Crevice Corrosion Behaviors Between CFRP and Stainless Steel 316L for Automotive Applications

Wu, Xiayu; Sun, Yangting; Wang, Jiaming; Jiang, Yiming; Li, Jin

doi:10.1007/s40195-019-00909-z

Cited by 13 publications

(9 citation statements)

References 22 publications

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“…The presence of galvanic action can enhance crevice corrosion. Higher corrosion rate was reported for 316/ CFRP crevice system because of the galvanic factor (Wu et al, 2019). Nickel alloys are known to be corrosion resistant in marine seawater.…”

Section: Introductionmentioning

confidence: 93%

“…It is considered as an emerging advanced structural material that is currently receiving an intensive growing demand. Now, wide application of CFRP is witnessed in automotive and aerospace sectors, oil and gas industries and transportation structure (Li et al, 2018;Chi et al, 2020;Xiayu et al, 2019;Wu et al, 2019). In water, carbon fiber in the composite is waterproof, which makes it suitable for seawater applications (Zhang et al, 2017).…”

Section: Introductionmentioning

confidence: 99%

“…This can lead to a failure of the fastening mechanism, through the loss of its joint strength. A dangerous consequence of possibly loss of toxic materials or a weakened structure stability (Wu et al, 2019;Farfan-Cabrera et al, 2021). In fact, it was reported in some cases that corrosion damage due to crevice corrosion is more substantial than caused by galvanic corrosion (Chi et al, 2019).…”

Section: Introductionmentioning

confidence: 99%

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Investigation of crevice corrosion of metallic fastened joints in carbon fiber reinforced polymer (CFRP) exposed to coastal seawater

Abdulsalam

Presuel-Moreno

2021

ACMM

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Purpose The purpose of this paper is to study the susceptibility of these three commonly used corrosion resistance fasteners in seawater. For a more practical scenario, a local Atlantic coastal seawater as received was used. Design/methodology/approach Carbon fiber reinforced polymer (CFRP) was fabricated with T700 carbon fiber (Toray Inc.) and VE8084 vinyl ester resin (Ashland) to make a unidirectional composite panel of thickness 1.8 mm. A conductive paint was applied to one of the sample edges that was perpendicular to the fiber direction, providing an electrical contact with carbon fibers to connect a copper wire. This external electric connection was used for potential measurements of both the open circuit potential (OCP) of the CFRP sample, and the mixed potential of the fastened set: consisting of the CFRP and the metallic fastener fastened to it. Three common fastener alloys were selected: 316SS, Monel and Titanium. For this purpose, a high impedance voltmeter was used in conjunction with a saturated calomel reference electrode. Measurements were taken daily. For longer time measurements, a four-channel high impedance analog data logger was used with 30 min sampling rate. Findings For both 316SS and Monel fastened sets, crevice corrosion occurred inside the occluded regions of the set, when immersed in coastal seawater. The attack was more severe for 316 stainless steel set. An isolated island attack of faceted surfaces morphology was seen for 316SS set. While, a circular ring of preferential grain boundary attack appeared for Monel set, indicating an IR (voltage) drop mechanism is more likely operating. Titanium-fastened sets showed high resistance to crevice corrosion when simmered in seawater. However, for long-time exposure, the sets became more susceptible to crevice corrosion attack supported by CFRP attachment (oxygen reduction reaction taking place at the carbon fibers). Originality/value Evidently, titanium, stainless steels and Monel are good candidates for galvanic corrosion resistance. However, their susceptibility to crevice corrosion when coupled with CFRP is a new challenging topic that needs further investigation. This is very important today because the vast application witnessed for CFRP material. This work involves developing an original methodology for this kind of investigation and was done at advanced laboratories of SeaTech at Florida Atlantic University by the Atlantic coastline.

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Section: Introductionmentioning

confidence: 93%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Investigation of crevice corrosion of metallic fastened joints in carbon fiber reinforced polymer (CFRP) exposed to coastal seawater

Abdulsalam

Presuel-Moreno

2021

ACMM

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“…316L stainless steel is widely used in aerospace applications, nuclear power plants, [ 1 ] vehicles, [ 2 ] and medical implants [ 3 ] owing to its superior corrosion and oxidation resistance. Unfortunately, the application of many traditional metallurgical routes, such as cold rolling and forging, to strengthen this material often reduces its useful ductility.…”

Section: Introductionmentioning

confidence: 99%

The Formability and Mechanical Properties of 316L Stainless Steel Fabricated by Pulsed Arc Swing Additive Manufacturing

Meng,

Pan,

et al. 2024

steel research int.

