Engineering Failure Analysis 18 (2011) 15111519

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Engineering Failure Analysis

journal homepage: www.elsevier.com/locate/engfailanal

Failure analysis of a steam turbine rotor

S. Barella , M. Bellogini, M. Boniardi, S. Cincera
Dipartimento di Meccanica, Politecnico di Milano, Italy

a r t i c l e

i n f o

a b s t r a c t
A large and growing portion of electricity is being produced by aging thermal power plants, and although steam turbines are being constructed with excellent high quality materials such as CrMoNiV steel, varying forms of metallurgical degradation due to creep and/or fatigue could still affect the parts and components during long-term operation at high temperatures [1]. Moreover, the de-regulated electricity market, which has existed for approximately 15 years, has led to energy companies operating their power plants in a exible manner, as opposed to continuous operation, in order to maintain protability in a very competitive commercial environment [2]. This paper investigates the rotor turbine failure of a 60 MW unit of a thermal power plant. The rotor was made of CrMoNiV steel, and the failure occurred after approximately 10 years in operation. Several different analyses were carried out in order to identify the failures root cause: visual examination, SEM fractography, micro-hardness measurement, and microstructural characterization. The fracture of the shaft was located at the rst stage [2] and the fatigue fracture extended over roughly 75% of the initial cross section. Primary failure causes were identied by the analyses performed, and the observed fracture mechanism was traced back to high cycle fatigue damage. The origin of the fatigue phenomenon can be traced to the stress eld generated on the rotor surface by both the frequent startup cycles and the blade xing method. 2011 Elsevier Ltd. All rights reserved.

Article history: Received 4 October 2010 Received in revised form 26 April 2011 Accepted 10 May 2011 Available online 19 May 2011 Keywords: Steam turbine Crack Shaft Fatigue

1. Introduction Steam turbine rotors are among the most critical and highly stressed components in modern power plants [3]. The consequences of a rotor failure are severe in terms of both safety and economic impact. For this reason electric power utilities and manufacturers quantify and limit the risk of such failures using the concept of rotor life, which is the maximum number of service hours and hot and cold starts to which a rotor can be subjected [3]. However, de-regulation of the electricity market has led energy companies away from continuous operation to a more exible operating schedule in order to maintain protability in a competitive commercial environment. The principal consequence of de-regulation is an increase in annual startup cycles, which enhances the degradation rate of rotor material. These rotors are often made of CrMoNiV steel and have a limited lifespan due to creep and thermal fatigue. Rotor surface thermal stresses are greatest in areas of high mechanical stress concentration and where a high bore to periphery temperature differential exists. The most burdensome combination of these conditions is found at notches such as the heat relieve grooves of the glands at the inlet end of the rotor, llet radii at the base of disks, balance holes in the disks and blade grooving, in reaction-type rotors.
Corresponding author. Address: Dipartimento di Meccanica, Politecnico di Milano, Via La Masa 1, 20156 Milano, Italy. Tel.: +39 (0)2 2399 8662; fax: +39 (0)2 2399 8644. E-mail address: silvia.barella@polimi.it (S. Barella).
1350-6307/$ - see front matter 2011 Elsevier Ltd. All rights reserved. doi:10.1016/j.engfailanal.2011.05.006

