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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 289 records · Page 16
All sourcesNASA NTRSDOE OSTI
DOE OSTI2014

Solid Oxide Fuel Cells Operating on Alternative and Renewable Fuels

This DOE project at the Pennsylvania State University (Penn State) initially involved Siemens Energy, Inc. to (1) develop new fuel processing approaches for using selected alternative and renewable fuels – anaerobic digester gas (ADG) and commercial diesel fuel (with 15 ppm sulfur) – in solid oxide fuel cell (SOFC) power generation systems; and (2) conduct integrated fuel processor – SOFC system tests to evaluate the performance of the fuel processors and overall systems. Siemens Energy Inc. was to provide SOFC system to Penn State for testing. The Siemens work was carried out at Siemens Energy Inc. in Pittsburgh, PA. The unexpected restructuring in Siemens organization, however, led to the elimination of the Siemens Stationary Fuel Cell Division within the company. Unfortunately, this led to the Siemens subcontract with Penn State ending on September 23rd, 2010. SOFC system was never delivered to Penn State. With the assistance of NETL project manager, the Penn State team has since developed a collaborative research with Delphi as the new subcontractor and this work involved the testing of a stack of planar solid oxide fuel cells from Delphi.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2019

Fuel Plate Surface Temperature in a Fully-Uncovered Fuel Assembly after a Loss-of-Coolant Accident in an MTR-Type Research Reactor

A methodology and model that were developed in the 1960s for calculating the peak fuel temperature in an MTR fuel assembly in a reactor core that has been fully-uncovered in a hypothetical loss-of-coolant accident (LOCA) are revived and updated in this report. The semi-empirical one-node model is based on experiments on fuel elements for the Oak Ridge Research Reactor (ORR) and the Low Intensity Testing Reactor (LITR) that were done in the 1950s and 1960s at the Oak Ridge National Laboratory. The peak plate temperature in 18 LOCA tests in the ORR and two of 24 tests in the LITR, calculated using the model, are compared with experiments. The original model was used in LOCA analyses for the Omega West Reactor (OWR) at Los Alamos National Laboratory with HEU fuel and for three cores of the University of Virginia Reactor (UVAR) with both HEU and LEU fuels. The LOCA analyses for UVAR using this model were accepted for licensing purposes by the US Nuclear Regulatory Commission for an assembly containing 12 HEU fuel plates in 1970, an assembly containing 18 HEU fuel plates in 1984, and an assembly containing 22 LEU silicide fuel plates in 1994. The analyses done for the OWR and UVAR are repeated here and compared with data in the original reports in order to establish the validity of the model revived in this report. The model is then used in a subsequent LOCA analysis for the HEU and LEU cores of the RPI MTR-type reactor in Portugal. It can also be applied to other MTR-type reactors with designs similar to the LITR.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2020

Performance of Vehicle Fuel System Elastomers and Plastics with Test Fuels Representing Gasoline Blended with 10% Ethanol (E10) and 16% Isobutanol (iBu16)

The compatibilities of fuel system elastomers and plastics were evaluated for test fuels containing 16 vol.% isobutanol (iBu16) and 10 vol.% ethanol (E10). Elastomers included two fluorocarbons, four acrylonitrile butadiene rubbers (NBRs), and one type of fluorosilicone, neoprene, and epichlorohydrin/ethylene oxide. Plastic materials included four nylon grades, three polyamides, polytetrafluoroethylene (PTFE), polyvinylidene fluoride (PVDF), ethylene tetrafluoroethylene (ETFE), polyphenylene sulfide (PPS), high-density polyethylene (HDPE), polybutylene terephthalate (PBT), polyoxymethylene (POM), flexible polyvinylchloride (PVC), polyetherimide (PEI), polyetheretherketone (PEEK), and a phenol formaldehyde reinforced with glass fiber (GFPF). For each polymer material, the volume, mass, and hardness were measured before and after drying. Dynamic mechanical analysis (DMA) measurements were also performed on the dried specimens.For the elastomer materials the measured properties were similar for both fuels. The fluorocarbons and fluorosilicone swelled the least (~20%), while more moderate (20-45%) expansion occurred for the two NBR hose grades and (ECO). HNBR, neoprene, and silicone exhibited high swelling and softening, which likely precludes their use in many fuel systems. For the plastic materials, the observed swell was low; Nylon 11 swelled around 15%, but otherwise, their measured swell was <10%. Many of the plastics also showed sensitivity to alcohol type, as the E10 test fuel often imparted appreciably higher swell than iBu16. In general, the plastic materials showed good compatibility with the iBu16 and E10 test fuels. Here, the sole exception was the PVC material, which was structurally degraded from exposure to either fuel type. Compositional analysis showed high fuel retention in Nylon 12 and PVC. PVC also experienced a significant reduction in plasticizer compounds following exposure, which resulted in embrittlement and an increase in the glass-to-rubber transition temperature.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Optimizing Long Term Hydrogen Fueling Infrastructure Plans on Freight Corridors for Heavy Duty Fuel Cell Electric Vehicles

