EP3196327B1 - Rostfreie stahllegierungen, aus den rostfreien stahllegierungen geformte turboladerturbinengehäuse und verfahren zur herstellung davon - Google Patents

Rostfreie stahllegierungen, aus den rostfreien stahllegierungen geformte turboladerturbinengehäuse und verfahren zur herstellung davon Download PDF

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Publication number
EP3196327B1
EP3196327B1 EP16152144.8A EP16152144A EP3196327B1 EP 3196327 B1 EP3196327 B1 EP 3196327B1 EP 16152144 A EP16152144 A EP 16152144A EP 3196327 B1 EP3196327 B1 EP 3196327B1
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EP
European Patent Office
Prior art keywords
stainless steel
turbocharger
turbocharger turbine
steel alloys
turbine housing
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English (en)
French (fr)
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EP3196327A1 (de
Inventor
Paven CHINTALAPATI
Marc Wilson
Marc BENCHIHEUB
Philippe Renaud
Gary Agnew
Nicolas Devulder
Ted Pozniak
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Garrett Transportation I Inc
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Honeywell International Inc
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    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/18—Ferrous alloys, e.g. steel alloys containing chromium
    • C22C38/38—Ferrous alloys, e.g. steel alloys containing chromium with more than 1.5% by weight of manganese
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/001—Ferrous alloys, e.g. steel alloys containing N
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/002—Ferrous alloys, e.g. steel alloys containing In, Mg, or other elements not provided for in one single group C22C38/001 - C22C38/60
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/005—Ferrous alloys, e.g. steel alloys containing rare earths, i.e. Sc, Y, Lanthanides
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/02—Ferrous alloys, e.g. steel alloys containing silicon
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/18—Ferrous alloys, e.g. steel alloys containing chromium
    • C22C38/34—Ferrous alloys, e.g. steel alloys containing chromium with more than 1.5% by weight of silicon
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
    • F01D25/005—Selecting particular materials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/40—Application in turbochargers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2300/00—Materials; Properties thereof
    • F05D2300/10—Metals, alloys or intermetallic compounds
    • F05D2300/13—Refractory metals, i.e. Ti, V, Cr, Zr, Nb, Mo, Hf, Ta, W
    • F05D2300/132—Chromium

