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CERAMIC MATRIX COMPOSITES IN THE DESIGN AND DEVELOPMENT OF

CONVERGENT-DIVERGENT NOZZLE COMPONENTS

Conference Paper · September 1998

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 K S Shivakumar Aradhya and A P Haran, GTRE, Bangalore

CERAMIC MATRIX COMPOSITES IN THE DESIGN AND DEVELOPMENT OF

CONVERGENT-DIVERGENT NOZZLE COMPONENTS

K S Shivakumar Aradhya and A P Haran

Gas Turbine Research Establishment, Bangalore 560 093

ABSTRACT
Convergent-Divergent Nozzle mechanism is an hot end part of gas turbine and forms an important
subsystem of the engine. The mechanism is made up of several links out of which the convergent
and divergent flaps are made from the nickel based super alloy C263. The average operating
temperature of the flaps is 800°C. Mechanical properties of C263 rapidly deteriorate at higher
temperatures which reduces the design stress and fatigue and creep life considerably. This led to
a search for newer material option for the CD nozzle flaps. Ceramic Matrix Composite
(CMC) is considered to be a suitable substitute for C263. This paper presents the merits and
demerits of using CMC in the design and development of CD nozzle components, the major
problems envisaged in interfacing CMC components with metallic parts.
INTRODUCTION
Convergent-Divergent Nozzle(C-D Nozzle) mechanism is a hot end part of gas turbine and forms
an important subsystem of the engine. Figure 1 shows the location of the nozzle mechanism in the
gas turbine and in Fig. 2 is shown the three-dimensional view of the same. The C-D nozzle
mechanism consists of twelve sets of 4-bar mechanisms distributed over the circumference of the
exhaust cowl, which is situated at the aft end of the engine.
The design details of the mechanism are shown in Fig.3. The figure shows the schematic
arrangement of two diagonally opposite 4-bar mechanisms. Link-1 is called convergent flap or
primary flap. Link-2 is the divergent flap or secondary flap. Link-3 is the guide link. The casing
forms the ground link. The C-D nozzle mechanism is operated by a set of hydraulic actuators.
The force from the hydraulic actuator gets transmitted to the convergent flap through a set of
actuator brackets, power ring and cam rollers. A CAD-model of the mechanism is shown in
Fig. 4. The front projecting flaps correspond to divergen t flaps and the flaps on the backside
correspond to convergent flaps.
The convergent and divergent flaps are subjected to varying temperature gradients during different
operating and flight conditions. The temperature transients developed in the flaps during the most
severe flight excursion transition from Max. Dry to Reheat condition – are shown in Fig. 5.
Figures 6 and 7 show the geometry and dimensions of the flaps. The flaps are made up of
Nimonic alloy C263. The chemical composition of the alloy is shown in Table 1. The
Table 1: Chemical composition of nimonic alloy C263
C Si Mn Al Cobalt Chromium Molyb. Tita. Ti+Al Balance
0.06 0.40 0.60 20.0 20.0 6.00 2.0 2.0 2.6 Nickel

variations of important mechanical and the thermal properties of the material are shown in

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 K S Shivakumar Aradhya and A P Haran, GTRE, Bangalore

Figures 8 through 10. Figures 8 and 9 represent the variation of Young’s modulus (E) &
Poisson’s ratio ( ) as a function of temperature. In Fig. 10 is shown the variation of coefficient
of thermal expansion(CTE). The mechanical properties of the alloy at maximum operating
temperature of 850 C is shown in Table 2.
Table 2: Mechanical Properties of C263 at 850ºC
Property Value
Young's Modulus(E) 192.2 GPa
Poisons Ratio( ) 0.311
Density( ) 8360.0 kg/m3
CTE ( ) 13.4x10-6/°C
0.2 % Proof Stress( yt ) 447.0 MPa
Tensile Strength( u) 556.0 MPa
Elongation 20.0 %
Reduction in Area 26.0 %

The nimonic alloy C263 meets all design requirements except for the weight and higher cooling
airflow requirement. However, weight is a major concern in the aero-engine design. In order to
reduce the weight and to bring it to the targeted level search was made fo alternative materials
in the design of C-D nozzle mechanism. Ceramic Matrix Composites (CMC’s) were found to
be the best suited materials which meet our present requirement of weight optimization because
of their low strength-to-weight ratio compared to nimonic alloy C263. The other important
advantages of CMC’s in the design of C-D nozzle flaps are listed below:
1. Reduced weight
2. Increased life
3. Reduction in thrust loss
4. Reduced/nil cooling airflow requirement
Based on the information available in the literature these benefits have been calculated in terms
of numbers. The details are presented in the following paragraphs.

1. Weight reduction: Comparison of weights of the flaps made of Nimonic alloy C263 & CMC
material is shown in Table 3. The table shows that percentage saving in weight is around 70.0
%.