The development of a future hydrogen energy economy will require the development of several hydrogen market and industry segments including a hydrogen based commercial freight transportation ecosystem. For a sustainable freight transportation ecosystem, the supporting fueling infrastructure and the associated vehicle powertrains making use of hydrogen fuel will need to be co-established. This paper develops a long-term plan for refueling infrastructure deployment using the OR-AGENT (Optimal Regional Architecture Generation for Electrified National Transportation) tool developed at the Oak Ridge National Laboratory, which has been used to optimize the hydrogen refueling infrastructure requirements on the I-75 corridor for heavy duty (HD) fuel cell electric commercial vehicles (FCEV). This constraint-based optimization model considers existing fueling locations, regional specific vehicle fuel economy and weight, vehicle origin and destination (OD), vehicle volume by class and infrastructure costs to characterize in-mission refueling requirements for a given freight corridor. The authors applied this framework to determine the ideal long term public access locations for hydrogen refueling (constrained by existing fueling stations and dispensing technology), the minimal viable cost to deploy sufficient hydrogen fuel dispensers, and associated equipment, to accommodate a growing population of hydrogen fuel cell trucks. So the framework discussed in this paper can be expanded and applied to additional electrified powertrains as well as a larger interstate system, expanded regional corridor, or other transportation networks.

08 HYDROGEN↗
NASA NTRS1982

Effect of hydrocarbon fuel type on fuel

A modified jet fuel thermal oxidation tester (JFTOT) procedure was used to evaluate deposit and sediment formation for four pure hydrocarbon fuels over the temperature range 150 to 450 C in 316-stainless-steel heater tubes. Fuel types were a normal alkane, an alkene, a naphthene, and an aromatic. Each fuel exhibited certain distinctive deposit and sediment formation characteristics. The effect of aluminum and 316-stainless-steel heater tube surfaces on deposit formation for the fuel n-decane over the same temperature range was investigated. Results showed that an aluminum surface had lower deposit formation rates at all temperatures investigated. By using a modified JFTOT procedure the thermal stability of four pure hydrocarbon fuels and two practical fuels (Jet A and home heating oil no. 2) was rated on the basis of their breakpoint temperatures. Results indicate that this method could be used to rate thermal stability for a series of fuels.

Wong, E. L.↗
NASA NTRS1990

Fuel-rich catalytic combustion: A fuel processor for high-speed propulsion

Fuel-rich catalytic combustion of Jet-A fuel was studied over the equivalence ratio range 4.7 to 7.8, which yielded combustion temperatures of 1250 to 1060 K. The process was soot-free and the gaseous products were similar to those obtained in the iso-octane study. A carbon atom balance across the catalyst bed calculated for the gaseous products accounted for about 70 to 90 percent of the fuel carbon; the balance was condensed as a liquid in the cold trap. It was shown that 52 to 77 percent of the fuel carbon was C1, C2, and C3 molecules. The viability of using fuel-rich catalytic combustion as a technique for preheating a practical fuel to very high temperatures was demonstrated. Preliminary results from the scaled up version of the catalytic combustor produced a high-temperature fuel containing large amounts of hydrogen and carbon monoxide. The balance of the fuel was completely vaporized and in various stages of pyrolysis and oxidation. Visual observations indicate that there was no soot present.

