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At least 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1953

Fuel characteristics pertinent to the design of aircraft fuel systems

Because of the importance of fuel properties in design of aircraft fuel systems the present report has been prepared to provide information on the characteristics of current jet fuels. In addition to information on fuel properties, discussions are presented on fuel specifications, the variations among fuels supplied under a given specification, fuel composition, and the pertinence of fuel composition and physical properties to fuel system design. In some instances the influence of variables such as pressure and temperature on physical properties is indicated. References are cited to provide fuel system designers with sources of information containing more detail than is practicable in the present report.

Barnett, Henry C↗
NASA NTRS2004

Analysis of Fuel Vaporization, Fuel-Air Mixing, and Combustion in Integrated Mixer-Flame Holders

Requirements to limit pollutant emissions from the gas turbine engines for the future High-Speed Civil Transport (HSCT) have led to consideration of various low-emission combustor concepts. One such concept is the Integrated Mixer-Flame Holder (IMFH). This report describes a series of IMFH analyses performed with KIVA-II, a multi-dimensional CFD code for problems involving sprays, turbulence, and combustion. To meet the needs of this study, KIVA-II's boundary condition and chemistry treatments are modified. The study itself examines the relationships between fuel vaporization, fuel-air mixing, and combustion. Parameters being considered include: mixer tube diameter, mixer tube length, mixer tube geometry (converging-diverging versus straight walls), air inlet velocity, air inlet swirl angle, secondary air injection (dilution holes), fuel injection velocity, fuel injection angle, number of fuel injection ports, fuel spray cone angle, and fuel droplet size. Cases are run with and without combustion to examine the variations in fuel-air mixing and potential for flashback due to the above parameters. The degree of fuel-air mixing is judged by comparing average, minimum, and maximum fuel/air ratios at the exit of the mixer tube, while flame stability is monitored by following the location of the flame front as the solution progresses from ignition to steady state. Results indicate that fuel-air mixing can be enhanced by a variety of means, the best being a combination of air inlet swirl and a converging-diverging mixer tube geometry. With the IMFH configuration utilized in the present study, flashback becomes more common as the mixer tube diameter is increased and is instigated by disturbances associated with the dilution hole flow.

Deur, J. M.↗
DOE OSTI2025

Metallic fuel transient fuel-cladding interface liquefaction model assessment platform enabled by integrating BISON with databases

A novel platform has been developed within the BISON fuel performance code to assess models of fuel-cladding interface liquefaction for sodium-cooled fast reactor (SFR) metallic fuels. Here, this platform is crucial because liquefaction at the fuel-cladding interface significantly impacts fuel performance and may compromise fuel pin integrity during transient events. To ensure accurate predictions, the platform integrates data collected during the Integral Fast Reactor (IFR) program, now archived in metallic fuel databases. This integration supports verification and validation (V&V) of the models in BISON. Leveraging the extensive US experience with metallic fuel liquefaction and the collections of preserved legacy data, the platform serves as a powerful tool for evaluating existing models and advancing the development of new ones.

11 - NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2025

Fuel Bonding and its Impact on Axial Gas Communication Behavior in Light-Water Reactor Fuel Rods

Axial gas communication concerns the flow along the axial axis of nuclear fuel rods during ramp and loss of coolant accident (LOCA) conditions. During power ramps, the higher linear heat generation rate may cause fuel-to-clad gap closure that may prevent transport of released fission gases to the plenum. Upon reduction in power the gas then can communicate to the plenum. This phenomenon has been experimentally observed by short power dips during ramp experiments completed at the Risø reactor. At higher burnups it is observed that the UO2 fuel and Zircaloy cladding forms a chemical bond. This bond results in complete closure of the gap. When these high burnup rods are subjected to a LOCA, the bond has implications on both the mechanical response (i.e., ballooning) of the cladding and subsequent fuel relocation and axial gas communication. In the LOCA scenario, gas communication is of interest in two different regimes: 1) pre-rupture communication from the plenum towards the lower pressure ballooning area and 2) the post-rupture depressurization of the plenum to the external system pressure. In both regimes the presence of a fuel-to-cladding bond will impact the rate of depressurization. In this work we present a fuel-to-clad bonding model that is coupled to an existing axial gas communication model framework in the BISON fuel performance code. The effect of considering the bond on fuel performance modeling predictions is presented through comparisons to existing experimental data. Experiments considered include several rods from the Halden IFA-650 test series. An evaluation on a full-length rod that explores the combined effect of plenum size and bonding status on axial gas communication behavior is also presented.

