CN101733610A - 用于tbc涂覆的涡轮部件的修复方法 - Google Patents

用于tbc涂覆的涡轮部件的修复方法 Download PDF

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CN101733610A
CN101733610A CN200910224999A CN200910224999A CN101733610A CN 101733610 A CN101733610 A CN 101733610A CN 200910224999 A CN200910224999 A CN 200910224999A CN 200910224999 A CN200910224999 A CN 200910224999A CN 101733610 A CN101733610 A CN 101733610A
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B·K·古普塔
W·R·格雷迪
A·F·加西亚
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Abstract

本发明涉及用于TBC涂覆的涡轮部件的修复方法，具体而言，提供了用于修复包括热屏障涂层系统的金属涡轮部件的方法，该热屏障涂层系统包括金属粘合涂层(22)和陶瓷顶涂层(24)。该方法包括：(a)使用机械工艺除去该顶涂层(24)；(b)从该部件上部分剥离该金属粘合涂层(22)，以使基本不除去该部件的材料；(c)修复该涡轮部件中的至少一个缺陷；(d)将新金属粘合涂层(26’，28’)施加到该涡轮部件上；和(e)将新陶瓷顶涂层(24’)施加到该金属粘合涂层(26’，28’)上。

Description

用于TBC涂覆的涡轮部件的修复方法
技术领域
本发明总的涉及修复燃气涡轮发动机部件，更特别地涉及修复包括陶瓷热屏障涂层(thermal barrier coating)的涡轮部件。
背景技术
燃气涡轮发动机包括“热区段”，其包含燃烧器和一个或多个下游涡轮。在操作过程中该热区段中的部件暴露于限制其有效使用寿命的高温、腐蚀性气流。因此，这些部件典型地是由高温钴基或镍基“超合金”制成的，而且通常涂覆有耐腐蚀和/或耐热的材料，特别是涂覆有陶瓷热屏障涂层(TBC)。
这种部件的实例包括但不局限于高压涡轮叶片和喷嘴、和涡轮叶片护罩。尽管使用了保护性涂层，但在使用过程中这种部件通常会出现缺陷，例如裂纹、损伤或材料损耗。
在发动机操作之后，通常通过铜焊工艺(例如活化扩散修复(“ADH”))或通过焊接工艺(例如在升高的温度超合金焊接(“SWET”))来修复这些部件。为了实现成功修复，所述部件在缺陷的界面处应当是清洁的且不含氧化物。
一种用于修复具有运行裂纹的TBC涂覆部件的常规方法是通过喷砂处理和化学剥离法的组合完全剥离包括该陶瓷顶涂层和该金属粘合涂层的TBC涂层。这两种工艺具有多个不利方面，包括由于工艺的手工性质导致的低劳动力成本生产率、工艺差异和再加工，以及在化学剥离过程中的部件壁损耗，这会导致高废品率。
发明内容
本发明解决了现有技术的这些和其他缺点，本发明提供了用于修复带涂层的涡轮部件同时保持该部件的材料厚度的方法。
依照本发明的一方面，提供了用于修复包括热屏障涂层系统的金属涡轮部件的方法，该热屏障涂层系统包括金属粘合涂层和陶瓷顶涂层。该方法包括：(a)使用机械工艺除去该顶涂层；(b)从该部件上部分剥离该金属粘合涂层，以使基本不除去该部件的材料；(c)修复该涡轮部件中的至少一个缺陷；(d)将新金属粘合涂层施加到该涡轮部件上；和(e)将新陶瓷顶涂层施加到该金属粘合涂层上。
依照本发明的另一方面，修复的金属涡轮部件包括：(a)金属主体；(b)施加在该主体上的粘合涂层，包括：(i)镍基合金的第一金属层；和(ii)覆盖在该第一层之上的镍基合金的第二金属层；和(c)覆盖在该粘合涂层上的陶瓷顶涂层。
附图说明
参考与附图相结合的以下描述，本发明可以得到最好的理解，其中：
图1是其中具有一个或多个缺陷的运行涡轮喷嘴的透视图；
图2是图1的涡轮喷嘴的轮叶(vane)一部分的放大横截面视图，显示了其中的缺陷；
图3是在去除TBC顶涂层之后图2的轮叶的视图；
图4是部分剥离TBC粘合涂层之后图3的轮叶的视图；
图5是裂纹修复之后图4的轮叶的视图；
图6是粘合涂层施加之后图5的轮叶的视图；
图7是再次施加铝化物(aluminide)涂层之后图6的轮叶的视图；和
图8是施加新TBC顶涂层之后图7的轮叶的视图。
具体实施方式
参照附图，其中在全部各附图中，相同的附图标记指示相同的元件，图1显示了示例性的涡轮喷嘴段10。燃气涡轮发动机包括多个以环形阵列设置的这种段10。该涡轮喷嘴段10仅是带涂层的金属涡轮部件的实例，此处所述的修复方法同样可应用于其他部件，其非限定性实例包括燃烧器衬里、旋转涡轮叶片(rotating turbine blade)和涡轮护罩(turbine shroud)。
该涡轮喷嘴10包括设置在弓形外带14和弓形内带16之间的第一和第二喷嘴轮叶12。该轮叶12限定了经构造以将燃烧气体最优导向位于其下游的涡轮转子(未示出)的翼面(airfoil)。该外带和内带14和16分别限定了通过该喷嘴段10的气流的外和内径向边界。轮叶12的内部大部分是空的，可以包括多个已知类型的内部冷却特征，例如限定蛇形通道的壁、肋片、湍流促进器(湍流器)等。轮叶12能够具有多个在其中形成的常规冷却孔18和后缘槽20。在轮叶12和带14和16中至少特定最小量的材料(即最小壁厚)的存在对于保持该涡轮喷嘴段10的结构整体性和空气动力学性能是重要的。
