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A Term Paper on
Submitted By
Gaurav Potnis (14MT60R32)
Prashant Agarwal (14MT60R47)
AnupDalal (14MT60R52)
Introduction
Corrosion
Corrosion is the gradual destruction of materials (usually metals) by chemical reaction with
their environment. In the most common use of the word, this means
electrochemical oxidation of metals in reaction with an oxidant such as oxygen. Rusting, the
formation of iron oxides, is a well-known example of electrochemical corrosion. This type of
damage typically produces oxide(s) or salt(s) of the original metal. Corrosion can also occur
in materials other than metals, such as ceramics or polymers, although in this context, the
term degradation is more common. Corrosion degrades the useful properties of materials and
structures including strength, appearance and permeability to liquids and gases.Many
structural alloys corrode merely from exposure to moisture in air, but the process can be
strongly affected by exposure to certain substances. Corrosion can be concentrated locally to
form a pit or crack, or it can extend across a wide area more or less uniformly corroding the
surface. Because corrosion is a diffusion-controlled process, it occurs on exposed surfaces.
As a result, methods to reduce the activity of the exposed surface, such
as passivation and chromate conversion, can increase a material's corrosion resistance.
However, some corrosion mechanisms are less visible and less predictable.
Types of corrosion
Another consideration of the ability of the oil to protect against corrosion is the amount of
combustion by products and engine produced deposits that are present in the oil. As
previously mentioned, running the engine will remove most of the harmful contaminants
present in the oil. However, it will not remove all of them. The longer an oil is run in the
engine, the more contaminants it has a chance to absorb. The more contaminants present in
the oil increases the likelihood of a reaction with those contaminants that can cause corrosion.
Consequently, changing your oil frequently will help reduce the possibility of corrosion as
well.
As a general rule, changing your oil at least every 50 hours of operation and flying your
aircraft at least once a week will go a long way in preventing internal corrosion and its
associated maintenance headaches. If your aircraft is based in an extremely corrosive
environment (i.e. high humidity, near the seashore, etc.) or in extremely favorable anticorrosive area (stable temperatures, low humidity, desert like conditions, etc.) these intervals
can be adjusted accordingly but as a rule of thumb they are a pretty good guideline for
preventing excessive internal engine corrosion and the unexpected maintenance costs caused
by it.
Fig. 2.Macro showing a frontal view of one of the cracks found in liner A
Fig. 3 Macro of the lateral view of the crack in the depth direction
Fig 4.Micrographs showing the microstructure of the grey cast iron along the thickness of the liner:
(a) along the crack surfaces,showing a rosette type distribution of graphite. Unetched, 50; (b) pearlitic
matrix on the inside wall revealing the larger size of thelamellas.Nitaletch, 1000; (c) pearlite matrix
on the outside wall.Small dimensions of graphite lamellae.Unetched.
Fig. 4 Cavitation erosion with removal of Fig 5. Cavitation erosion with removal of
further material layers in wet-sleeveliners further material layers in wet-sleeveliners was
was observed after 1500 working hours
observed after 1500 working hours
large in volume, which form by the migration of ferrous ions from the underlying metal to the
surfaceand reacting with the environment. In the case of spheroidal graphite cast irons, the
resistanceto corrosion decreased as the size of the spheroids decreased. Some reaction
variables for the burning of exhaust valves were studied. In their study, corroding medium
was defined as a combination of CO2, CO, H2O, SO2, and hydrocarbons present in the
gasphase. Additionally, unburned oxygen and nitrogen were mentioned among the
constituents of the corroding medium. Existenceof an ash deposit was observed on the
surface that was a mixture of oxides, halides, sulfates, and phosphates. They alsomentioned
that there was a possibility of temperature rising in the system when the gas reactions were
catalyzed by theformation of scales.
Exhaust brake (ductile iron 65-45-12) failure caused by a large volume of corrosion product
was examined and it wasconcluded that, according to the characterization results, the failure
was a result of higher than normal operating temperatures,which significantly affects the
oxidation rate. Cast irons with higher silicon content, such as ASTM 518 or nickel corrosion
resistant cast irons such as ASTM 436 and ASTM 439, are recommended for this application.
Generally, the components of aeroengines are designed for safe life with the minimum
probability of fatigue cracking during the life span. In spite of this, fatigue failures of the
components are common. Fatigue cracks generally initiate at locations of high stress
concentrations. Study shows that the stress concentrators are invariably related to defects of
various types, introduced mostly inadvertently, at various stages of the life cycle of the
components, starting from manufacturing to service retirement , and . Stress concentration
also arises because of corrosion during service due to interaction of the components with the
operating environment. In these cases, the failure generally does not take place due to loss of
substantial amount of material by corrosion. Instead, the stress concentration arising from the
corrosion facilitates premature fatigue crack initiation in the component and its eventual
failure by fatigue fracture. In this paper, investigation of a failure in the main fuel pump of an
aeroengine has been reported. The failure resulted in loss of power in the engine, leading to
an accident. Through systematic investigation and analysis, the primary cause of failure in the
MFP and the sequence of events that led to the accident were established.