11 - NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2025

Transient fuel performance analysis for the preliminary fuel concept of general atomics fast modular reactor

This study investigates the transient fuel performance of General Atomics Fast Modular Reactor (GA-FMR) during accident scenarios, focusing on the behavior of its innovative fuel system that combines high-assay low enriched uranium dioxide (HALEUO2) fuel with SiGA® ceramic matrix composite silicon carbide cladding. The preliminary fuel design’s response was analyzed during reactivity-initiated accidents (RIA) and loss of coolant accidents (LOCA) using BISON fuel performance analysis code, which included both the diffusion enhanced and BISON-FASTGRASS coupled UO 2 models. The RIA analysis demonstrated that effective reactivity control reduced fuel temperature, though with transient fission gas release resulting in additional tensile stress state on the cladding. LOCA simulations revealed differing predictions between the two models: the BISON UO 2 model showed more transient fission gas release but minimal pellet expansion, while the BISON-FASTGRASS UO 2 model predicted less pronounced fission gas release but more fuel swelling and thermal expansion, potentially leading to pellet-cladding mechanical interaction. Here, these findings highlight critical areas for fuel design optimization and identify knowledge gaps requiring further experimental and computational investigation to advance GA-FMR fuel development.

Lee, Soon K. [Argonne National Laboratory (ANL), A↗
NASA NTRS1978

Impact of future fuel properties on aircraft engines and fuel systems

From current projections of the availability of high-quality petroleum crude oils, it is becoming increasingly apparent that the specifications for hydrocarbon jet fuels may have to be modified. The problems that are most likely to be encountered as a result of these modifications relate to engine performance, component durability and maintenance, and aircraft fuel-system performance. The effect on engine performance will be associated with changes in specific fuel consumption, ignition at relight limits, at exhaust emissions. Durability and maintenance will be affected by increases in combustor liner temperatures, carbon deposition, gum formation in fuel nozzles, and erosion and corrosion of turbine blades and vanes. Aircraft fuel-system performance will be affected by increased deposits in fuel-system heat exchangers and changes in the pumpability and flowability of the fuel. The severity of the potential problems is described in terms of the fuel characteristics most likely to change in the future. Recent data that evaluate the ability of current-technology aircraft to accept fuel specification changes are presented, and selected technological advances that can reduce the severity of the problems are described and discussed.

Rudey, R. A.↗
NASA NTRS1980

Advanced fuel system technology for utilizing broadened property aircraft fuels

Factors which will determine the future supply and cost of aviation turbine fuels are discussed. The most significant fuel properties of volatility, fluidity, composition, and thermal stability are discussed along with the boiling ranges of gasoline, naphtha jet fuels, kerosene, and diesel oil. Tests were made to simulate the low temperature of an aircraft fuel tank to determine fuel tank temperatures for a 9100-km flight with and without fuel heating; the effect of N content in oil-shale derived fuels on the Jet Fuel Thermal Oxidation Tester breakpoint temperature was measured. Finally, compatibility of non-metallic gaskets, sealants, and coatings with increased aromatic content jet fuels was examined.