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In order to prevent these failures, many non-destructive test procedures have been developed. However, in some cases, cracks (i.e. rotor surface cracks) are not visible with ultra sonic testing and can only be detected using vibrations monitoring [4]. The object of this study was the rotor of a 60 MW steam turbine with a 3000 run/min top speed, and 480 C inlet steam temperature. The shaft was a forged component made of 30CrMoNiV4 11 (equivalent to ASTM A470 grade D class 8). The studied spindle was overhauled on a regular basis every 10 years. Approximately 6 months after the last major overhaul, the vibration levels started to steadily increase and the maximum vibration level was achieved after 12 h of operation at full load. Ultrasonic tests on the steam turbine rotor were conducted to verify the possibility of shaft cracks, however no cracks were found using non-destructive tests. The turbine was restarted after cursory maintenance operations, however the vibration and eccentricity measurements displayed values above the alarm limits, and thus the rotor was taken out of service. The turbine blades were removed and a circumferential crack was discovered along the rst stage dovetail slot on the steam turbine rotor. 2. Experimental procedure Fig. 1 shows the failed rotor shaft sketch. The rotor was cut in order to open the crack and analyze the fracture surface. A forging hammer performed the crack opening. Chemical analyses were performed using the optical emission spectroscopy method. These analyses were performed proximal and distal to both the fracture surface and the rotor bore. Several mechanical tests were conducted on the shaft: tensile and resilience tests were performed in different positions (proximal and distal to both the fracture surface and the rotor bore) and on different orientations in relation to the shaft axis (circumferential, radial and longitudinal). After the visual examination, the fracture surface was cut into 24 parts in order to carry out SEM (scanning electron microscope) study on the fracture surface. The SEM was equipped with an EDS (energy dispersive spectroscopy) probe for local chemical analyses.Metallographic analyses were performed to characterize the rotor microstructure in different positions (proximal and distal from both the fracture surface and shaft bore). These analyses were performed using optical microscopy and SEM. Microstructure samples were prepared by grinding and polishing and they were etched in Nital 2% (2 ml HNO3 and 98 ml ethanol applied for 10 s). Micro-hardness Vickers tests were carried out applying a 10 mN load for 15 s on the fracture surface. 3. Results and discussion After the blades removal, the crack appeared in the rst stage groove. The rotor was examined extensively prior to the cutting operation, and the crack was circumferential along the rst stage and with a width of approximately 23 mm. No non-destructive tests (NDT) were necessary for detection. Liquid penetrant inspection was likewise carried out on the entire shaft length in order to locate other non-visible cracks, however no other cracks were detected. The crack was present along the entire circumference of only the rst stage dovetail slot. Multiple equally-spaced indentations were present on the dovetail slot (Fig. 2). These indentations were very likely due to the blade xing technique and measured approximately 1.5 mm long and 0.4 mm deep. This type of defect was also present on the other dovetail slot stages.

Fig. 1. Failed rotor sketch.

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Fig. 2. Aspect of the dovetail slot: visible crack and indentations.

Table 1 Chemical composition of the rotor near the bore and the fracture surface. El wt.% C 0.308 Si 0.0490 Mn 0.72 P 0.0056 S 0.0041 Cr 1.53 Ni 0.640 Mo 1.067 Cu 0.0770 V 0.314

The chemical composition was quite similar in all analyzed zones. An example of these tests is reported in Table 1. These values fully comply with the standard ASTM A471. The mechanical tests results are reported in Tables 2 and 3. Mechanical properties were homogeneous on the entire shaft section (proximal and distal to the fracture surface) and in different directions (longitudinal, circumferential and radial direction). In addition, these values are fully compliant with the ASTM A470 standard. After the crack opening operations, the fracture surface was clearly visible. The crack propagation area was widely extended and the residual cross sectional area was about 25% of its original size. Moreover, the crack propagation depth was irregular along the circumference (Fig. 3) and the direction of maximum propagation was at an approximate angular position of 75. The fracture surface showed a typical fatigue rupture, with a clearly detectable fatigue propagation zone and a nal fracture area (due to the crack opening operation). Many typical fatigue beach marks were clearly visible on the fracture surface (fatigue propagation zone). The nal fracture zone showed a brittle morphology. This brittle behavior is related to the equitriaxial stress eld, generated during the crack opening operation [5]. The fatigue fracture surface was heavily oxidized and differing grades of oxidation were clearly visible. The oxidized layer was thick, black and compact near the crack initiation (shaft circumference), while it appeared reddish and thin near the nal fatigue fracture zone. As the oxidized layer rendered observation of the damaged surface difcult, different attempts at oxide etching were made in order to remove the layer. Unfortunately, none of the tested etchants removed the oxide: it was compact and did not react to chemical agents. Four different zones on the fatigue fracture surface are visible (moving from the external boundaries to the nal brittle fracture) in Fig. 4a: 1. 2. 3. 4. a a a a thin annulus (23 mm), where several fracture plane changes were present (Fig. 4b); smooth zone (5060 mm) in which beach marks were not easily visible; beach marks zone in which several beach marks were clearly visible; secondary crack zone intermediate adjoining the nal rupture surface

