Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “fuel stations”

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.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 289 records · Page 16
All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

Transient Modeling and Simulation of a Generic Stable Salt Reactor

A SAM system-level model of a generic stable salt reactor has been developed to investigate thermal-hydraulic behavior and safety performance under steady and transient conditions. The model integrates information generated from a reactor physics analysis using PROTEUS and PERSENT, and a computation fluid dynamics (CFD) analysis using STAR-CCM+. A loose, iterative coupling scheme between PROTEUS and SAM is implemented to calculate the equilibrium power and temperature distributions in the steady-state critical core condition. The converged steady-state model is then used in PERSENT to calculate the four reactivity feedback temperature coefficients (Doppler, fuel density, coolant density, and core radial expansion) and kinetic parameters that are needed in SAM to model the temperature feedback effects in transient simulations. Within the fully enclosed liquid fuel pins, natural convection is the dominant heat transfer mechanism. The STAR-CCM+ model of the fuel pin considers conjugate heat transfer from the liquid fuel salt to the pin cladding and external reactor coolant. The CFD results of the axial and radial temperature profiles are used to empirically determine an effective fuel salt thermal conductivity in the SAM fuel pin model so that the temperatures predicted by the SAM model match as closely as possible the CFD results. In the central region of the fuel pin, the effective thermal conductivity is as high as similar to 60 times the physical fuel salt thermal conductivity. The whole-plant SAM model is then used to simulate an unprotected station blackout transient. The results of this simulation showed that the large negative fuel axial expansion reactivity feedback reduces fission power to similar to 2.4% nominal power. The core is cooled by natural circulation, which removes heat in the core to the emergency heat removal system, and ultimately, to the ambient. However, peak fuel salt and cladding temperatures can potentially reach as high as 1500 K, albeit briefly, if the shutdown mechanism fails to operate.

stable salt reactor; transient simulations; system↗
NASA NTRS1990

Dynamic Characteristics of Space Station Freedom Mars and Lunar Evolution Reference Configurations

One concept for a manned mission to Mars uses an evolutionary version of Space Station Freedom (SSF) as a transportation node. The station is modified by the addition of dual keels, an upper and lower boom, additional laboratory and habitation modules, increased power and an assembly platform. With these modifications the station is called the Mars Evolution Reference Configuration (MERC). The mass of the station is 65 percent greater than the mass of SSF and its moments of inertia through the mass center are greater by approximately a factor of four. Over a period of months, several flights from Earth to low-Earth-orbit carry the components of a manned Mars piloted vehicle (MPV) to the MERC where the vehicle is constructed on the assembly platform. After each flight the station is reboosted to an appropriate altitude, such that the orbit decay due to atmospheric drag forces lowers the spacecraft to the proper altitude at the appropriate time for rendezvous with the next assembly flight. When the assembly process is completed, the MPV, which has a mass of approximately 200,000 lbm, is situated on the evolutionary station. The mass increase of the MERC with MPV system over SSF is 112 percent and the moments of inertia about axes through the mass center increase by up to a factor of 12. When the MPV is assembled, inspected and verified, the mission is ready to proceed and the MPV is moved from the station to a staging area and mated with fueled trans-Mars injection stages for the flight to Mars. This presentation describes a finite element model of the MERC formulated to investigate the expected low frequency modes and its variation with the addition of a large payload. A basic reboost procedure using near-continuous firing of reaction control system jets is proposed with off-modulation of the jets used to control flight attitude. The reboost procedure is described with the closed-loop attitude control dictating jet on/off cycling based on feedback signals which contain both the rigid body rotation information and the elastic rotations local to the attitude sensor. The presentation contains a description of the dynamic response at critical points of the station during the reboost and concludes with results of a brief study of the dynamic characteristics of a Lunar transportation node configuration.

Ayers, J. Kirk↗
NASA NTRS2001

FEANICS: A Multi-User Facility For Conducting Solid Fuel Combustion Experiments On ISS

The Destiny Module on the International Space Station (ISS) will soon be home for the Fluids and Combustion Facility's (FCF) Combustion Integrated Rack (CIR), which is being developed at the NASA Glenn Research Center in Cleveland, Ohio. The CIR will be the platform for future microgravity combustion experiments. A multi-user mini-facility called FEANICS (Flow Enclosure Accommodating Novel Investigations in Combustion of Solids) will also be built at NASA Glenn. This mini-facility will be the primary means for conducting solid fuel combustion experiments in the CIR on ISS. The main focus of many of these solid combustion experiments will be to conduct basic and applied scientific investigations in fire-safety to support NASA's Bioastronautics Initiative. The FEANICS project team will work in conjunction with the CIR project team to develop upgradeable and reusable hardware to meet the science requirements of current and future investigators. Currently, there are six experiments that are candidates to use the FEANICS mini-facility. This paper will describe the capabilities of this mini-facility and the type of solid combustion testing and diagnostics that can be performed.

