不同蠕变期间的试样进行组织形貌观察,研究了该合金的高温蠕变行为。结果表明,本实验所选用的单晶合金在高温蠕变期间具有良好的蠕变抗力,在1040℃/160MPa的蠕变寿命达到725h。高温蠕变初期,合金中γ′相沿垂直于应力轴方向转变成筏状结构,其稳态蠕变期间的变形机制是位错在基体中滑移和攀移越过筏状γ′相。高温蠕变后期,合金的变形机制是位错在基体中滑移和剪切筏状γ′相。位错的交替滑移使筏形γ′相扭曲,并在γ/γ′两相界面发生裂纹的萌生与扩展直至断裂,是合金在高温蠕变后期的断裂机制。     

奥氏体耐热钢Sanicro25蠕变行为和断裂特征

用OM、SEM和TEM等方法研究了超超临界电站用Sanicro25钢的蠕变机制。结果表明，这种钢的最小蠕变速率随着温度的升高和应力的增大而提高。根据最小蠕变速率特征得出表观应力指数为7.6～8.2，表观激活能为496.7～531.8 kJ/mol。在蠕变过程中在晶内弥散析出的纳米级Cu-rich相和MX相阻碍位错运动，导致蠕变门槛值应力的出现。用线性外延法求出的门槛值应力，随着温度的升高而减小。用门槛值将蠕变本构方程修正为■，可将不同温度下的最小蠕变速率归一化；同时确定真实应力指数(n=5)和真实表观激活能(Q=286.6 kJ/mol约等于γ-Fe自扩散激活能)，从而判别出实验参数下材料的蠕变机制为点阵自扩散协助的位错攀移。     

一种含4.2%Re单晶镍基合金的蠕变行为与组织演化规律

通过蠕变曲线测定及组织形貌观察,研究了一种含4.2%Re镍基单晶合金的蠕变行为和组织演化规律。结果表明:单晶合金在试验的温度和应力范围内,对施加应力和温度有明显的敏感性,并测算出合金在稳态蠕变期间的激活能和应力指数。在蠕变初期,合金中γ′相沿垂直于应力轴方向形成N-型筏状结构,蠕变断裂后在远离断口区域形成的筏状γ′相逐渐转变成扭曲形态,在近断口区域的筏状组织转变成与施加应力轴方向呈近45°角度倾斜。合金在稳态蠕变期间的变形机制是位错攀移越过γ′相,位错的攀移通过割阶沿位错线运动而逐步实现;而在蠕变后期,合金的变形机制是位错剪切筏状γ′相。     

一种低成本镍基铸造高温合金的高温力学行为

研究了一种无钴镍基铸造高温合金K46的高温拉伸、蠕变和持久性能,并与K412合金进行了比较.结果表明,K46合金的高温拉伸和高温持久强度均高于K412合金,但前者成本低于后者.K46合金在950℃高温下仍具有强度和塑性,足以保证K46合金的安全使用.K46合金的高温拉伸蠕变曲线表现出非常长的稳态蠕变阶段,而较高的蠕变塑性来自于加速蠕变阶段.K46合金的蠕变机制受位错通过γ′沉淀相的攀移过程所控制.K46合金的拉伸、蠕变和持久断裂都表现出沿晶(枝晶间)特征.     

Mg-Y-LPC合金的压蠕变行为

采用自制的试验装置研究了Mg-Y-LPC合金在铸态条件下的压蠕变行为.结果表明,在试验温度为180℃到280℃和压应力为183MPa到231.6MPa的范围内,合金的压蠕变量随着温度和应力的升高而增大.合金的稳态蠕变速率符合Dorn方程ε·s=Aσnexp(-Qa/RT).合金的应力指数n为2.49,表观激活能Qa为88.42kJ/mol.合金的压蠕变速率由镁的点阵自扩散和位错攀移所控制,同时,晶界滑移起了重要作用.     

钛及钛合金搅拌摩擦焊研究进展

搅拌摩擦焊技术已经成功应用于铝合金等低熔点材料的焊接,但针对钛及钛合金等高熔点材料的研究仍在进行之中。从焊具设计、接头显微组织与力学性能和焊接过程仿真等方面综述了钛及钛合金搅拌摩擦焊国内外研究进展,为搅拌摩擦焊技术应用于钛及钛合金提供参考。     

Solders as high temperature engineering materials

Abstract

Although they operate at temperatures around ambient, it is argued that tin-based solders may be regarded as conventional high temperature engineering alloys, such as steels, titanium and nickel-base alloys, which normally experience much higher temperatures. This proposition is based upon a comparison at similar homologous temperatures, rather than their absolute values.

