James A. DiCarlo

SiC/SiC Composites for 1200°C and Above

The successful replacement of metal alloys by ceramic matrix composites (CMC) in high-temperature engine components will require the development of constituent materials and processes that can provide CMC systems with enhanced thermal capability along with the key thermostructural properties required for long-term component service. This chapter presents information concerning processes and properties for five silicon carbide (SiC) fiber-reinforced SiC matrix composite systems recently developed by NASA that can operate under mechanical loading and oxidizing conditions for hundreds of hours at 1204, 1315, and 1427°C, temperatures well above current metal capability. This advanced capability stems in large part from specific NASA-developed processes that significantly improve the creeprupture and environmental resistance of the SiC fiber as well as the thermal conductivity, creep resistance, and intrinsic thermal stability of the SiC matrices.

Non-oxide (Silicon Carbide) Fibers

Non-oxide ceramic fibers are being considered for many applications, but are currently being developed and produced primarily as continuous-length structural reinforcement for ceramic matrix composites (CMC). Since only those fiber types with compositions based on silicon carbide (SiC) have demonstrated their general applicability for this application, this chapter focuses on commercially available SiC-based ceramic fiber types of current interest for CMC and on our current state of experimental and mechanistic knowledge concerning their production methods, microstructures, physical properties, and mechanical properties at room and high temperatures. Particular emphasis is placed on those properties required for successful implementation of the SiC fibers in high-temperature CMC components. It is shown that significant advances have been made in recent years concerning SiC fiber production methods, thereby resulting in pure near-stoichiometric small-diameter fibers that provide most of the CMC fiber property requirements, except for low cost.

Ceramic Composite Development for Gas Turbine Engine Hot Section Components

The development of ceramic materials for incorporation into the hot section of gas turbine engines has been ongoing for about fifty years. Researchers have designed, developed, and tested ceramic gas turbine components in rigs and engines for automotive, aero-propulsion, industrial, and utility power applications. Today, primarily because of materials limitations and/or economic factors, major challenges still remain for the implementation of ceramic components in gas turbines. For example, because of low fracture toughness, monolithic ceramics continue to suffer from the risk of failure due to unknown extrinsic damage events during engine service. On the other hand, ceramic matrix composites (CMC) with their ability to display much higher damage tolerance appear to be the materials of choice for current and future engine components. The objective of this paper is to briefly review the design and property status of CMC materials for implementation within the combustor and turbine sections for gas turbine engine applications. It is shown that although CMC systems have advanced significantly in thermo-structural performance within recent years, certain challenges still exist in terms of producibility, design, and affordability for commercial CMC turbine components. Nevertheless, there exist some recent successful efforts for prototype CMC components within different engine types.Copyright

Matrix Cracking in 3D Orthogonal Melt-Infiltrated SiC/SiC Composites with Various Z-Fiber Types

The occurrence of matrix cracks in melt-infiltrated SiC/SiC composites with a three-dimensional (3D) orthogonal architecture was determined at room temperature for specimens tested in tension parallel to the Y-direction (perpendicular to Z-bundle weave direction). The fiber types were Sylramic and Sylramic-iBN in the X- and Y-directions and lower modulus ZMI, T300, and rayon in the Z-direction. Acoustic emission (AE) was used to monitor the matrix-cracking activity. For Y-direction composites, the AE data were used to determine the location (±0.25 mm) where matrix cracks occurred in the 3D orthogonal architecture. This enabled the determination of the stress-dependent matrix crack distributions for small but repeatable matrix-rich “unidirectional” and the matrix-poor “cross-ply” regions within the architecture. Matrix cracking initiated at very low stresses (∼40 MPa) in the “unidirectional” regions for the largest Z-direction fiber tow composites. Decreasing the size of the Z-fiber bundle increased the stress for matrix cracking in the “unidirectional” regions. Matrix cracking was analyzed on the basis that the source for through-thickness matrix cracks (TTMC) originated in the 90° or Z-fiber tows. It was found that matrix cracking in the “cross-ply” regions was very similar to two-dimensional cross-woven composites. However, in the “unidirectional” regions, matrix cracking followed a Griffith-type relationship, where the stress-distribution for TTMC was inversely proportional to the square root of the height of the Z-fiber tows.

Ceramic Matrix Composites for High Pressure Turbine Vanes

Through thickness, hoop, and spanwise component stresses were calculated for two Ceramic Matrix Composite (CMC) vane configurations. The analyses are for the first stage vane of a High Pressure Turbine. One configuration is for a vane with trailing edge ejection, and the other has no trailing edge ejection. The effects of analyzing separate pressure and thermal loads, as well as combining these loads, are examined. For the case without trailing edge ejection the effects of variations in the stiffness modulus are given. Results are discussed for the midspan region as well as for the entire span. Pressure loads were determined assuming a mainstream gas and coolant pressure of 50 atm. Thermal loads were determined assuming a gas temperature of 2141°K(3394°F), and a maximum Environmental Barrier Coating temperature of 1756°K(2700°F). The desired maximum CMC temperature was 1589°C(2400°F).Copyright

Progress in SiC/SiC Ceramic Composite Development for Gas Turbine Hot-Section Components Under NASA EPM and UEET Programs

The successful application of ceramic matrix composites as hot-section components in advanced gas turbine engines will require the development of constituent materials and processes that can provide the material systems with the key thermostructural properties required for long-term component service. Much initial progress in identifying these materials and processes was made under the former NASA Enabling Propulsion Materials Program using stoichiometric Sylramic™ silicon-carbide (SiC) fibers, 2D-woven fiber architectures, chemically vapor-infiltrated (CVI) BN fiber coatings (interphases), and SiC-based matrices containing CVI SiC interphase over-coatings, slurry-infiltrated SiC particulate, and melt-infiltrated (MI) silicon. The objective of this paper is to discuss the property benefits of this SiC/SiC composite system for high-temperature engine components and to elaborate on further progress in SiC/SiC development made under the new NASA Ultra Efficient Engine Technology Program. This progress stems from the recent development of advanced constituent materials and manufacturing processes, including specific treatments at NASA that improve the creep, rupture, and environmental resistance of the Sylramic fiber as well as the thermal conductivity and creep resistance of the CVI SiC over-coatings. Also discussed are recent observations concerning the detrimental effects of inadvertent carbon in the fiber-BN interfacial region and the beneficial effects of certain 2D-architectures for thin-walled SiC/SiC panels.Copyright

Modeling the Thermostructural Capability of Continuous Fiber-Reinforced Ceramic Composites

There exists today considerable interest in developing continuous fiber-reinforced ceramic matrix composites (CMC) that can operate as hot-section components in advanced gas turbine engines. The objective of this paper is to present simple analytical and empirical models for predicting the effects of time and temperature on CMC tensile rupture under various composite and engine conditions. These models are based on the average rupture behavior measured to air for oxide and SiC-based fibers of current technical interest. For example, assuming a cracked matrix and Larson-Miller rupture curves for single fibers, it is shown that model predictions agree quite well with high-temperature stress-rupture data for SiC/SiC CMC. Rupture models, yet to be validated, are also presented for three other relevant conditions: (a) SiC fibers become oxidatively bonded to each other in a cracked CMC, (b) applied CMC stresses are low enough to avoid matrix cracking, and (c) Si-based CMC are subjected to surface recession in high temperature combustion gases. The practical implications of the modeling results are discussed, particularly in regard to the optimum fibers and matrices for CMC engine applications and the thermostructural capability of SiC/SiC CMC in comparison to nickel-based superalloys, monolithic ceramics, and oxide/oxide CMC.Copyright