Reck, G. M.↗
NASA NTRS1989

Fuel-rich catalytic combustion of Jet-A fuel-equivalence ratios 5.0 to 8.0

Fuel-rich catalytic combustion (E.R. greater than 5.0) is a unique technique for preheating a hydrocarbon fuel to temperatures much higher than those obtained by conventional heat exchangers. In addition to producing very reactive molecules, the process upgrades the structure of the fuel by the formation of hydrogen and smaller hydrocarbons and produces a cleaner burning fuel by removing some of the fuel carbon from the soot formation chain. With fuel-rich catalytic combustion as the first stage of a two stage combustion system, enhanced fuel properties can be utilized by both high speed engines, where time for ignition and complete combustion is limited, and engines where emission of thermal NO sub x is critical. Two-stage combustion (rich-lean) has been shown to be effective for NO sub x reduction in stationary burners where residence times are long enough to burn-up the soot formed in the first stage. Such residence times are not available in aircraft engines. Thus, the soot-free nature of the present process is critical for high speed engines. The successful application of fuel-rich catalytic combustion to Jet-A, a multicomponent fuel used in gas turbine combustors, is discusssed.

Brabbs, Theodore A.↗
NASA NTRS2007

In Situ Multi-Species (O2, N2, Fuel, Other) Fiber Optic Sensor for Fuel Tank Ullage

A rugged and compact fiber optic sensor system for in situ real-time measurement of nitrogen (N2), oxygen (O2), hydrocarbon (HC) fuel vapors, and other gases has been developed over the past several years at Glenn Research Center. The intrinsically-safe, solid-state fiber optic sensor system provides a 1% precision measurement (by volume) of multiple gases in a 5-sec time window. The sensor has no consumable parts to wear out and requires less than 25 W of electrical power to operate. The sensor head is rugged and compact and is ideal for use in harsh environments such as inside an aircraft fuel tank, or as a feedback sensor in the vent-box of an on-board inert gas generation system (OBIGGS). Multiple sensor heads can be monitored with a single optical detection unit for a cost-effective multi-point sensor system. The present sensor technology is unique in its ability to measure N2 concentration directly, and in its ability to differentiate different types of HC fuels. The present sensor system provides value-added aircraft safety information by simultaneously and directly measuring the nitrogen-oxygen-fuel triplet, which provides the following advantages: (1) information regarding the extent of inerting by N2, (2) information regarding the chemical equivalence ratio, (3) information regarding the composition of the aircraft fuel, and (4) by providing a self-consistent calibration by utilizing a singular sensor for all species. Using the extra information made available by this sensor permits the ignitability of a fuel-oxidizer mixture to be more accurately characterized, which may permit a reduction in the amount of inerting required on a real-time basis, and yet still maintain a fire-safe fuel tank. This translates to an increase in fuel tank fire-safety through a better understanding of the physics of fuel ignition, and at the same time, a reduction in compressed bleed air usage and concomitant aircraft operational costs over the long-run. The present fiber optic sensor can also be used as a false-alarm-free engine/hidden/cargo space fire detector (by measuring increased CO2 and CO, and decreased O2), a multi-point in situ measurement and certification system for halogenated-compound fire protection systems, and for the testing and certification of other aircraft safety sensor systems. The technology (LEW-17826-1) developed in the present sensor system is patent pending.

Nguyen, Quang-Viet↗
DOE OSTI2024

Advanced Electron Microscopy Characterization of the Fuel-Cladding Chemical Interaction Region in a High Burnup U-10Zr Fuel

To support the development of U-10Zr metallic fuel, advanced characterization techniques have been applied to the fuel-cladding chemical interaction (FCCI) region in a Na-bonded solid U-10Zr fuel cross-section that was irradiated to a burnup of ~13.1 at.% at the Fast Flux Test Facility. 17 phases were identified in the FCCI region through a combination of high-resolution scanning transmission electron microscopy (STEM), STEM based energy dispersive X-ray spectroscopy (STEM-EDS), and TEM based selective area electron diffraction (TEM-SAED) analysis. In this talk, we will also discuss the implications of results on metallic fuel FCCI by focusing on the formation of Zr rind, fission product migration, and HT-9 cladding integrality under the investigated thermal irradiation conditions. This work complements our previous study on the TEM characterization of the fuel region of this high burnup fuel sample and serves as scientific basis to support metallic fuel development and qualification.