Brabbs, Theodore A.↗
NASA NTRS1990

Fuel-rich catalytic combustion - A fuel processor for high-speed propulsion

Fuel-rich catalytic combustion of Jet-A fuel was studied over the equivalence ratio range 4.7 to 7.8, which yielded combustion temperatures of 1250 to 1060 K. The process was soot-free and the gaseous products were similar to those obtained in the iso-octane study. A carbon atom balance across the catalyst bed calculated for the gaseous products accounted for about 70 to 90 percent of the fuel carbon; the balance was condensed as a liquid in the cold trap. It was shown that 52 to 77 percent of the fuel carbon was C1, C2, and C3 molecules. The viability of using fuel-rich catalytic combustion as a technique for preheating a practical fuel to very high temperatuers was demonstrated. Preliminary results from the scaled up version of the catalytic combustor produced a high-temperature fuel containing large amounts of hydrogen and carbon monoxide. The balance of the fuel was completely vaporized and in various stages of pyrolysis and oxidation. Visual observations indicate that there was no soot present.

Brabbs, Theodore A.↗
DOE OSTI2013

Turbine combustor with fuel nozzles having inner and outer fuel circuits

A combustor cap assembly for a turbine engine includes a combustor cap and a plurality of fuel nozzles mounted on the combustor cap. One or more of the fuel nozzles would include two separate fuel circuits which are individually controllable. The combustor cap assembly would be controlled so that individual fuel circuits of the fuel nozzles are operated or deliberately shut off to provide for physical separation between the flow of fuel delivered by adjacent fuel nozzles and/or so that adjacent fuel nozzles operate at different pressure differentials. Operating a combustor cap assembly in this fashion helps to reduce or eliminate the generation of undesirable and potentially harmful noise.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2019

Separate Effects Miniature Fuel Irradiation Testing to Support Fuel Safety

The recent interest in advanced fuel forms that offer increased thermal conductivity and uranium density, as well as modifications (e.g., use of dopants or additives) to traditional UO2 fuel, necessitates a vehicle for performing high-throughput irradiation testing of these fuels before they can be safely deployed. This interest, combined with the recent decommissioning of the Halden Reactor, places a strong burden on the remaining test reactors to provide the scientific data needed to advance these fuels toward commercialization. Oak Ridge National Laboratory is actively working to alleviate some of this burden by commissioning a new “MiniFuel” test facility that will provide a vehicle for performing accelerated separate-effects irradiation testing of sub-sized nuclear fuel specimens. The small size of the fuel allows for a flexible irradiation vehicle capable of exploring a wide range of fuel performance variables within a reasonable time and cost. This paper describes the experiment facility, and the initial irradiation experiments being performed including uranium nitride (UN) kernels, coated tristructural-isotropic (TRISO) UN particles, doped and un-doped (reference) UO2 disks, U3Si2 disks, and fully ceramic microencapsulated (FCM) pellets with UN kernels and a SiC matrix. A focus is placed on the performance of miniature FCM pellets, which are being considered as the ultimate accident tolerant fuel for light water reactors. The experiments described in this paper will provide basic scientific data (e.g., swelling, fission gas release) regarding irradiation performance under well-characterized conditions.

Petrie, Christian↗
DOE OSTI2018

Insights on fuel performance in advanced compression ignition engines: combining engine thermodynamic trajectory and fuel ignition delay iso-contour

With the development of various low temperature engine combustion strategies, the behavior of gasoline-type fuels under compression ignition conditions has attracted extensive research interest. In this study, gasoline surrogates based on toluene primary reference fuel blends (TPRF) with different research and motor octane numbers (i.e., RON and MON) and fuel octane sensitivity (OS) have been strategically designed using a recently established surrogate model, and their combustion chemistry is further described using a well-validated kinetic mechanism. Based on a typical advanced compression ignition engine configuration, the crank angle corresponding to 50% total heat release (CA50) was utilized as an indicator of the overall fuel reactivity, and representative engine operating conditions have been selected based on the regime exhibited from the CA50 iso-contours. By combining the thermodynamic trajectory and ignition delay isocontours, useful insights on the fuel reactivity and sensitivity have been obtained to evaluate the fuel performance under various engine operating regimes with distinct chemistry, accounting for the effects of equivalence ratio and ratio of exhaust gas recirculation (EGR). This study provides useful insight on the different effects of engine operating conditions on a fuel’s performance following different engine trajectories, based on the different controlling fuel chemistry.