The demand for structural integrity of soldered joints in modern electronic devices is growing. Design challenges, quite similar to those in power generation and aerospace, require reliable life prediction under complex operating conditions. The paper compares monotonic and cyclic properties of solders with those of the more conventional high temperature alloys. Particular attention is focussed on the emerging lead-free solders which are being introduced for environmental reasons. It is concluded that solders are amongst the most vulnerable of high temperature alloys particularly with respect to their strain rate sensitivity and time dependent behaviour.     

600 ℃高温钛合金发展现状与展望

钛及钛合金具有比强度高、耐腐蚀性能和低温性能好、热强度高等优点,是航空航天工业中重要的结构材料。同时,相比于铝、镁轻合金,钛合金高温性能优异,因而在航空发动机耐高温部件中也有着相当大的应用潜力。1954年,美国研发出了第一种实用型高温钛合金Ti-6Al-4V,高温长时使用温度为300～350℃,综合性能良好,在之后的很长一段时间内被广泛使用。随着航空航天工业的不断发展,尤其是航空发动机的发展,其他各国也都相继研发出了一些使用温度更高的高温钛合金,直至1984年,英国开发出了世界上第一个使用温度达600℃的高温钛合金IMI834。IMI834的典型特点是在原有的近α型高温钛合金Ti-Al-SnZr-Mo-Si体系中加入了0.06%C,扩大了两相区的加工窗口,优化了组织。在此之后,美国于1988年在原有高温钛合金Ti-6542S的基础上通过调整一些合金元素的含量也获得了一种实用温度为600℃的高温钛合金Ti1100。1992年,俄罗斯在BT18Y的基础上用5%的高熔点W代替1%Nb也开发出了一种达600℃的高温钛合金BT36。而国内高温钛合金起步相对较晚,前期以仿制为主,后逐渐形成了以添加稀土元素为特色的高温钛合金体系,典型的有中科院金属研究所和宝钛集团研发的Ti60和西北有色金属研究院自主研发的Ti600,它们的实际使用温度均为600℃,综合性能优异。总体来说,目前高温钛合金的使用温度很难突破600℃,主要是由于使用温度高于600℃时合金的热强性与热稳定性难以匹配协调,并且合金的抗氧化性急剧下降,表面氧化严重,导致合金热稳定性以及疲劳性能下降,甚至可能使航空发动机高压压气机部位的零部件存在"钛火"的风险。本文综述了国内外600℃及600℃以上的高温钛合金的发展现状。重点介绍了美国的Ti1100、英国的IMI834、俄罗斯的BT36、中国的Ti60、TG6和Ti600(600℃高温钛合金)以及中国的Ti65和Ti750(600℃以上高温钛合金)。总结了各国发展高温钛合金的思路,指出了限制高温钛合金向更高使用温度发展的瓶颈并提出了可能的解决途径。从控制α2相大小、形态、含量以及改善热加工工艺的角度对未来高温钛合金的发展进行了展望,以期为进一步提高高温钛合金的使用温度、优化高温钛合金性能提供指导。     

Oxidation‐Resistant Coatings for Application on High‐Temperature Titanium Alloys in Aeroengines

High‐temperature application of titanium alloys in aeroengines is often limited by their insufficient resistance to the aggressive environment. Magnetron‐sputtered Ti–Al based coatings were developed in order to increase the maximum service temperature of conventional titanium alloys from the present 520–600 °C, the temperature limit set by the mechanical capabilities of most advanced alloys. The coatings not only demonstrated excellent oxidation resistance but also demonstrated beneficial effects on mechanical properties. Most importantly, the fatigue behavior of the substrate alloys was not degraded, a major hurdle for coating application on titanium alloys so far. Initial results on Cr‐containing Ti–Al based coatings indicated significant potential for application on titanium aluminides.     