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An austenitic stainless steel 316L deposition specimen is fabricated by cold metal transfer‐based swing arc additive manufacturing (CMT‐SAAM), and its formation, microstructure, and tensile properties are investigated. The results showed that the 316L deposited samples exhibited a multi‐layer structure with a small aspect ratio, and the surface forming accuracy is improved with the increase in the swing amplitude. The remelted zone near the interface is dominated by long grains perpendicular to the fusion line, whereas the deposited zone is dominated by columnar dendrites and shows an <100> orientation. Along the building and transverse direction of the swing deposits, the microhardness distribution is uniform. Compared with rollings and forgings, 316L deposited by using the CMT‐SAAM method has both a higher strength and toughness. The average ultimate tensile strength is 573 MPa, and the elongation at break is 52.6%. The high strength and toughness of 316L specimens are attributed to the fine microstructure, high‐density dislocations, and low‐angle grain boundaries (LAGBs) generated during the CMT‐SAAM process.

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“…Furthermore, if a galvanic cell is also in situ, the rate of corrosion is further accelerated, as found by Wu [72]. Where crevice corrosion occurs, Liu [73] found that it imparts up to three times more hydrogen to the underlying steel than under (non-crevice) freely-corroding conditions.…”

Section: Crevice Corrosionmentioning

confidence: 86%

Hydrogen Embrittlement of Automotive Ultra-High-Strength Steels: Mechanism and Minimisation

Lelliott¹

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Automotive manufacturers are increasingly using ultra-high-strength steels in vehicle components to facilitate mass reduction via downgauging. Unfortunately, as the strength of steels increases, so does susceptibility to ‘hydrogen embrittlement’, a process in which ductility is significantly impaired by ingress of hydrogen. Mechanisms and environmental conditions by which this degradation occurs are not fully understood. In this work, 2 fully-ferritic, 2 fully-martensitic boron, and 2 ferrite-martensite dual-phase, ultra-high-strength steels, were assessed for susceptibility to hydrogen embrittlement via 3 key characteristics: firstly, with particular regard to hydrogen evolution under corrosion conditions, through well-established open circuit potential and potentiodynamic polarisation experiments. Exacerbation of hydrogen evolution through galvanic corrosion of a zinc coating was assessed by scanning vibrating electrode technique (SVET), and an attempt made to quantify increased risk of hydrogen evolution during crevice corrosion through a novel time-lapse photography experiment. Secondly, hydrogen diffusivity was assessed via permeation experiments. Finally, degradation in mechanical properties due to diffusing hydrogen was evaluated through slow strain rate tests (SSRT), whereby susceptibility to embrittlement was equated to reduction in ductility of hydrogen-charged test specimens. The fully-ferritic steels showed the greatest resistance to mechanical degradation, attributed to micro-alloy nano-precipitates within their microstructure acting as ‘traps’, leading to lower diffusivity compared to dual-phase steels of equivalent strength. Indeed, lower diffusivity showed a strong correlation with lower levels of embrittlement across all steels. 1000 MPa dual-phase steel showed the greatest degradation in mechanical properties, with fully-martensitic boron steels also found to be particularly susceptible. 1000 MPa dual-phase steel also showed the largest increase in hydrogen evolution reaction in response to polarisation, thought to result from the inherent potential difference between ferrite and martensite phases. Galvanic corrosion of a damaged zinc coating was found to polarise the exposed steel substrate, triggering sufficient hydrogen evolution to reach critical concentrations for embrittlement.

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Crevice Corrosion Behaviors Between CFRP and Stainless Steel 316L for Automotive Applications

Cited by 13 publications

References 22 publications

Investigation of crevice corrosion of metallic fastened joints in carbon fiber reinforced polymer (CFRP) exposed to coastal seawater

Investigation of crevice corrosion of metallic fastened joints in carbon fiber reinforced polymer (CFRP) exposed to coastal seawater

The Formability and Mechanical Properties of 316L Stainless Steel Fabricated by Pulsed Arc Swing Additive Manufacturing

Hydrogen Embrittlement of Automotive Ultra-High-Strength Steels: Mechanism and Minimisation

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