Definitions

  • the present disclosure generally relates to stainless steel alloys. More particularly, the present disclosure relates to stainless steel alloys used for casting applications, for example turbine and turbocharger turbine housings, exhaust manifolds, and combustion chambers, that exhibit oxidation resistance at elevated temperatures, and method for manufacturing the same.
  • automotive or aircraft turbocharger housings are subjected to elevated operating temperatures. These housings must be able to contain a turbine wheel generating very high rotational speeds. Exhaust gas from the automotive or aircraft engine initially contacts the turbocharger in metal sections, such as the gas inlet area of the turbocharger, at elevated temperatures. As high-speed performance improves through exhaust temperature increase, there have been attempts to gradually raise the exhaust temperature of the engine. Due to these high temperatures, the thermal load on the parts such as the exhaust manifold and the turbine housing becomes very great and thermal fatigue resistance and brittleness are important factors.
  • one problem caused by the exhaust temperature rise is the problem of thermal deformation of the material, wherein the turbine housing and exhaust manifold, which alternates between regions of high temperature and low temperature is accompanied by thermal expansion and thermal shrinkage depending on the situation, which can cause surface oxidation wrinkles by such thermal deformation, and which can progress and develop into a penetration crack.
  • prior art alloys used in turbocharger applications have included alloys of higher nickel content such as commercially available high nickel ductile iron casting alloys. Examples of these are NiResistTM developed by the International Nickel Company, or HK30, a chromium-nickel-iron stainless steel alloy containing approximately 25% chromium and 20% nickel, with the balance essentially iron.
  • NiResistTM developed by the International Nickel Company
  • HK30 a chromium-nickel-iron stainless steel alloy containing approximately 25% chromium and 20% nickel, with the balance essentially iron.
  • the HK series stainless steel alloys in general have about 18-22% nickel and are fully austenitic.
  • the HK stainless steel alloys are strong stainless steel casting alloys, in terms of creep strength. However, while meeting the high temperature property requirements for turbocharger housings, they are quite technically expensive because of their high nickel content. Furthermore, it has been found advantageous to exclude some metal components so as to provide improved material properties including thermal fatigue resistance and lack of brittleness.
  • Austenitic stainless steels with the listed elemental compositions by weight percentage and having a balance of iron and unavoidable impurities are disclosed in the following documents: Patent Publication: US 3,969,109 PCT WO 2011/124970 Cr 21-30 18-23 Ni 2-10 3.0-8.0 Mn 0.01-2.5 0.5-2.0 Si ⁇ 2 ⁇ 3.0 C 0.25-0.45 0.4-0.8 N 0.35-0.55 0.05-0.4 P ⁇ 0.1 ⁇ 0.05 S ⁇ 0.1 0.03-0.2 Ce ⁇ 0.75 United States Patents 2,686,116 , 2,799,577 and 2,826,496 disclose further austenitic steel alloys which are described as suitable for use in high temperature engine parts.
  • an austenitic stainless steel alloy includes, by weight, 22% to 28% chromium, 3.5% to 6.5% nickel, 1% to 6% manganese, 0.5% to 2.5% silicon, 0.3% to 0.6% carbon, 0.2% to 0.5% nitrogen, and a balance of iron. Molybdenum, niobium, and tungsten are excluded.
  • Niobium in the presence of silicon can form niobium silicide which has a relatively low density, may affect thermal fatigue resistance and has low creep strength.
  • a turbocharger turbine housing includes an austenitic stainless steel alloy that includes, by weight, 22% to 28% chromium, 3.5% to 6.5% nickel, 1% to 6% manganese, 0.5% to 2.5% silicon, 0.3% to 0.6% carbon, 0.2% to 0.5% nitrogen, and a balance of iron. Molybdenum, niobium, and tungsten are excluded.
  • a method of fabricating a turbocharger turbine housing include forming the turbocharger turbine housing from an austenitic stainless steel alloy not within the scope of the invention, that includes, by weight, 22% to 28% chromium, 3.5% to 6.5% nickel, 1% to 6% manganese, 0.5% to 2.5% silicon, 0.3% to 0.6% carbon, 0.2% to 0.5% nitrogen, and a balance of iron. Molybdenum, niobium, and tungsten are excluded.
  • FIG. 1 is a system view of an embodiment of a turbocharged internal combustion engine in accordance with the present disclosure.
  • turbocharger turbine housing usually a cast stainless steel or cast iron
  • the turbocharger turbine housing is the most expensive component of the turbocharger. Reduction in cost of the housing will have a direct effect on the cost of the turbocharger.
  • turbine housing materials are usually alloyed with elements such as chromium and nickel in addition to other carbide forming elements, which may reduce optimal properties, particularly for use in turbocharger turbines and turbocharger turbine housings.
  • Typical embodiments of the present disclosure reside in a motor vehicle equipped with a gasoline powered internal combustion engine (“ICE") and a turbocharger.
  • ICE gasoline powered internal combustion engine