Frate, David T.↗
DOE OSTI2023

Techno-economic and environmental assessment of solar-based electrical vehicles charging stations integrated with hydrogen production

With the growing interest in adopting both commercial and residential electric vehicles (EVs) utilizing green renewable energy, the techno-economic assessment of EV charging stations with solar energy is a critical aspect of the transition to sustainable transportation. However, battery storage capacity for variable solar energy production is becoming increasingly less cost-effective due to the higher Lithium price. Complementing solar energy production and battery storage, the potential of combining green hydrogen fuel energy integration with solar energy for EV charging stations can provide a sustainable alternative to reach carbon-free transportation. This research aims to assess the technical and economic viability of grid-connected Photovoltaic (PV)-based EV charging stations across Kentucky based on existing EV load profiles. The study considers different PV system sizes, locations, orientations, and the impact of net metering policies and electricity tariffs on the profitability of the PV systems. Further, using excess PV energy, Lithium-Ion batteries will be charged, which will be assessed considering the techno-economic and environmental impacts of green EV charging stations. To further enhance green renewable energy production, we also investigated the feasibility of on-grid PV-based EV charging stations with Lithium-Ion batteries charged during low tariff periods. In comparison with these scenarios, we studied the potential benefits of integrating green hydrogen energy production using excess solar energy with and without governmental incentives. Furthermore, we assess the environmental impact of these green EV charging stations across Kentucky. Our study indicates that EV stations across Kentucky have similar techno-economic feasibility with insignificant deviation in the levelized cost of electricity, payback period, and PV energy fraction with/without Li-Ion batteries. However, with green hydrogen production, the marginal H 2 production cost indicates the first scenario (on-grid PV energy charging) is the most significant, roughly 10 USD/Kg, which is similar to 1.5 times higher than the second (charging during low-tariff periods) and the third scenarios (power grid to satisfy the demand deficit - approximately 6.5 USD/Kg). From the environmental perspective, the second scenario would be a good option for either hybrid EV/H 2 or EV charging stations in Kentucky, factoring in the hydrogen production cost and the carbon footprint.

08 HYDROGEN↗
DOE OSTI2022

Assessment of the Effect of Prototypic High-Burnup Operating Conditions of Fuel Fragmentation, Relocation, and Dispersal Susceptibility

The US nuclear energy industry is investigating strategies that further reduce the cost of energy production by using its existing fleet of nuclear generating stations. Most nuclear power plant operating costs are associated with purchasing fresh fuel assemblies or the efficiency of the reactor core design. Material costs are typically beyond the operator’s control; however, the core design optimizations offer potential operational savings. The core design envelope available to operators is constrained by two primary regulatory criteria: an enrichment limit of 5% 235 U and a burnup limit of 62 GWD/tU. These constraints have resulted in renewed efforts by the nuclear industry to pursue extending the peak rod-average burnup beyond 62 GWd/tU. This effort will likely require additional safety analyses beyond what is currently accepted by the US Nuclear Regulatory Commission. The purpose of this work is to demonstrate a best estimate plus uncertainty pin-by-pin high-burnup loss of coolant accident analysis technique to assess full-core high-burnup fuel fragmentation, relocation, and dispersal (FFRD) and identify approaches for minimizing or potentially mitigating FFRD through core design optimizations.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2024

Reference Station Risk Assessment for Refueling Heavy-Duty Vehicles Using HyRAM+

The deployment of heavy-duty (HD) hydrogen fuel cell vehicles that are entering the market now is driving the need for expanded HD hydrogen refueling station infrastructure to meet demand. This expansion must prioritize safety and reliability, necessitating careful consideration of the associated risks. In this study, we use a light-duty (LD) hydrogen refueling station as a comparative tool to quantify the risks for a HD station, which is essentially a scaled-up version of a LD station.