Tao, Mingyuan↗
DOE OSTI2022

Fuel Properties of Oxymethylene Ethers with Terminating Groups from Methyl to Butyl

Oxymethylene ethers (OMEs) have been studied as possible additives or replacements for diesel fuels. Typically, studies have considered only methyl-terminated OMEs. Recent structure-property relationship models suggest that extended-alkyl OMEs may provide improvements to many of the properties of methyl-terminated OMEs that make them less suitable as diesel fuel blendstocks. In this work, we describe the synthesis and characterization of 16 different OMEs with methyl, ethyl, propyl, butyl, isopropyl, and isobutyl terminating alkyl groups with varying oxymethylene chain length. Indicated Cetane Number, Lower Heating Value, Flash Point, Density, Viscosity, Vapor Pressure, and Oxidative Stability are tested via ASTM standard methods. Additionally, Water Solubility, Boiling Point, seal material compatibility, and sooting propensity (via the Yield Sooting Index) are measured for these fuels. For diesel compatibility, all tested OMEs except smaller methyl and ethyl OMEs, and the branched isopropyl OME, meet cetane number requirements. Further, extending the alkyl end group increases the heating value, but all OMEs, due to their oxygen content, have heating values less than diesel; despite this, all OMEs show significant reductions in soot production per unit heating value. Only the heaviest OMEs meet diesel viscosity requirements, and most are higher density than diesel. OMEs with larger alkyl groups show the highest stability under accelerated auto-oxidation conditions. Increases in alkyl group length cause order of magnitude reduction in water solubility, from hundreds of g/L for methyl terminated OMEs to hundreds of mg/L for butyl terminated OMEs. Limited seal material testing indicates that PEEK polymers are unaffected by OMEs; while extended alkyl groups may improve compatibility with FKM (Viton), other common elastomers (NBR, silicone) remain incompatible with all tested OMEs. Overall, it is found that methyl-terminated OMEs exhibit the most potential for soot reduction, but OMEs with larger propyl and butyl terminating alkyl groups show improved compatibility with existing diesel systems.

09 BIOMASS FUELS↗
DOE OSTI2019

Evaluation of Tellurium as a Fuel Additive in Neodymium-Containing U-Zr Metallic Fuel

Phase-stability in a U-Zr-Te-Nd multi-component metallic fuel for advanced nuclear reactors is systematically investigated by taking into account binary, ternary and quaternary interactions between elements involved. Historically, the onset of fuel-cladding chemical interactions (FCCI) greatly limits the burnup potential of U-Zr fuels primarily due to interactions between lanthanide fission products and cladding constituents. Tellurium (Te) is evaluated as a potential additive for U-Zr fuels to bind with lanthanide fission products, e.g. neodymium (Nd), negating or mitigating the FCCI effect. Potential fresh fuel alloy compositions with the Te additive, U-Zr-Te, are characterized. Te is found to completely bind with Zr within the U-Zr matrix. Alloys simulating the formation of the lanthanide element Nd within U-Zr-Te are also evaluated, where the Te-Nd binary interaction dominates and NdTe is found to form as a high temperature stable compound. The experimental observations agree well with the trends obtained from density functional theory calculations. According to the calculated enthalpy of mixing, Zr-Te compound formation is favored in the U-Zr-Te alloy whereas NdTe compound formation is favored in the U-Zr-Te-Nd alloy. Further, the calculated charge density distribution and density of states provide sound understanding of the mutual chemical interactions between elements and phase-stability within the multi-component fuel.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2019

Technoeconomic and Life-Cycle Analysis of Single-Step Catalytic Conversion of Wet Ethanol into Fungible Fuel Blendstocks