11 - NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2025

Neutron and x-ray computed tomography of a natural uranium tristructural isotropic (TRISO) fuel compact

A natural uranium-based, unirradiated tristructural isotropic (TRISO) fuel compact was nondestructively imaged using both X-ray (XCT) and neutron computed tomography (nCT). While XCT of compacts can provide information on fuel kernels, imaging artifacts preclude examination of the graphite matrix. In this work, nCT was used for the first time on a TRISO compact to examine the graphite matrix. A crack was clearly resolved within the graphite matrix, proving that nCT is a viable tool for nondestructive volumetric examination of the matrix material in TRISO fuel compacts. The XCT and nCT data were then fused together to create a more comprehensive dataset containing both matrix and fuel kernels.

36 - MATERIALS SCIENCE↗
DOE OSTI2025

Experimental and fuel-surrogates modeling study of the high-pressure pyrolysis of specialty cetane number fuels: implications for fall-off in ethylene unimolecular dissociation

Single pulse shock tube experiments were conducted at 50 atm nominal pressure and 4 ms nominal reaction time over a temperature range of 900–1800 K, to study the pyrolysis speciation of a multi-component jet fuel, F-24, and six cetane number (CN) specialty fuels - CN30, CN35, CN40, CN45, CN50, and CN55. Gas chromatography (GC) was used to qualitatively and quantitatively analyze the post shock gases. The relationship between the formation of key pyrolysis species and the chemically controlled combustion propensity as reflected by the cetane number of each fuel was examined. A surrogate-based mechanism from the CRECK Modelling Group and chemical-functional group based optimized surrogates (CFGO) were used to simulate the pyrolysis speciation results. The model was able to capture the chemistry of most species except two important pyrolysis intermediates – ethylene and acetylene. Chemical kinetic analyses were performed to identify the important reactions which affect the chemistry of these species; however, the rate parameters of critical reactions were found to be unsuitable for simulating the present high-pressure studies. Here, to address this unsuitability, a theory-based fall-off analysis for three reactions representing the decomposition of ethylene and subsequent formation of acetylene was performed, and these are included in an updated version of the CRECK mechanism. This update resolves discrepancies between the experimental results and simulations for ethylene and acetylene. Reaction flux analyses using the updated surrogate model were also performed to identify the important reaction pathways responsible for the formation of crucial species and to provide an analysis of the chemistry of complex multi-component fuel systems. The fundamental reactions responsible for driving pyrolysis chemistry were greatly influenced by the chemical functional groups present in these fuels. In addition to updating the rate parameters of specific reactions to improve modeling, this study also emphasizes the effectiveness of the fuel-surrogate approach, where surrogates representing the chemical functional group composition of the parent fuel serve as a valuable tool for predicting the combustion chemistry of novel fuels.

Chemical Kinetics↗
DOE OSTI2026

Influence of Pt-Metal Alloy Catalysts with Various Ionomers on Oxygen Reduction Reaction in Fuel Cell Application

Pt-M/C (M = Co, Ni, Mn, etc.) alloy catalysts exhibit superior oxygen reduction reaction (ORR) activity compared to pure Pt/C, leading to a high energy efficiency in hydrogen fuel cells. However, many Pt-M/C alloy catalysts were synthesized and evaluated at the lab scale in model test-bed systems like rotating disc electrodes, which don't always correlate to performance within a fuel cell system; there is a clear need to evaluate catalysts in electrodes that can be prepared at industrially relevant scales to evaluate how factors like ink formulation can greatly affect device-level of fuel cell performance. Herein, three commercial Pt-M/C alloy catalysts (two Pt-Co/C and one Pt-Ni/C) were comprehensively characterized by various techniques. The results show that the average particle sizes of the three catalysts are close to 5 nm; the atomic ratio of Pt/M is around 4; and the M was successfully embedded into Pt lattice, resulting in the positive shift of Pt 4f in XPS spectra and XRD patterns. These catalytic materials were incorporated into 9 different cathode catalyst layers (CCLs) with three kinds of ionomers (Nafion D2020, high oxygen permeability ionomer (HOPI), and Aquivion D79-25BS), and their performance in proton exchange membrane fuel cells (PEMFCs) were investigated. The results demonstrate that the Pt-Co/C catalysts possess a higher mass activity (MA) than Pt-Ni/C; the cathodes with Nafion ionomer provide the highest MA while electrodes with Aquivion ionomer showed the lowest activity, attributed to poor H+ conductivity resulting from suboptimal ionomer incorporation. Finally, these alloys were shown to exceed DOE targets for MA and H2/Air performance reported in the recent publications at beginning of life and after 90k cycle catalyst AST protocol. This study provides valuable performance benchmarks for these materials guiding future Pt-M/C catalyst design and material integration for heavy duty PEMFC applications.