  • the turbocharger is equipped with a unique combination of features that may, in various embodiments, provide efficiency benefits by relatively limiting the amount of (and kinetic energy of) secondary flow in the turbine and/or compressor, as compared to a comparable unimproved system.
  • an exemplary embodiment of a turbocharger 101 having a radial turbine and a radial compressor includes a turbocharger housing and a rotor configured to rotate within the turbocharger housing around an axis of rotor rotation 103 during turbocharger operation on thrust bearings and two sets of journal bearings (one for each respective rotor wheel), or alternatively, other similarly supportive bearings.
  • the turbocharger housing includes a turbine housing 105, a compressor housing 107, and a bearing housing 109 (i.e., a center housing that contains the bearings) that connects the turbine housing to the compressor housing.
  • the rotor includes a radial turbine wheel 111 located substantially within the turbine housing 105, a radial compressor wheel 113 located substantially within the compressor housing 107, and a shaft 115 extending along the axis of rotor rotation 103, through the bearing housing 109, to connect the turbine wheel 111 to the compressor wheel 113.
  • the turbine housing 105 and turbine wheel 111 form a turbine configured to circumferentially receive a high-pressure and high-temperature exhaust gas stream 121 from an engine, e.g., from an exhaust manifold 123 of an internal combustion engine 125.
  • the turbine wheel 111 (and thus the rotor) is driven in rotation around the axis of rotor rotation 103 by the high-pressure and high-temperature exhaust gas stream, which becomes a lower-pressure and lower-temperature exhaust gas stream 127 and is axially released into an exhaust system (not shown).
  • the compressor housing 107 and compressor wheel 113 form a compressor stage.
  • the compressor wheel being driven in rotation by the exhaust-gas driven turbine wheel 111, is configured to compress axially received input air (e.g., ambient air 131, or already-pressurized air from a previous-stage in a multi-stage compressor) into a pressurized air stream 133 that is ejected circumferentially from the compressor. Due to the compression process, the pressurized air stream is characterized by an increased temperature over that of the input air.
  • input air e.g., ambient air 131, or already-pressurized air from a previous-stage in a multi-stage compressor
  • the pressurized air stream may be channeled through a convectively cooled charge air cooler 135 configured to dissipate heat from the pressurized air stream, increasing its density.
  • the resulting cooled and pressurized output air stream 137 is channeled into an intake manifold 139 on the internal combustion engine, or alternatively, into a subsequent-stage, in-series compressor.
  • the operation of the system is controlled by an ECU 151 (engine control unit) that connects to the remainder of the system via communication connections 153.
  • Turbochargers can be designed to operate at a variety of temperatures, depending on the configuration of the turbocharger and the desired output.
  • the term operating temperature refers to the maximum temperature of exhaust gas designed to be experienced by the turbine housing and blade components of the turbocharger.
  • Stainless steel 1.4826 well-known in the art, with its specification for nickel between 8% and 12% is an exemplary prior art material for turbine housing applications up to about 980°C.
  • the present invention includes a turbocharger comprising the turbocharger turbine housing of the claimed compositions that operates at a temperature of up to about 980°C.
  • embodiments of the present disclosure are directed to improvements over the currently available stainless steel alloys for use in turbochargers having operating temperatures up to about 980°C.
  • embodiments of the present disclosure are directed to stainless steel alloys that have a nickel content that is less than stainless steel 1.4826 for cost considerations, and eliminates the need for other expensive materials such as W and Mo.
  • the stainless steel alloys described herein include iron alloyed with various alloying elements, as are described in greater detail below in weight percentages based on the total weight of the alloy.
  • the stainless steel alloy of the present disclosure includes from 0.3% to 0.6% carbon (C), for example 0.4% to 0.5% C.
  • C has a function of improving the fluidity and castability of a melt.
  • C also has a function of improving the castability by forming eutectic carbides. To exhibit such functions effectively, the amount of C should be 0.3% or more.
  • C is effective for strengthening a material by solid solution strengthening.
  • C is an element capable of improving the high-temperature strength and the thermal fatigue resistance. To maximize the corrosion resistance, the content of C is lowered to 0.6% or 0.6% and below.
  • C has several advantageous properties, particularly thermal fatigue resistance in turbocharger components, whilst materials such as tungsten, niobium and molybdenum can bind C and hence limit the availability of C for that benefit. Whilst tungsten, niobium and molybdenum may be beneficial in some instances and for the alloys of the present invention, particularly when used for turbocharger turbine and turbocharger housings, there is a preferential benefit from the availability of C, between 0.3 and 0.6% in and the absence of niobium and also of tungsten and molybdenum.