Experimental investigation of acoustic properties of titanium alloys in the temperature range of 20–1000°C

Titanium and titanium-based alloys, which are widely used in various sectors of the national economy, require deep and versatile investigations of their physico-mechanical properties in a wide temperature range. Numerous abnormal physical phenomena are observed in titanium-based alloys at high temperatures, especially in the region of polymorphic transformation. In particular, in addition to significant structural variations, which influence the strength properties of the final products, near such transformations the titanium alloys (especially with a fine structure) have a tendency to superplastic deformation, which is widely applied in modern technology. Among the physical characteristics, which provide extensive information about the structural and physico-mechanical properties of titanium alloys, are the temperature expansion and acoustic properties (in particular, the speed of ultrasound, information about the temperature dependence of which is unavailable for the majority of engineering materials), which allow the Young modulus for these materials to be calculated.     

Challenges in alloy design: Titanium for the aerospace industry

This review describes the principles governing the design of titanium alloys for engine and airframe applications in the aeronautical industry. The relationships between processing, microstructure and properties of the commonly used α + β titanium alloys are described in some detail. The ‘state of science’ is seen to be sufficiently advanced to enable the metallurgist to optimally design this class of alloys to meet specific requirements. The challenges to the alloy designer lie in increasing the temperature capability of titanium alloys, and in standardising processing techniques which will decrease the high manufacturing costs of components.     

Rate sensitivity of mechanical properties and fracture characteristics of two-phase titanium alloys subjected to thermal cycles of diffusion welding

The effect of strain rate on mechanical properties and fracture characteristics of two dual-phase titanium alloys was studied using standard test equipment. The alloys had been subjected to various thermal cycles, simulating diffusion welding.

It is shown that diffusion welding is possible within the alloys β phase region without serious loss of service characteristics provided service temperature and rate of stress application are accounted for. A service temperature (which also depends on loading rate) of between 60 and 100°C is suggested for titanium articles — commensurable in size with that studied — to be diffusion welded in the β region.     

低温钛合金材料应用现状及发展趋势

随着对深空领域的进一步探索,氢氧发动机以其大推力、高稳定性、无污染等优点受到了越来越多的重视。低温钛合金作为氢氧发动机低温结构的重要材料,直接影响着氢氧发动机的综合性能。以TA7ELI,TC4ELI,CT20为重点对象,详细介绍了低温钛合金的发展历史及研究现状,对目前各国广泛应用的低温钛合金性能进行了综合对比,同时介绍了低温钛合金在不同温度下的变形机理及失效形式。此外,对低温钛合金的主要成形工艺进行了详细论述。最后,基于以上介绍,提出低温钛合金未来应该朝着更高性能、更低成本以及开发新型成形工艺3个方向发展。     

Tungsten-free hard alloys based on titanium carbide

The properties of tungsten-free hard alloys based on titanium carbide prepared from chips of various titanium alloys were studied, and the conditions for the preparation of tungsten-free alloys were optimized. The properties of TiC-based alloys prepared from chips of the VT20, VT3-1, and VT25 titanium alloys, containing V, Mo, Zr, and Al, were shown to compare well with those of commercial analogs. Nickel vaporization during vacuum sintering of the hard alloys was studied, and the sintering conditions were optimized (residual pressure in the range 10–100 Pa, reduced sintering temperature)     

Intermetallic Alloys Based on Orthorhombic Titanium Aluminide

Orthorhombic titanium aluminides represent the youngest class of alloys emerging out of the group of titanium aluminides. These new materials are based on the ordered orthorhombic phase Ti₂AlNb, which was discovered for the first time in the late 1980s as a constituent in a Ti₃Al‐base alloy. In the 1990s primarily simple ternary Ti–Al–Nb orthorhombic alloys were investigated in countries such as the US, UK, India, France, Japan, and Germany. The drive was mainly provided by jet engine manufacturers and related research labs looking for a damage‐tolerant, high‐temperature, light‐weight material. This follows the aim of further extending the use of lower density titanium‐base materials in temperature regimes, where heavy nickel‐base superalloys are the only alternative today. The present understanding of microstructure–property relationships for orthorhombic titanium aluminides reveals an attractive combination of low and high temperature loading capabilities. These involve high room‐temperature ductility and good formability, high specific elevated temperature tensile and fatigue strength, reasonable room‐temperature fracture toughness and crack growth behavior, good creep, oxidation, and ignition resistance combined with a low thermal expansion coefficient. This article reviews the aspects of composition–microstructure–property relationships in comparison to near‐α titanium, TiAl, and nickel‐base alloys. Special emphasis is also placed on the environmental degradation of the mechanical properties.