08 HYDROGEN↗
DOE OSTI2026

System-of-systems optimization of hydrogen infrastructure for heavy-duty freight corridors: The interstate 10 case study

Medium and heavy-duty freight transportation requires hydrogen energy infrastructure that is cost-effective, operationally reliable, spatially coherent, and resilient to demand variability along major corridors. This paper presents an integrated hydrogen corridor planning framework using Oak Ridge National Laboratory's OR-AGENT that couples freight-driven, route-resolved hydrogen demand modeling with optimized station siting, sizing, and station-level techno-economic analysis. The framework is demonstrated for the Interstate 10 freight corridor and the Houston-to-Los-Angeles region. Hydrogen demand is derived from high-resolution origin–destination freight data, duty-cycle characterization, and physics-based energy consumption modeling. Candidate refueling sites are selected from existing heavy-duty diesel fueling locations and optimized subject to onboard storage and station capacity constraints. Resulting station throughputs are evaluated using established techno-economic models for electrolytic hydrogen production and dispensing infrastructure. Results show that a regional, portfolio-level aggregation, average dispensed electrolytic hydrogen cost of $6.87–$7.26/kg is currently feasible, and is strongly influenced by demand density and utilization.

Sujan, Vivek [ORNL] (ORCID:0000000269882342)↗
DOE OSTI2020

System code evaluation of near-term accident tolerant claddings during pressurized water reactor station blackout accidents

Following the Fukushima Daiichi nuclear accident in 2011, researches on Accident-tolerant fuels (ATFs) are currently of high interest in not only the nuclear industry but also governmental and international organizations. In this work, a quantitative evaluation of the performance of monolithic FeCrAl cladding and Cr-coated Zircaloy cladding has been performed for Pressurized Water Reactor (PWR) Station Blackout (SBO) accidents. A generic PWR model has been built in system thermal-hydraulics code TRACE based on the Surry Nuclear Power Station with counter-current natural circulation modelling capability for hotleg and steam generator U-tube components during the accidents. The base model results are then compared to MELCOR and RELAP simulations to verify the system component implementation in TRACE. Two PWR SBO scenarios were investigated, including: short-term SBO and long-term SBO with early reactor coolant pump (RCP) seal failure. These scenarios are defined to be very similar to the accidents studied in the State-of-the-Art Reactor Consequence Analysis (SOARCA) project. TRACE code is modified to reflect the oxidation kinetics of FeCrAl and Cr-coating. Larson-Miller creep rupture model is also implemented in TARCE using its built-in control systems to simulate the creep rupture of hotlegs. Additionally, the comparison between the TRACE models with and without the counter-current flow modeling resulted in significant difference when comparing ATF cladding to Zircaloy for short term SBO, while it marginal impacted the performance during long term SBO with RCP seal failure. For short term SBO, both ATF cladding underwent hot leg creep rupture ~20 min after Zircaloy cladding. While Zircaloy and Cr-coated cladding had generated significant amount of hydrogen gas (>10 kg) before the creep rupture event, FeCrAl cladding had only generated <0.5 kg of hydrogen gas. For long term SBO with RCP seal failure, significant hydrogen generation and fuel melting was predicted before hot leg creep rupture for the ATF cladding while providing only 10–20 min additional coping time compared to Zircaloy.

73 NUCLEAR PHYSICS AND RADIATION PHYSICS↗
NASA NTRS1978

Pipe Line Control

The array of tanks, pipes and valves in the photo below is a petroleum tank farm in Georgia, part of a petrochemical pipe line system that moves refined petroleum products from Texas and Louisiana to the mid-Eastern seaboard. The same pipes handle a number of different products, such as gasoline, kerosene, jet fuel or fuel oil. The fluids are temporarily stored in tanks, pumped into the pipes in turn and routed to other way stations along the pipe line. The complex job of controlling, measuring and monitoring fuel flow is accomplished automatically by a computerized control and communications system which incorporates multiple space technologies.