这种喷嘴段10和其他热区段部件通常由在燃气涡轮发动机的升高的操作温度下具有可接受强度的钴基或镍基超合金(例如RENE 80、RENE 142、RENE N4、RENE N5、RENE N6)在一个或多个工段中铸造。
RENE N5是一种特别常用的合金，具有以下名义组成：约7.5wt％钴、约7.0wt％铬、约1.5wt％钼、约5wt％钨、约3wt％铼、约6.5wt％钽、约6.2wt％铝、约0.15wt％铪、约0.05wt％碳、约0.004wt％硼、约0.01wt％钇，剩余为镍和微量元素。
该涡轮喷嘴段10涂覆有已知类型的TBC涂层系统。图2显示了一个轮叶12的一部分。该涂层系统包括粘合涂层22和陶瓷材料顶涂层24。将TBC涂层的各层厚度都放大以用于清楚说明。
广泛应用的金属TBC粘合涂层的实例包括合金，例如MCrAlX上覆涂层(其中M是铁、钴和/或镍，X是钇或稀土元素)、和包含铝金属间化物(主要是β相铝化镍和铂改性铝化镍(PtAl))的扩散涂层。
MCrAlX涂层的实例商品称作BC52，具有以下名义组成：约18wt％铬、10wt％钴、6.5wt％铝、2wt％铼、6wt％钽、0.5wt％铪、0.3wt％钇、1wt％硅、0.015wt％锆、0.06wt％碳和0.015wt％硼，其余为镍。BC52和其他粘合涂层可以通过工艺施加，例如物理气相沉积(PVD)，特别是电子束物理气相沉积(EBPVD)；和热喷涂，特别是等离子体喷涂(空气、低压(真空)或惰性气体)和高速氧-燃料喷涂(HVOF)。
通过铝化工艺罩涂(overcoat)该粘合涂层22的外部，以提高Al含量用于改进环境抗性，同时保持适当的表面粗糙度作为用于顶涂层24的锚并密封粘合涂层22中的孔隙。因此完整的粘合涂层22包括金属层26和铝化物层28。多种铝化工艺是已知的，例如填充水泥化(pack cementation)、蒸气气氛、局部粉末施加等。
该陶瓷顶涂层24可以仅包括任意适合的陶瓷材料或陶瓷材料与其他材料的结合。例如，它可以包括完全或部分稳定的氧化钇稳定氧化锆等，以及现有技术中已知的其他低传导性氧化物涂层材料。一种适合的沉积方法是通过电子束物理气相沉积(EB-PVD)，但是也可以使用等离子体喷涂沉积工艺(例如空气等离子体喷涂(APS))。
在发动机运行过程中，轮叶12能受到损伤，例如可能由局部气流过热或碰撞其的外部物体导致。作为实例，图1和2中显示了轮叶12具有缺陷，例如裂纹“C”。如图2中所见，该裂纹穿透该TBC顶涂层24、粘合涂层22和该轮叶12的壁。
使用轮叶12作为工作实例，可以参照图3～7如下修复TBC涂覆部件。首先，使用机械剥离方法(例如喷砂处理)去除顶涂层24。选择该机械剥离工艺参数以除去该顶涂层24和可能的部分粘合涂层22，但不穿透到该轮叶12的任何基础材料。适合的剥离工艺实例是使用约138kPa(20psi)～约414kPa(60psi)空气压力并用120～240grit(粒度)的氧化铝颗粒的轻喷砂。结果示于图3中。
然后，通过已知的氟化物离子清洁(FIC)工艺清洁该粘合涂层22，该工艺是使用氟化氢和氢气对喷嘴段10的高温气相处理。选择该FIC工艺参数以除去该粘合涂层22的铝化物层28，但不穿透该金属层26到达该轮叶12的表面30。适合的FIC工艺实例可以由以下构成：在约2～9％氟化氢/氢气的气氛下将构件(part)加热到约1038℃(1900°F)～约1093℃(2000°F)的工作温度，在该工作温度下保持时间为约2～8小时。换言之，将该FIC工艺偏置以保留一些粘合涂层22。这确保了基本不发生基础金属侵蚀。与此相反，现有技术的剥离工艺集中于完全去除粘合涂层22，这不可避免地导致了轮叶12中的壁厚损失。图4显示了在FIC工艺之后的轮叶12。在FIC工艺之后在该构件表面上的粘合涂层22的最小量(例如约0.03mm(0.001英寸)粘合涂层厚度)应当保持原封不动。优选将约一半的该最初粘合涂层厚度保持原封不动。
然后，在需要的位置使用常规铜焊或焊接工艺(例如上述ADH或SWET工艺)进行裂纹修复。图5显示了填充轮叶12中裂纹C的铜焊沉积物“W”。与常规期望不同，已经发现甚至在部分粘合涂层22仍存在时可以进行满意的铜焊和焊接修复。这种独特的结果是通过使用从粘合涂层22上除去铝的FIC工艺实现的。
一旦完成修复，可以再施加TBC系统。首先，施加金属闪光涂层(flash coat)。例如，可以施加约0.08mm(3密耳)～约0.13mm(5密耳)厚的上述BC52材料层26’(参见图6)。然后，再施加铝化物涂层28’，如图7中所示。最后，施加陶瓷TBC顶涂层24’，如图8中所见。然后将该完整的轮叶12用于返回使用。
对用上述方法修复的部件的高温(例如1093℃(2000°F))炉循环测试显示该经过替换的TBC涂层系统用于在燃气涡轮发动机中重新使用是令人满意的。事实上，测试表明修复的TBC系统可以比OEMTBC涂层系统在高温下服役更多次循环。
前面描述了用于修复燃气涡轮机的带涂层的热区段部件的方法。尽管已经描述了本发明的特别实施方案，但在不脱离本发明的精神和范围的情况下可以对其进行多种改变，这对于本领域技术人员来讲将是显而易见的。因此，前面对本发明的优选实施方案和本发明的最佳实施方式的描述提供仅用于示例目的，并不用于限制。