In spite of several fracture surface parts having been analyzed by SEM, only the analysis conducted on the 135150 sector has been reported. The fracture surface appeared to be better preserved in this sector. Although the fracture surface was oxidized, the SEM analysis revealed important crack features. In the rst zone, being the most external, many fracture plane changes were evident. All of these changes corresponded to the indentations present on the dovetail slot. Near the shaft edge the fracture surface appeared slightly more even than that

Table 2 Mechanical properties near the fracture surface in different direction, the value in brackets is the standard deviation. Set (MPa) Circumferential Longitudinal Radial Rp0.2 (MPa) 542 (1.3) 542 (1.2) 541 (3.1) Rm 682 (2.4) 683 (2.9) 680 (2.4) A (%) 21 (2.2) 23 (0.6) 20 (1.1) Z (%) 50 (3.2) 65 (1.3) 54 (2.8) KV (J) 16.2 (1.6) 14.7 (2.3) 16.6 (1.6)

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Table 3 Mechanical properties far from the fracture surface in different direction, the value in brackets is the standard deviation. Set Circumferential Longitudinal Radial Rp0.2 (MPa) 544 (1.4) 547 (1.8) 545 (2.8) Rm (MPa) 694 (0.9) 689 (1.5) 692 (3.1) A (%) 21 (0.9) 24 (0.7) 21 (0.5) Z (%) 55 (2.9) 67 (0.8) 58 (1.5) KV (J) 17.3 (1.9) 23.5 (2.0) 21.0 (1.5)

Fig. 3. Fracture surface after the crack opening. A cut along the diameter was necessary to open the crack.

Fig. 4. Fatigue fracture surface zone (a). Detail of the external zone (b): plane changes were evident.

of the inner parts. The crack plan changes were evident in this zone (by visual examination). Fig. 5a shows crack plane changes at high magnication. They appeared smooth, shiny (with QBSD probe) and not oxidized. This is probably due to the relative movement of the two sides of the fracture surface while it was in operation. Fatigue striations were also present in this zone and they were parallel to the shaft edge but they turned in proximity to the crack plane changes (Fig. 5b). In the second fatigue fracture zone SEM analysis did not distinguish any particular features. In the third fatigue fracture zone morphological analysis showed beach marks on the oxidized layer (Fig. 6). River patterns were detectable in the last fatigue fracture zone. These radial stepwise lines indicated the proximity of unstable crack propagation, and were related to the impending catastrophic failure of the component [6]. SEM analysis was also conducted on the nal brittle fracture and showed a typical brittle transgranular morphology (cleavage fracture) due to the particular tri-axial stress eld generated during the opening crack operation. Various decohesion

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Fig. 5. Plane change detail: (a) QBSD analysis; (b) striation near the plane change.

Fig. 6. SEM analysis on fatigue fracture surface third zone: (a) low and (b) high magnication.

zones were present, however these are typically found in the brittle fracture of a forged component, especially in the bore area. A lateral section of the fracture surface was prepared and analyzed after the fracture surface examination. In this section, oxide thickness was measurable at approximately 6070 lm thick. The oxide thickness decreased starting from the shaft edge to the bore (Fig. 7a) as a result of the gradual opening of the crack during the components service life. The oxide morphology along the fracture surface section was not uniform: near the fracture surface it was compact and became porous 30 lm away (Fig. 7a). In addition, during SEM study of the fracture section, many secondary cracks were found beneath the surface in zone three and four of the fracture surface (Fig. 7b). These were internally oxidized and presented transgranular morphology. These cracks are normally found in the nal section of a fatigue crack.

Fig. 7. Lateral section: oxide thicknesses (a) near the rotor surface (b) below the third fatigue fracture zone.

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Fig. 8. Section beneath the fracture surface (QDSD): secondary cracks were visible in the region near the indentation at low (a) and high (b) magnication.

Fig. 9. Metallographic sections (a) beneath the fracture surface near the rotor surface and (b) near the rotor bore.

Fig. 10. Evidence of work hardening near the indentation on a metallographic section below the fracture surface.

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Fig. 11. Microhardness test on a metallographic section below the fracture surface.