Technoeconomic and life-cycle analyses are presented for catalytic conversion of ethanol to fungible hydrocarbon fuel blendstocks, informed by advances in catalyst and process development. Whereas prior work toward this end focused on 3-step processes featuring dehydration, oligomerization, and hydrogenation, the consolidated alcohol dehydration and oligomerization (CADO) approach described here results in 1-step conversion of wet ethanol vapor (40 wt% in water) to hydrocarbons and water over a metal-modified zeolite catalyst. A development project increased liquid hydrocarbon yields from 36% of theoretical to >80%, reduced catalyst cost by an order of magnitude, scaled up the process by 300-fold, and reduced projected costs of ethanol conversion 12-fold. Current CADO products conform most closely to gasoline blendstocks, but can be blended with jet fuel at low levels today, and could potentially be blended at higher levels in the future. Operating plus annualized capital costs for conversion of wet ethanol to fungible blendstocks are estimated at $2.00/GJ for CADO today and $1.44/GJ in the future, similar to the unit energy cost of producing anhydrous ethanol from wet ethanol ($1.46/GJ). Including the cost of ethanol from either corn or future cellulosic biomass but not production incentives, projected minimum selling prices for fungible blendstocks produced via CADO are competitive with conventional jet fuel when oil is $100 per barrel but not at $60 per barrel. However, with existing production incentives, the projected minimum blendstock selling price is competitive with oil at $60 per barrel. Life-cycle greenhouse gas emission reductions for CADO-derived hydrocarbon blendstocks closely follow those for the ethanol feedstock.

09 BIOMASS FUELS↗
DOE OSTI2014

Advanced Fuels Campaign: Light Water Reactor Accident Tolerant Fuel Performance Metrics

The safe, reliable and economic operation of the nation’s nuclear power reactor fleet has always been a top priority for the United States’ nuclear industry. As a result, continual improvement of technology, including advanced materials and nuclear fuels, remains central to industry’s success. Decades of research combined with continual operation have produced steady advancements in technology and yielded an extensive base of data, experience, and knowledge on light water reactor (LWR) fuel performance under both normal and accident conditions. In 2011, following the Great East Japan Earthquake, resulting tsunami, and subsequent damage to the Fukushima Daiichi nuclear power plant complex, enhancing the accident tolerance of LWRs became a topic of serious discussion. As a result of direction from the U.S. Congress, the U.S. Department of Energy Office of Nuclear Energy (DOE-NE) initiated an Accident Tolerant Fuel (ATF) Development program. The complex multiphysics behavior of LWR nuclear fuel makes defining specific material or design improvements difficult; as such, establishing qualitative attributes is critical to guide the design and development of fuels and cladding with enhanced accident tolerance. This report summarizes a common set of technical evaluation metrics to aid in the optimization and down selection of candidate designs. As used herein, “metrics” describe a set of technical bases by which multiple concepts can be fairly evaluated against a common baseline and against one another. Furthermore, this report describes a proposed technical evaluation methodology that can be applied to assess the ability of each concept to meet performance and safety goals relative to the current UO 2 – zirconium alloy system and relative to one another. The resultant ranked evaluation can then inform concept down-selection, such that the most promising accident tolerant fuel design option(s) can continue to be developed for lead test rod or lead test assembly insertion into a commercial reactor within the desired timeframe (by 2022).

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2016

New Approach to Eccentric Positioning of Fuel Assemblies in a Spent Fuel Pool

Criticality analyses of a spent fuel pool (SFP) typically assume the fuel assemblies are centered in the cells. In reality fuel assemblies are not constrained to be centered but can be placed anywhere within the available space. For SFPs with absorber panels it has been shown that the most reactive condition is with the fuel assemblies centered. However, for SFPs without absorber panels eccentric positioning of assemblies increases reactivity. Historically, it was common practice to analyze eccentric positioning by modeling a 2x2 arrangement of the fuel where each assembly is positioned toward the center (with reflective or periodic bounding conditions). The delta k between the eccentric model and the center model was taken as an uncertainty which was then statistically combined with other uncertainties. This historical approach had two problems. First, arrangement of more than 4 assemblies placed toward the center of the model produced higher k's. Second, in a large pool it was likely that 4 assemblies collocated toward each other would exist so asymmetry should be treated as a bias rather than an uncertainty. The number of collocated assemblies is important to the magnitude of the effect. Since spent fuel pools are large it is expected that some collocated eccentrically placed assemblies will occur so the eccentric placement reactivity should be accounted for by a bias. The magnitude of this bias depends greatly on the number of eccentrically placed assemblies that are collocated. A simple probability model assuming random placement can be used to establish the number of collated eccentric assemblies. It has been shown that for a SFP with 800 cells there is less than a 5% probability that more than 16 eccentric assemblies will be collocated. The eccentricity bias using 16 eccentric assemblies collocated is small (on the order of 0.001 in delta k or less) and should be easy to add as a bias in the SFP criticality analysis.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2018