08 HYDROGEN↗
DOE OSTI2025

Greenhouse Gas Accounting Procedures in Low Carbon Fuel Policies Overlook the Spatial Variability of Miscanthus-Derived Sustainable Aviation Fuel

Low carbon fuel policies such as the U.S. Renewable Fuel Standard (RFS), Canada Clean Fuel Regulations (CFR), and California Low Carbon Fuel Standard (LCFS) as well as the 45Z tax credit are intended to reduce greenhouse gas (GHG) emissions from transportation. Cellulosic feedstocks, optimized biorefineries, and favorable farming locations can significantly reduce biofuel carbon intensity (CI). Despite advances in field-to-fuel GHG monitoring and flexibility in resource allocation within biorefineries (e.g., governing net electricity production), rigid CI accounting procedures in current policies may limit CI responsiveness across candidate sites and processing facilities. Here, this work examines a hypothetical biomass-to-sustainable aviation fuel (SAF) pathway using miscanthus and alcohol-to-jet (i) to demonstrate how GHG accounting requirements drive estimates of biofuel CIs and (ii) to explore potential CI and financial implications of scenario-specific life cycle assessment (LCA). Results demonstrate that GHG accounting using the CFR/LCFS can reasonably account for distinct levels of net electricity production by a biorefinery, but only the CFR yields similar CI sensitivity to spatially explicit factors (feedstock CI, grid electricity CI) as scenario-specific LCA: most GHG accounting frameworks do not capture CI variation across candidate sites in the United States. Ultimately, this work demonstrates the importance of LCA methodological specifications in low carbon fuel policies and tax credits.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2025

Dual-Fuel Ammonia Equivalence Ratio Sweep Data

Ammonia (NH3) has garnered significant interest as an alternative fuel for meeting international emissions reduction mandates in sectors with high weight and distance requirements, such as shipping. Technical barriers and unanswered questions remain on the combustion strategies that can maximize ammonia utilization and minimize emissions. Prior research studies at the US Department of Energy’s Oak Ridge National Laboratory have shown strong performance with NH3 under dual-fuel mode using conventional diesel combustion (CDC) manifold air pressure settings. Diesel airflow was initially used to simplify retrofitting (no turbocharger modification), which resulted in air-fuel equivalence ratios (λ) greater than 1.5. To characterize potential improvements in dual-fuel NH3 combustion performance at richer in-cylinder conditions, a global λ sweep compared the use of early (E-pilot) and late (L-pilot) single diesel injections. The experiments were conducted at 1200 RPM and 12.8 ± 0.2 bar (75 % load), and λ was varied by decreasing the commanded air flow to the engine at greater than 90 % ammonia energy substitution level. A diesel injection timing sweep was conducted for both the injection strategies at fixed λ, and the timing with the lowest engine-out N2O emissions was identified. The results indicated an optimal balance between CO2,eq and thermal efficiency benefits both E-pilot and L-pilot injection strategy cases compared with CDC at a λ of 1.4. The indicated nitrogen-based emissions exhibited a strong correlation to the ratio of CA5–50 and ignition delay for L-pilot, but no apparent trend emerged for the E-pilot injection strategy at the tested boundary conditions. This dataset includes the raw experimental data and documentation of the experiment conditions and methods.

30 DIRECT ENERGY CONVERSION↗
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.↗