  • the stainless steel alloy of the present disclosure includes from 1.0% to 2.0% Si.
  • Si has effects of increasing the stability of its metal structure and its oxidation resistance. Further, it has a function as a deoxidizer and also is effective for improving castability and reducing pin holes in the resulting cast products, when present in an amount greater than about 0.5%. If the content of Si is excessive, Si deteriorates the mechanical property such as impact toughness of steel. Therefore, the content of Si is limited to 2.0% and below.
  • the stainless steel alloy of the present invention includes from 24% to 26% Cr. On the other hand, if it is added excessively, coarse primary carbides of Cr are formed, resulting in extreme brittleness. When the content of Cr increases, the corrosion resistance increases, but the content of expensive Ni should be also increased to maintain the volume fraction. As such, the content of Cr is limited to a maximum of 26% so as to maintain the volume fraction of the stainless steel and the corrosion resistance.
  • the stainless steel alloy of the present disclosure includes from 3.5% to 6.5% nickel (Ni), for example 4.0% to 6.0% Ni, such as from 4.5% to 5.5% Ni.
  • Ni nickel
  • manganese and nitrogen which as described in greater detail below are included in the alloy of the present disclosure
  • the decrement of Ni can be replaced by increasing the content of manganese and nitrogen that form the austenite phase.
  • the content of Ni ranges from 35% to 6.5 %.
  • the stainless steel alloy of the present disclosure excludes molybdenum (Mo), which is a relatively expensive material, to reduce technical costs and potential brittleness.
  • the stainless steel alloy of the present disclosure includes from 1.0% to 6.0% manganese (Mn), for example 1.5% to 5.5% Mn, such as from 2.0% to 5.0% Mn.
  • Mn is effective like Si as a deoxidizer for the melt, and has a function of improving the fluidity during the casting operation. To exhibit such function effectively, the amount of Mn is 6.0% or less, preferably 5.0% or less.
  • Mn generally has a content of greater than 1.0% to adjust a metal flow rate. However, when the content of Mn is excessive, Mn is combined with sulfur of the steel and forms excessive levels of manganese sulfide, thereby deteriorating the corrosion resistance and the hot formability. Thus, the upper limit content of Mn is limited to 6.0%.
  • the stainless steel alloy of the present disclosure excludes tungsten (W), which is a relatively expensive material, to further reduce costs and may bind with carbon to reduce its availability to adjust other alloy properties.
  • the stainless steel alloy of the present disclosure excludes niobium (Nb), which is a relatively expensive material, such as to reduce or avoid niobium silicide and or carbide formation.
  • N Nitrogen
  • the stainless steel alloy includes from 0.2% to 0.5% N, for example from 0.3% to 0.5% N, from 0.4% to 0.5% N, from 0.3% to 0.4% N, from 0.2% to 0.4%, or from 0.2% to 0.3%.
  • the upper limit of N should be 0.5%.
  • N, together with Ni, is one of elements that contribute stabilization of an austenite phase. As the content of N increases, the corrosion resistance and high strengthening are achieved. However, when the content of N is too high, the hot formability of steel is deteriorated, thereby lowering the production yield thereof. Therefore, the content of N ranges up to a maximum of 0.5%.
  • Certain impurities may also be present in the stainless steel alloy of the present disclosure.
  • the amounts of such impurities are minimized as much as practical.
  • phosphorus (P) may be present in the alloy, but is minimized to about 0.03% or less.
  • P is seeded in the grain boundary or an interface, and is likely to deteriorate the corrosion resistance and toughness. Therefore, the content of P is lowered as low as possible.
  • the upper limit content of P is limited to 0.03% in consideration of the efficiency of a refining process.
  • the contents of harmful impurities, such as P are as small as possible. However, due to cost concerns associated with removal of these impurities, the P content is limited to 0.03%.
  • S Sulfur
  • S in steels deteriorates hot workability and can form sulfide inclusions that influence pitting corrosion resistance negatively. It should therefore be limited to 0.03% or less.
  • S deteriorates the hot formability, or forms MnS together with Mn, thereby deteriorating the corrosion resistance. Therefore, the content of S is lowered as low as possible.
  • the contents of harmful impurities, such as S (sulfur) are as small as possible. However, due to cost concerns associated with removal of these impurities, the S content is limited to 0.03%.
  • B Boron
  • Ca calcium
  • Ce cerium
  • B, Ca, and Ce are less than 0.005%.
  • molybdenum borosilicides may be formed which may is brittle and may not be desirable.
  • embodiments of the present disclosure provide numerous benefits over the prior art, such as stainless steel 1.4826.
  • the presently described embodiments lower the nickel content in as compared to stainless steel 1.4826. Further, the amount of molybdenum, niobium, and tungsten are reduced to zero.
  • alloys in accordance with the present disclosure are a suitable lower cost option for turbine housing materials for operation up to about 980°C.