The raw material wire and the unused springs from the batch of production as the fractured
ones were evaluated. Examination revealed corrosion on the surfaces of the raw material as
well as the springs. Compositional analysis showed presence of chlorine in the corrosion
products.
Laboratory investigation showed that all the fractures in spring No. 3 took place by fatigue
mechanism. It was also established that the premature fatigue fracture of the spring was
promoted due to corrosion on the spring surface. Fatigue failures due to premature crack
initiation associated with corrosion pits are commonly observed in Al-alloys and low alloy
steels used in aqueous and chloride bearing environments .For example, a decrease in the
number of cycles to failure for a given stress level was reported in AA6061 alloy wires
subjected to pre-corrosion prior to fatigue testing . Similarly, crack initiation at corrosion pits,
and reduction in fatigue life was reported in a low carbon low alloy (CrNiMo) steel at high
cycle regime.
Formation of corrosion pits on the surface is a common phenomenon in low alloy steels used
in chemical environment. Localized corrosion pits are known to be potential origins of
fatigue cracks. Finite element analysis was carried out to estimate the stress concentrator
factor arising from such pits. Findings of an experimental study on Mn-steel wires used in
coalmine show that the corrosion fatigue cracks initiate at surface pits and the corrosion
fatigue life is shortest in acidic solutions compared to caustic environment.
In the sequence of failure, the spring No. 3 had fractured by fatigue leading to a situation
wherein the parts of the spring were either misaligned or telescoped in. This had resulted in
impact load on the plunger at the bottom edge leading to generation of an overload crack of
length 22 mm. This crack had then propagated further by fatigue over a length of about
20 mm. Followed by which, the crack had again propagated by overload and got arrested at
the top inner surface of the plunger. The crack edge at the top surface had then propagated by
fatigue following roughly a circular path leading to dislodgement of material from a sector of
the side wall of the plunger. Following this, the dislodged fragment had fallen in the annular
space between the rotor and the pump body casing. The churning of this fragment during
operation of the pump had damaged the outer conical surface of the rotor and the inner
surface of the pump body casing over a circular band.
Therefore, the primary reason for the failure of plunger No. 3 of the MFP was the fatigue
fracture of the spring. The fatigue fracture of the spring was promoted due to corrosion.The
failure of the springs 4, 6 and 7 was also by fatigue because of the same reason. Evidences
suggest that the failure in spring 3 was the first among the four spring failures. Also, failures
in the four springs were independent of each other and had occurred at different times.
The corrosion pits on the springs of the MFP were not developed during usage. Instead, it
was carried forward from the raw material stage. It was established that there was
development of corrosion pits on the surface of the raw material wires during storage.
Therefore, the primary reason for the spring failure was the improper storage of the raw
material for a long period of time without proper surface protection.
Fig. 8. Fractured springs of the MFP; the locations Fig 9. Fractures in spring No. 3 showing relative
of the springs in the corresponding plungers damages on the faces of the broken parts.
indicated.
Fig. 9 .Scanning electron fractographs of one of the mating surfaces of fracture 2 of spring No. 3: (a)
fracture surface oriented approximately 45 with the wire axis (arrow), (b) crack arrest marks or beach
marks, (c) fatigue crack origin region, (d) dimple rupture, (e) fatigue striations, and (f) corrosion pits
at the fatigue crack origin (encircled).
Fig. 10. (a) Scanning electron images of the surface of the broken spring No. 3 showing corrosion
pits, and (b) optical micrographs of the longitudinal section of the spring wire showing corrosion on
the surface (encircled).
high, moderate and low activation powders. During the aluminide coating deposition process
at high temperature, about 1050C, low aluminium content NiAl phases are created (low
activityprocess), whereas at about 700C, NiAl phases containing more aluminium are
formed .
presented in fig. 8.The thermal barrier coatings are composed of the outer ceramic zone,
usually consisting of ZrO2 x Y2O3 and the bond coat, containing MCrAlY (M = Ni, Co, Fe).