Table 4 Microhardness number on a section under the fracture surface. Point (#) 1 2 3 4 5 6 7 8 9 10 Microhardness (HV) 242.9 277.2 285.9 267.4 219.4 206.8 203.6 196.6 206.1 202.7 Point (#) 11 12 13 14 15 16 17 18 19 20 Microhardness (HV) 200.6 198.8 196.0 202.6 216.3 217.6 285.8 277.9 255.9 193.6

Metallographic analysis was carried out in order to determine material microstructure both proximal and distal to the fracture surface. The analysis showed a typical martensitic structure [7] in every observed shaft zone. The metallurgical structure was normal and no abnormal defects were present. Several carbide networks were present at grain boundaries. They are typically present in the microstructure of a high temperature component in operation for thousands of service hours (Fig. 8). In order to better understand the fatigue origin, a metallographic section was obtained from the external annulus, just below the fracture surface. This section was prepared by grinding a portion of the fracture surface. The SEM observation highlighted secondary internally oxidized cracks perpendicular to the shaft edge (0.1 mm long). This was due to extended exposure to high temperature (Fig. 9). The origin of these cracks could be the blade xing method. In addition, the metallographic analysis was carried out on the section beneath the fracture surface. Fig. 10 shows the material work hardening [8] corresponding to the dovetail slot indentations. The material work hardening was also conrmed by the micro-hardness test values (Fig. 11 and Table 4). Micro-hardness numbers were higher in the dovetail slot indentation zones than in the zone between the two indentations. The blade xing indentation method induced an altered metallurgical status on the shaft surface in terms of structure, hardness and residual compressive stresses. A simplied FEM simulation showed the material work hardening effect (Fig. 12). FEM analysis was performed assuming a surface thermal stress of about 400 MPa (due to the transient thermal stress during start-up and shutdown) and a residual stress of about 50 MPa due to work hardening [9,10]. Considering this input data, the stress eld on the component surface reached its maximum in between the two indentations. The simulation results also explained the particular fatigue striations gure. The fatigue crack origins were between the two indentations due to the high stress intensity, and then the cracks propagated parallel to the shaft surface. The workhardened zones, due to dovetail slot indentations, acted as obstacles during the rst crack growth period. These regions were harder than the surrounding areas and the cracks did not propagate across them. When the cracks were large enough they coalesced and the work hardened zones broke, originating crack plane changes. After this initial period, the main crack propagated according to a fatigue phenomenon. The analysis performed underlined the conclusion that crack origination was neither due to corrosion nor fretting fatigue phenomena. The only possible explanation for the crack initiation was the thermal gradient during start-up and the resultant presence of high stress concentration in the rst groove [9,10], which was magnied by the presence of the indentions. However, it is worth mentioning that the specic initiation sites did not correspond to the areas containing the highest stress concentration, but instead to the rim, where the work hardening was not strong enough to prevent crack initiation.

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Fig. 12. Indentation effect simulation (FEM). The white arrows indicate the blades position. Stresses reported in MPa.

4. Conclusion In conclusion, mechanical fatigue shall be considered the unique root cause of the failed component and the transient thermal stresses the origin of this phenomenon: these stresses resulted from bore to periphery thermal gradient during turbine startup and shutdown [11,12]. Rotor surface thermal stresses were greatest in areas of high stress concentration (i.e. indentations) and where high bore to periphery temperature differentials existed [13]. The initiation and propagation of cracks at the rotor surface resulted from low cycle high strain fatigue, due to cyclic thermal stressing from startup and load changing [3]. This cyclic stress eld promoted small crack (0.10.2 mm) initiation and slow propagation at the rotor surface. The coalescence of the small surface cracks formed a wide principal circumferential crack at the shaft periphery [2]. The risk of shaft fracture due to this circumferential crack depended on its progression by thermal stresses to a size large enough to allow failure by mechanical high cycle fatigue (due to rotor self weight cyclic bending stresses). Cracks like these are also dangerous because their position makes them difcult to detect. Changes in the Electricity Supply Industry (marked by the end of monopoly age) include substantial and increasing commercial pressure to operate the steam turbine plant on a exible basis. The increase in annual start cycles basically enhances the rotor material degradation rate [3]. Moreover, dovetail slot indentations are detrimental to rotor safety because they induce a further stress increase on the component surface. The indentations are the resultant marks of blade xing, which is a very common xing procedure, but unfortunately, within the context of the new energy market, not a good practice. New turbine projects take this problem into account, and the xing methods have been modied. Further accurate ND tests should be performed on steam turbines in operation to determine the existence of early stage fatigue cracks (as suggested by many authors [1416]). References
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