Source record↗
DOE OSTI2021

Recent Cryogenic Carbon Capture™ Field Test Results

Sustainable Energy Solutions (SES) has been developing Cryogenic Carbon Capture™ (CCC) since 2008. In that time, two processes have been developed, the External Cooling Loop and Compressed Flue Gas CCC processes (CCC-ECL and CCC-CFG, respectively). The CCC-ECL process cools the flue gas with an external refrigerant loop. This process currently captures up to 1 tonne of CO2 per day (TPD). SES has tested CCC-ECL on real flue gas slip streams from subbituminous coal, bituminous coal, biomass, natural gas, shredded tires, and municipal waste fuels at field sites that include utility power stations, heating plants, cement kilns, and pilot-scale research reactors. The CO2 concentrations from these tests ranged from 5 to 22% on a dry basis. CO2 capture ranged from 95-99+% during these tests. Several other condensable species were also captured including NO2, SO2 and PMxx at 95+%. NO was also captured at a modest rate. The CCC-CFG process has been scaled up to a 0.25 ton per day system. This system has been tested on real flue gas streams including subbituminous coal, bituminous coal, and natural gas at field sites that include utility power stations, heating plants, and pilot-scale research reactors. CO2 concentrations for these tests ranged from 5 to 15% on a dry basis. CO2 capture ranged from 95-99+% during these tests. Several other condensable species were also captured including NO2, SO2, and PMxx at 95+%. NO was also captured at 90+%. Hg capture was also verified and the resulting effluent from CCC-CFG was below a 1ppt concentration. This paper will focus on discussion of the capabilities of CCC generally, the results of CCC-ECL field testing, and future steps surrounding the development of this technology. Test results that will be presented have been collected during 9 months of testing at a commercial power plant under funding from the US Department of Energy (DOE) and the host utility. Testing of one of the systems at a commercial cement plant in the United States will also be discussed. During this testing, the system captured CO2 from the cement plant and stored the CO2 in pressurized tanks. These tanks were provided to a partner company that later used the CO2 in a CO2 utilization demonstration. The CO2 was utilized to cure concrete manufactured using cement from the same plant where the CO2 was captured. This integrated capture and utilization demonstration was the first time that the cement industry has shown in the field that it can sequester its CO2 emissions in its main product stream. This represents a potential game changing solution for industrial CO2 emissions. Operational data and host-site feedback indicate that the CCC process is ideally suited for deployment into a variety of commercial environments. A few areas of de-risking remain to make sure the technology can meet very strict industrial reliability standards. These areas of de-risking are identified and discussed. The product CO2 is shown to meet specification for many uses including industrial and merchant applications. The technology is nearing readiness for deployment at commercial scale and several initial target markets have been identified.

20 FOSSIL-FUELED POWER PLANTS↗
DOE OSTI2023

MC Formula Protocol for H35HF Fueling

A publicly available and verified high-flow fueling protocol for H35 medium-duty (MD) and heavy-duty (HD) hydrogen-powered buses and trucks does not exist. This could lead to transit agencies needing to select suppliers for purchase of new fleet vehicles, and to multiple providers responding with incompatible vehicle designs in the future. With the expansion of MD/HD vehicles using 35 MPa storage, there will be a need for publicly accessible H35HF stations, and these will require the use of a standardized prescriptive fueling protocol. The development of a fully tested and validated H35 high-flow (H35HF) MC Formula fueling protocol for MD and HD buses and trucks can provide guidelines to design H35 stations and vehicles, enable other manufacturers and vehicle original equipment manufacturers (OEMs) to enter this space, and ultimately accelerate to popularize the hydrogen market.

ADVANCED PROPULSION SYSTEMS,ENERGY PLANNING, POLIC↗
DOE OSTI2024

National Electric Vehicle Infrastructure Formula Program (ANNUAL REPORT | PLAN YEAR 2023–2024)

The 2021 Infrastructure Investment and Jobs Act, also known as the Bipartisan Infrastructure Law (BIL), invests $\$$7.5 billion to build out a national electric vehicle (EV) charging network and created the Joint Office of Energy and Transportation (Joint Office) to “study, plan, coordinate, and implement issues of joint concern between the two agencies.” The BIL represents a historic effort to electrify the U.S. transportation system, which has significant potential to reduce U.S. greenhouse gas emissions and help tackle the climate crisis. The U.S. transportation sector accounts for one-third of the nation’s greenhouse gas emissions—the largest share of all primary sectors, including electricity production, industry, commercial and residential, and agriculture. The National Electric Vehicle Infrastructure (NEVI) Formula Program, one of the BIL funding programs, was launched in February 2022, providing nearly $\$$5 billion over 5 years to help states, the District of Columbia, and Puerto Rico (hereafter referred to as “states”) create a network of EV charging stations beginning with designated Federal Highway Administration (FHWA) Alternative Fuel Corridors (AFCs), with an emphasis on the Interstate Highway System. The funding is made available to the states in allocations each year pending FHWA certification of the state’s annual deployment plan. The NEVI program is in its third year, so there's a lot to celebrate. As of July 2024, 39 states have released solicitations for their NEVI programs and eight states have opened their first NEVI-funded stations (61 ports in total), which have already powered thousands of charging sessions for EV drivers across America. Additional stations are in the pipeline with more than 2,500 additional ports having been awarded or conditionally awarded by the states. All states released their Fiscal Year (FY) 2024 deployment plan updates to reflect the new minimum requirements and guidance, and several states added newly designated EV AFCs in their FY 2024 deployment plan updates, bringing the total AFC network of EV corridors to more than 81,000 miles.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Hydrogen carriers: Production, transmission, decomposition, and storage