Swelling of Uranium Dioxide–Silumin Dispersion Fuel Composition in Experimental Fuel Elements of the SM Reactor

A variant of experimental dispersion fuel elements with a displacer and uranium dioxide-silumin fuel composition, which were proposed for modernizing the core of the SM reactor, was investigated. The fuel elements were irradiated in a wide spectrum of neutron- and thermophysical parameters of the reactor’s reflector channel. The fuel elements showed satisfactory radiation resistance at thermal flux density 5.8–8 MW/m{sup 2} and burnup to 45%. The swelling of the fuel composition was analyzed. It is shown that of three possible components of the swelling the one due to gaseous fission products makes the main contribution, approximately 3/4 of the total amount. The interaction of the fuel components results in compaction of the kernel and promotes some compensation of the swelling, increasing as the interaction increases. These investigations show that the depth of burnup at the achieved thermal flux density for fuel elements with a displacer is not the limit.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2020

Uncovering Uranium Isotopic Heterogeneity of Fuel Pellets from the Fifth Collaborative Materials Exercise of the Nuclear Forensics International Technical Working Group

In 2017, the Nuclear Forensics International Technical Working Group (ITWG) organized their fifth 37 Collaborative Materials Exercise (CMX-5). The exercise samples were two uranium dioxide fuel pellets 38 manufactured from the same starting materials by different processes to have similar bulk isotopic 39 composition, but different spatial uranium isotopic distributions. Sets of identical materials were sent to 40 all participating laboratories, who then utilized their existing nuclear forensic capabilities to 41 independently analyse fuel pellets and identify similarities and differences of the materials’ 42 characteristics. The analytical methods used to probe the fuel pellets included ex situ, such as sectioning 43 or breaking up the pellets and analyzing dissolved pieces using inductively coupled plasma mass 44 spectrometry (ICP-MS), analyzing particles collected from intact or fragmented pellets by secondary ion 45 mass spectrometry (SIMS), as well as in situ methods, such as laser ablation coupled with ICP-MS, 46 autoradiography and nanoSIMS. In this paper we present the results of these independent analyses and 47 compare the capabilities of those nuclear forensic analytical methods to uncover details of the isotopic 48 heterogeneity of uranium fuel pellets.

Nuclear Forensic Analysis of Uranium Fuel Pellets,↗
DOE OSTI2020

Coupled fuel performance calculations in VERA and demonstration on Watts Bar unit 1, cycle 1

As the core simulator capabilities in the Virtual Environment for Reactor Applications (VERA) have become more mature and stable, increased attention has been focused on coupling Bison to provide fuel performance simulations. This technique has been a very important driver for the pellet-clad interaction challenge problem being addressed by the Consortium for Advanced Simulation of Light Water Reactors (CASL). Here, two coupling approaches are demonstrated on quarter core problems based on Watts Bar Nuclear Plant Unit 1, Cycle 1: (1) an inline approach in which a one-way coupling is used between neutronics/thermal hydraulics (through MPACT/CTF) and fuel performance (through Bison) but no fuel temperature information is passed back to MPACT/CTF, and (2) a two-way approach (coupled) in which the fuel temperature is passed from Bison to MPACT/CTF. In both approaches, power and temperature distributions from MPACT/CTF are used to inform the Bison simulations for each rod in the core.The demonstrations presented here are the first integrated fuel performance simulations in VERA, which opens many possibilities for future work, including applications to accident-tolerant fuel efforts and transient simulations, which are of critical importance to CASL. These demonstrations also highlight the potential to move away from the current Bison-informed fuel temperature lookup table approach, which is the default in MPACT/CTF simulations, if performance improvements are made in the near future.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