Table 3: Comparison of Weight

Sl. Present With CMC Weight
Component
No Weight Material Saving
1. Divergent Petal(Main) 7.00 kg 1.80 kg 5.30 kg
2. Divergent Petal(Slave) 7.00 kg 1.80 kg 5.30 kg
1. Convergent Petal(Main) 6.50 kg 1.70 kg 4.80 kg
2. Convergent Petal(Slave) 6.50 kg 1.70 kg 4.80 kg
Total Weight 27 .00kg 7.00kg 20.00 kg
Percentage Weight Saving = 70.0%

Note: C263 = 8360.0 kg/m3 and CMC = 2600.0 kg/m3

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 K S Shivakumar Aradhya and A P Haran, GTRE, Bangalore

2. Enhancement of life: The CMC material has outstanding capability in:

(1) Retaining mechanical properties at elevated temperature

(2) Offering greater resistance to erosion & corrosion
(3) Resisting thermal shocks at very high temperatures, etc.

Because of these enhanced properties at elevated temperature the flaps made of CMC material
will have much higher atigue life compared to the ones made of C263. An estimated
comparison of the life of the flaps is given below:
Life with C263 material = 400.00 Hrs
Life with CMC material = 1000.00 Hrs

The numbers show that the fatigue life increases by 2.5 folds for flaps made of CMC material.

3. Reduction in thrust loss: Since the flaps made of CMC material are not going to loose their
stiffness at elevated temperature the warpage will be minimum. This will improve the
aerodynamic performan performance of the nozzle and reduces the thrust loss.

4. Reduced/nil cooling air flow requirement: Since the CMC made flaps are capable of
retaining their mechanical properties at elevated temperature cooling air flow requirement
will be reduced to a minimum. The cooling air thus saved can be efficiently used in the other
regions, which will boast the efficiency of the engine.

PROBLEMS FACED IN THE DESIGN OF CMC FLAPS

Even though the CMC material has many attractive mechanical properties at elevated tempera-
tures, it poses some problems in the design and fabrication. Some of the important problems faced
are listed below:

1. Design Stress: The design stress for the material is very low. The design stresses for the
materials at the maximum operating temperature(850 C) are given below:

C263 = 380.0 MPa ; CMC = 100.0 to 150.0 MPa

Hence in order to keep the working stresses below the design stress it is necessary to modify
the geometry of flaps suitably without affecting functional regions. Hence one-to-one
replacement of the C263 made flaps with that of CMC’s requires a continuous interaction
between CMC development group and engineering design group.

2. Interfacing of CMC components with metallic parts: This problem can be explained by
taking a typical example illustrated in Fig. 11. The figure depicts the arrangement of 4-bar
mechanism of the C-D nozzle mechanism. The engine casing and the brackets are made of the
titanium alloy Ti-64. The convergent flap is made of C263 material. The coefficient of thermal
expansion for the two materials are given below:

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 K S Shivakumar Aradhya and A P Haran, GTRE, Bangalore

= 10.0x10-6/ C; CMC = 3.3x10-6/ C

Titanium
There is large difference in coefficients of thermal expansion and this leads to differential
thermal expansion at the interface which give rise to severe thermal stresses. These
thermal stresses will introduce friction at the interface and deteriorate the performance of the
nozzle mechanism.

3. Design of load transfer regions: The C-D nozzle mechanism is operated by a set of hydraulic
actuators. The force from the actuator gets transmitted to the convergent flap through an
actuator bracket and cam roller(Fig. 11). The transmission of heavy load gives rise to contact
singularity at the interface of cam roller and flap and the stress magnitudes near the region of
contact will be very high. Provision must be made in the design to take care of these severe
stresses.

INFORMATION REQUIRED IN THE DESIGN PROCESS

1. Mechanical properties CMC's: The mechanical properties of CMC’s as functions of

temperature, volume fraction and type of weaving are required at different operating
temperature ranges for carrying out the design analysis.

2. Failure mechanisms: The failure mechanisms in CMC’s are much different from the one’s
encountered in the case of nimonic alloys which are isotropic in nature. A through knowledge
of the types of failure mechanisms if very essential to carry out a successful design.

3. Lifing Criteria: A reliable lifing criteria is an essential requirement for an accurate estimation
of fatigue life of the mechanism.

4. Resistance to flow induced vibrations: Flow induced vibrations deteriorate the aerodynamic
performance of the C-D nozzle mechanism. Hence the resistance of the flaps against flow
induced vibrations is another major concern in the design. The performance of the flaps
against flow induced vibrations is to be evaluated.

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 K S Shivakumar Aradhya and A P Haran, GTRE, Bangalore

Fig. 1: Schematic Layout of an Aero-Gas Turbine

Fig. 2: Three-dimensional View of Convergeny-Divergent Nozzle Mechanism

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