Recognizing the potential role of liquid hydrogen carriers in overcoming the inherent limitations in transporting and storing gaseous and liquid hydrogen, a complete production and use scenario is postulated and analyzed for perspective one-way and two-way carriers. The carriers, methanol, ammonia and toluene/MCH (methylcyclohexane), are produced at commercially viable scales in a central location, transmitted by rail or pipelines for 2000 miles, and decomposed near city gates to generate fuel-cell quality hydrogen for distribution to refueling stations. In terms of the levelized cost of H 2 distributed to the stations, methanol is less expensive to produce (1.22 dollars per kg-H 2 ) than MCH (1.35 dollars per kg-H 2 ) or ammonia (2.20 dollars per kg-H 2 ). Levelized train transmission cost is smaller for methanol (0.63 dollars per kg-H 2 ) than ammonia (1.29 dollars per kg-H 2 ) or toluene/MCH system (2.07 dollars per kg-H 2 ). Levelized decomposition cost is smaller for ammonia (0.30-1.06 dollars per kg-H 2 ) than MCH (0.54-1.22 dollars per kg-H 2 ) or methanol (0.43-1.12 dollars per kg-H 2 ). Over the complete range of demand investigated, 10-350 tpd-H 2 , the levelized cost of H2 distributed to stations is aligned as methanol « ammonia ~ MCH. With pipelines at much larger scale, 6000 tpd-H 2 , the levelized cost decreases by ~1 dollar per kg-H 2 for ammonia and MCH and much less for methanol. Methanol is a particularly attractive low-risk carrier in the transition phase with lower than 50-tpd H 2 demand.

08 HYDROGEN↗
DOE OSTI2023

National Electric Vehicle Infrastructure Formula Program Annual Report: Plan Year 2022-2023

The National Electric Vehicle Infrastructure (NEVI) Formula Program provides nearly $5 billion over 5 years to help states, the District of Columbia, and Puerto Rico (hereafter referred to as “states”) create a network of fast EV charging stations along designated Federal Highway Administration (FHWA) Alternative Fuel Corridors (AFCs), with emphasis along the Interstate Highway System. The first-year deployment plans were submitted to and reviewed by the Joint Office and FHWA and certified by FHWA in September 2022. To support the rollout of the NEVI Formula Program, the Joint Office has been providing technical assistance to the states since February 2022 and has developed DriveElectric.gov to serve as the front door for federal efforts to build out a national charging network. This report summarizes the key activities of the Joint Office in relation to the NEVI program and provides an individual and collective overview of the first-year deployment plans. The Joint Office will utilize the summary of these plans to inform program improvement and future technical assistance activities to support the states as they begin to implement their EV charging infrastructure.

33 ADVANCED PROPULSION SYSTEMS↗
NASA NTRS1980

Data analysis of P sub T/P sub S noseboom probe testing on F100 engine P680072 at NASA Lewis Research Center

Results from the altitude testing of a P sub T/P sub S noseboom probe on the F100 engine are discused. The results are consistent with sea level test results. The F100 engine altitude test verified automatic downmatch with the engine pressure ratio control, and backup control inlet case static pressure demonstrated sufficient accuracy for backup control fuel flow scheduling. The production P6 probe measured Station 6 pressures accurately for both undistorted and distorted inlet airflows.

Foote, C. H.↗
NASA NTRS1981

Applications study of advanced power generation systems utilizing coal-derived fuels. Volume 1: Executive summary

The technology status of phosphoric acid and molten carbon fuel cells, combined gas and steam turbine cycles, and magnetohydrodynamic energy conversion systems was assessed and the power performance of these systems when operating with medium-Btu fuel gas whether delivered by pipeline to the power plant or in an integrated mode in which the coal gasification process and power system are closely coupled as an overall power plant was evaluated. Commercially available combined-cycle gas turbine systems can reach projected required performance levels for advanced systems using currently available technology. The phosphoric acid fuel cell appears to be the next most likely candidate for commercialization. On pipeline delivery, the systems efficiency ranges from 40.9% for the phosphoric acid fuel cell to 63% for the molten carbonate fuel cell system. The efficiencies of the integrated power plants vary from approximately 39-40% for the combined cycle to 46-47% for the molden carbonate fuel cell systems. Conventional coal-fired steam stations with flue-gas desulfurization have only 33-35% efficiency.

Robson, F. L.↗