The insignificant value of thermal conductivity, characterising ceramic materials,triggers the
temperature reduction in the interlayer above the bond coat, which is responsible for the rise
in the oxidation and hot corrosion resistance. The most common methods for obtaining
thermal barrier coatings are APS (Air Plasma Spray), LPPS (Low Pressure Plasma Spray) or
EB-PVD (Electron Beam Physical Vapour Deposition). The thermal spraying method is
generally applied for producing TBCs on combustion chamber parts and vanes, whereas the
blades are normally covered employing EBPVD technology. The microstructure of sample
plasma sprayed thermal barrier coating, made of ZrO2x8Y2O3 forming about 300 mthick
ceramic zone and the MCrAlY bond coat, which is about100 m thick, is shown in fig. 12
The yttria stabilised zirconia coating needs to possess a specific, strictly controlled porosity
and micro cracks determining its cyclic temperature change resistance Fig. demonstrates
sample applications of plasma sprayed thermal barrier coatings on the aircraft engine
combustion chamber and on the air cooled vane.
Fig. 11 Sample applications of plasma Fig 12. The outline of thermal sprayed TBC
sprayed TBCs on the aircraft engine microstructure
combustion chamber and on the air cooled
gasturbine vane
Fig. 13 Fracture morphology of Ti/TiN and Fig. 14 Set of compressor blades coated
Cr/CrN multilayercoatings deposited by Arc- with Cr/CrN multilayer
PVD method on compressor bladesmade of coating deposited by Arc-PVD method
martensitic stainless steel. View of coated
compressorblades after engine test
CORROSION MITIGATION BY ADVANCED CYLINDER COATINGS
Along with the optimization of other engine components, the cylinder running surface often
gets into the focus of engine designers. Honing structures are being optimized on existing,
proven cylinder surfaces such as cast iron blocks and sleeves, hypereutectic aluminum alloys
(Alusil), and on various galvanic coatings (e.g. Nikasil). In parallel, the direct coating of
cylinder running surfaces with the application of thermal spray processes has become more
and more important. Applying a coating directly to the cylinder surfaces in aluminum engine
blocks can eliminate the need for cast iron sleeves. This can significantly reduce the weight
of the engine block, leads to improved heat transfer from the combustion chamber into the
water jacket and can if required - give corrosion protection of the running surface.
Apart from the atmospheric plasma spray (APS) technology, which has been applied in mass
production over the past ten years, other thermal spray processes found its way into niche
applications in various market segments. The twin wire arc spray (TWAS) and the plasma
transferred wire arc (PTWA) processes are the most important of these alternative thermal
spray processes used for cylinder surface coating applications. The capability of the APS
process for mass production has been amply proven; it has been used to coat more than 2.5
million passenger car cylinder bores over the past 10 years and the developments in the
various markets have continuously been reported. Recent developments in this area include
the industrialization of the process and obtaining the series production readiness in various
additional market segments (including recreational and commercial vehicles, power
generation, marine propulsion, and rail), as well as the provision of suitable coating materials
to cope with the different challenges in these market segments.
Preparation and Surface Activation
Before the coating is applied, the bore diameter has to be oversized to accommodate the
coating. The oversize is determined by the target coating thickness after final machining
(honing). This pre-machining can be carried out by means of line boring, single point drilling,
honing, or other processes. An arithmetic roughness average Ra < 4m is required after premachining. Thereafter the part has to be thoroughly cleaned to remove any oil and grease and
residues from the machining process from the surface. This is typically done in a dedicated
washing machine. The specified surface tension after cleaning and drying is about 36mN/m
in the area where the coating will be applied. The cleanliness can easily be checked on the
part using a test fluid of defined surface tension [31]. A clean surface is necessary to
guarantee the adhesion of the coating. The next step in the coating process is the so-called
activation of the surface. This step consists of a roughening of the substrate surface to
increase the surface area and produce a structure which facilitates the mechanical interlocking
of the coating with the substrate. Since the adhesion of the coating is not due to a
metallurgical bonding with the substrate, as would be the case for a weld overlay coating, the
adhesion of the coating is dependent on this roughening. The activation (roughening) of the
surface can be accomplished by a number. of methods. Contrary to widespread perception,
APS coatings can be applied to all different kinds of activated surfaces, not only grit blasted
surfaces. Activated surfaces generated with the most commonly used activation processes and
an APS coating deposited onto these surfaces are shown in Figure 2. As can be seen from
previous experiences, not every surface activation process is well-suited for every substrate
material and engine block design. In case of cast iron surfaces, only grit blasting with
corundum (Al2O3) is applied today.
Grit blasting can be applied to all different substrate materials. For very high hardness
materials, the grit could be SiC. In contrast to the high pressure waterjet activation process,
grit blast activation does not enlarge any casting pores that may be present on the cylinder
surface. This will allow a larger acceptable pore size in the casting if grit blast activation is
used, which will increase the casting yield and therefore reduce the costs.