Claims (11)

  1. Austenitische rostfreie Stahllegierung, bestehend aus, nach Gewicht:
    24 % bis 26 % Chrom;
    3,5 % bis 6,5 % Nickel;
    1,0 % bis 6,0 % Mangan;
    1,0 % bis 2,0 % Silizium;
    0,3 % bis 0,6% Kohlenstoff;
    0,2 % bis 0,5 % Stickstoff;
    0,03 % Schwefel oder weniger;
    0,03 % Phosphor oder weniger;
    und Bor, Kalzium und Cerium, die gegebenenfalls in einer Menge von weniger als 0,005 % zugesetzt sind; und einem Rest Eisen und Verunreinigungen, die soweit wie möglich minimiert sind, mit der Maßgabe, dass Molybden, Niobium und Wolfram in der Legierung nicht vorhanden sind.
  2. Austenitische rostfreie Stahllegierung nach Anspruch 1, bestehend aus 4,0 % bis 6,0 % Nickel.
  3. Austenitische rostfreie Stahllegierung nach Anspruch 1, bestehend aus 1,5 % bis 5,5 % Mangan.
  4. Austenitische rostfreie Stahllegierung nach Anspruch 1, bestehend aus 0,4 % bis 0,5 % Kohlenstoff.
  5. Austenitische rostfreie Stahllegierung nach Anspruch 1, bestehend aus 0,3 % bis 0,5 % Stickstoff.
  6. Turboladerturbinengehäuse, umfassend:
    eine austenitische rostfreie Stahllegierung, wobei die austenitische rostfreie Stahllegierung, nach Gewicht, besteht aus:
    24% bis 26% Chrom;
    3,5 % bis 6,5 % Nickel;
    1,0 % bis 6,0 % Mangan;
    1,0 % bis 2,0 % Silizium;
    0,3 % bis 0,6% Kohlenstoff;
    0,2 % bis 0,5 % Stickstoff;
    0,03 % Schwefel oder weniger;
    0,03 % Phosphor oder weniger;
    und Bor, Kalzium und Cerium, die gegebenenfalls in einer Menge von weniger als 0,005 % zugesetzt sind; und einem Rest Eisen und Verunreinigungen, die soweit wie möglich minimiert sind, mit der Maßgabe, dass Molybden, Niobium und Wolfram in der Legierung nicht vorhanden sind.
  7. Turboladerturbinengehäuse nach Anspruch 6, bestehend aus 4,0 % bis 6,0 % Nickel.
  8. Turboladerturbinengehäuse nach Anspruch 6, bestehend aus 1,5 % bis 5,5 % Mangan.
  9. Turboladerturbinengehäuse nach Anspruch 6, bestehend aus 0,4 % bis 0,5 % Kohlenstoff.
  10. Turboladerturbinengehäuse nach Anspruch 6, bestehend aus 0,3 % bis 0,5 % Stickstoff.
  11. Verwendung der Legierung nach Anspruch 1 bis 5, um ein Turboladerturbinengehäuse bereitzustellen; und Turboladerturbine, die das Turboladerturbinengehäuse verwendet.
EP16152144.8A 2016-01-20 2016-01-20 Rostfreie stahllegierungen, aus den rostfreien stahllegierungen geformte turboladerturbinengehäuse und verfahren zur herstellung davon Active EP3196327B1 (de)

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DE102020128884A1 (de) 2020-11-03 2022-05-05 BMTS Technology GmbH & Co. KG Austenitische Stahllegierung und Turbinengehäuse oder Turbinengehäusebauteil für einen Abgasturbolader
DE102020128883A1 (de) 2020-11-03 2022-05-05 BMTS Technology GmbH & Co. KG Austenitische Stahllegierung und Turbinengehäuse oder Turbinengehäusebauteil für einen Abgasturbolader

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US11530472B2 (en) * 2019-10-30 2022-12-20 Garrett Transportation I Inc. Stainless steel alloys, turbocharger components formed from the stainless steel alloys, and methods for manufacturing the same

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020128884A1 (de) 2020-11-03 2022-05-05 BMTS Technology GmbH & Co. KG Austenitische Stahllegierung und Turbinengehäuse oder Turbinengehäusebauteil für einen Abgasturbolader
DE102020128883A1 (de) 2020-11-03 2022-05-05 BMTS Technology GmbH & Co. KG Austenitische Stahllegierung und Turbinengehäuse oder Turbinengehäusebauteil für einen Abgasturbolader

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