Claims (12)

1.用于修复包括热屏障涂层系统的金属涡轮部件(12)的方法，该热屏障涂层系统包括金属粘合涂层(22)和陶瓷顶涂层(24)，该方法包括：
(a)使用机械工艺除去该顶涂层(24)；
(b)从该部件上部分剥离该金属粘合涂层(22)，以使基本不除去该部件的材料；
(c)修复该涡轮部件(12)中的至少一个缺陷；
(d)将新金属粘合涂层(26’，28’)施加到该涡轮部件(12)上；和
(e)将新陶瓷顶涂层(24’)施加到该金属粘合涂层(22)上。
2.权利要求1的方法，其中通过喷砂处理除去该顶涂层(24)。
3.权利要求1的方法，其中通过氟化物离子清洁处理来部分除去该粘合涂层(22)。
4.权利要求1的方法，其中该新金属粘合涂层(26’，28’)包括金属层(26’)和上覆的铝化物层(28’)。
5.权利要求4的方法，其中将该金属层(26’)施加约3密耳～约5密耳的厚度。
6.权利要求4的方法，其中该金属层(26’)是MCrAlX涂层，其中M选自由Ni、Fe、Co及其组合构成的组，X是钇或稀土元素。
7.权利要求6的方法，其中该金属层(26’)基本由以下构成：约18wt％铬、10wt％钴、6.5wt％铝、2wt％铼、6wt％钽、0.5wt％铪、0.3wt％钇、1wt％硅、0.015wt％锆、0.06wt％碳和0.015wt％硼，其余为镍。
8.权利要求1的方法，其中该金属涡轮部件(12)是由镍基超合金制成的。
9.权利要求1的方法，其中通过铜焊或焊接修复该至少一个缺陷。
10.修复的金属涡轮部件(12)，包括：
(a)金属主体；
(b)施加在该主体上的粘合涂层，包括：
(i)镍基合金的第一金属层(26)；和
(ii)覆盖在该第一层之上的镍基合金的第二金属层(26’)；和
(c)覆盖在该粘合涂层上的陶瓷顶涂层(24’)。
11.权利要求10的修复的金属涡轮部件(12)，其中该粘合涂层进一步包括设置成覆盖在该第一和第二层上的铝化物层(28’)。
12.权利要求10的金属涡轮部件(12)，其中该第二金属层(26’)为约3密耳～约5密耳厚。
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