APS COATING MATERIALS AND PROCESSES
The use of powder based materials to build up the coating allows great flexibility in the
choice of the material. Requirements for corrosion resistance, low friction, and low
oil consumption can be met with appropriate material compositions, which can be varied and
adjusted over a wide range. As can be seen in Table 2, the range of materials starts
with a low alloyed carbon steel (XPT512), which has been used to coat more than 2 million
cylinder bores. The column HV0.3 shows typical hardness values of the materials,
measured on the coating. The addition of a ceramic such as Al2O3/ ZrO2 generally
does not increase the hardness, which is deliberate, but it will increase the scuffing and wear
resistance. If carbides are blended with the alloyed powder the hardness could increase
significantly. However, the size of the carbides has to be chosen carefully, in order not to be
abrasive to the piston rings. Such carbides are typically in the size range of 2m or
smaller. For racing applications, molybdenum-containing materials are the most common, as
molybdenum acts like a solid lubricant and can improve the scuffing resistance. In case of
high abrasive wear on the cylinder surface, the materials can be blended with ceramics; this
class of materials is called metal matrix composites (MMC). An example of such a material is
F2056, the composition and hardness of which are shown in Table 2. If there is a need for
corrosion resistant cylinder surfaces, the basis of the MMC may be a 14Cr-2Mo steel
(XPT627); when blended with ceramics, it is called F2071. This material has become the
standard material in diesel engines with high EGR rates.In some applications, it has been
found that 14% chromium is not sufficient to guarantee the corrosion resistance. In this
case, a superferritic matrix with 28Cr-4Mo (F4375) is used, which, when blended with
ceramic, is designated F2220. Should there be a requirement for coatings with higher
hardness, materials with a high content of hard phases are available. These include F5122 and
F2186, both of which contain chromium carbide. In some cases, even pure oxide
ceramics are applied, as can be seen in Table 2. As all of these materials are powder based,
there is almost no limitation if it comes to mixing and blending powders to create new
customized materials. For example, various carbides can be added to corrosion-resistant
matrices in order to produce a coating which is both hard and corrosion resistant. The powder
based approach also makes it easy toblend in solid lubricants, such as MoS2, WS2, or ZnO.
In principle, all powders suited for plasma spraying can be processed. A typical coating
thickness after final machining (honing) is in the range of 120 - 130m for passenger and
high performance car applications. For heavy-duty diesel engines, the target coating thickness
is around 150m. Including the honing allowance, the coating thickness in the as
sprayedcondition is around 230 - 280m.
Final Machining of the Coating (Honing)
The performance requirements for a honed cylinder surface are high, and will further increase
as the injection and combustion pressures increase, and even lower friction coefficients,
greater corrosion resistance, and lower wear rates are targeted. Recent results indicate that the
surface, apart from having the suitable chemical composition, should exhibit small and
homogeneously distributed open pores in order to take the full benefit of a plasma coated
cylinder surface. The final machining of the plasma coating is a very important step which is
carried out by honing with diamond ledges. The final surface has a so-called mirror finish,
without a plateau honing pattern. Over the past few years, the recommended specification for
the honed, plasma coated surfaces has been refined, based on engine tests with measurements
of reduced lube oil consumption (LOC) and fuel-oil consumption (FOC).
From the evidence presented in this paper, it can be seen that the APS cylinder bore coating
solution is both versatile and robust, even in automotive mass production. It has emerged,
especially over the past few years, as a leading-edge choice of Original Equipment
Manufacturers (OEMs) for both new and re-manufactured cylinder blocks and liners. As a
proven and robust product capable of withstanding the rigors corrosion at high speed and
highly automated industrial production processes, this technology has become a preferred
solution for many engine professionals. A broad base of materials extends the solution
capability of this system into all types of reciprocating engines, no matter what the
application or design parameters of the engine are. The optimization of the cylinder running
surface coated with a porous APS coating with an adjusted ring package and piston geometry
led to an improvement of the LOC in a high performance engine of BRP Powertrain of 35%
compared to the current engine in the market that uses a cast iron sleeve. The changes to the
piston rings and the piston geometry were specifically made to take full advantage of the
mirror finished, porous APS cylinder running surface coating.
systems MCX will withstand substrate temperatures of over 1300f. In addition direct flame
will not cause delamination, as long as substrate temperatures do not exceed this temperature.
MCX will handle environmental temperatures of up to 1600f. Due to its unique ceramic
nature, the coating also functions as a very effective thermal barrier, with reduced thermal
radiation characteristics. Requires a 500F cure, with maximum hardness achieved with a
650F cure. After curing the coating requiresburnishing to be sealed. This burnishing
process can produce a very high luster, near chrome appearance. The coating cures out to a
very hard surface with excellent adhesion. The water based solvent system provides for a
bake/cure cycle that is not as hazardous as other thermally cured resin systems. MCX can
be applied to all metals except Magnesium.
References:
1.
2. engines Farzad Mohammadi Akram Alfantazi, Corrosion of ductile iron exhaust brake
housing in heavy diesel , Department of Materials Engineering, The University of British
Columbia, Vancouver, BC, Canada
3.