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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 1,153 records · Page 64
All sourcesNASA NTRSDOE OSTI
NASA NTRS2015

Nitric Oxide PLIF Visualization of Simulated Fuel-Air Mixing in a Dual-Mode Scramjet

Nitric oxide (NO) planar induced laser fluorescence (PLIF) measurements have been performed in a small scale scramjet combustor at the University of Virginia Aerospace Research Laboratory at nominal simulated Mach 5 flight. A mixture of NO and N2 was injected at the upstream end of the inlet isolator as a surrogate for ethylene fuel, and the mixing of this fuel simulant was studied with and without a shock train. The shock train was produced by an air throttle, which simulated the blockage effects of combustion downstream of the cavity flame holder. NO PLIF signal was imaged in a plane orthogonal to the freestream at the leading edge of the cavity. Instantaneous planar images were recorded and analyzed to identify the most uniform cases, which were achieved by varying the location of the fuel injection and shock train. This method was used to screen different possible fueling configurations to provide optimized test conditions for follow-on combustion measurements using ethylene fuel. A theoretical study of the selected NO rotational transitions was performed to obtain a LIF signal that is linear with NO mole fraction and approximately independent of pressure and temperature.

Cantu, Luca M. L.↗
NASA NTRSDate not supplied

Hydrogen Peroxide-Water-Ethanol Monopropellant Blend for CubeSat Propulsion

Monopropellant propulsion that provides high performance and low hazards compared to state-of-art hydrazine are being investigated under NASA, DOD and commercially sponsored green propellant research and development programs. This NASA effort looks at phosphate stabilized 50% hydrogen peroxide/water –ethanol blends to evaluate their stability and combustion behavior in submillimeter diameter microtube combustion apparatus for cubesat propulsion applications. Exploratory 7-day stability tests find no pressure rise in a sealed test tube environment at room temperature indicating at least short term stability of the mixture. Temperature rise during combustion testing in resistively heated nickel microtube apparatus shows that micro-combustion is achieved in the tube. Propellant density is approximately 1.2 g/cu.cm compared to 1.0 g/cu.cm for hydrazine. Theoretical specific impulse of the stoichiometric blend is 219 s at a chamber pressure of 20 psia and an area ratio of 30:1. Density-specific impulse of this blend is 263 s while hydrazine is only about 215-220 s in small reaction control system thrusters. This provides about 20-22% more density-specific impulse for the cube sat compared to hydrazine. The the oretical combustion temperature is 2168°F, which is thermally compatible with stainless steel materials of construction and the nickel catalyst used in the tests. Combustion test results are given for stoichiometric, as well as fuel-lean and fuel-rich propellant formulations. These tests focus on thermally and catalytically supported combustion in the microtube, which requires a microtube preheat temperature of about 900°F and sufficient residence time to achieve combustion that is stable and anchored in the tube without blowing through the tube unreacted. Thrust class is expected to be in the 10 m N range based on flow rate and estimated specific impulse. Power requirements are generally below 25 W to heat the tube. Steady state combustion testing is typically conducted for 3 minutes and shows little degradation of the hardware over multiple test cycles indicating that there is little catalyst degradation over time and little catalyst deactivation due to the phosphate stabilizer in the hydrogen peroxide.

Monopropellant↗
DOE OSTI2021

Performance-based simulants for Hanford radioactive waste treatment process testing

Radioactive wastes from nuclear fuel processing are stored in large underground storage tanks at the Hanford Nuclear Reservation. Treatment and remediation require that waste feed from the storage tanks be delivered to the Hanford Tank Waste Treatment and Immobilization Plant continually for the duration of the treatment mission. Furthermore, the complex physical and chemical processes required for this mission, the significant scale, and the hazardous nature of the waste necessitate the use of simulants in process testing. A new class of simulants, “performance-based simulants,” has been developed to match the process performance of the simulant to actual waste performance data.

Hanford tank waste treatment↗
DOE OSTI2023

DOE Advanced Gas Reactor Fuel Development and Qualification Program

Breakdown of the DOE Advanced Gas Reactor Fuel Development and Qualification Program. Including discussion topics on TRISO technology Status Circa 2000, New Production Reactor (NPR) Fuel Experience, Fuel Qualification, US DOE Advanced Gas Reactor (AGR) Fuel Development and Qualification Program, Initial AGR Program Reference HTGR Design, Fuel Qualification Approach, Fuel Performance Modeling, Fuel Fabrication, Selected AGR-1, AGR-2, and AGR-5/6/7 Fuel Property Means, AGR Program TRISO Fuel Key Performance Data, Irradiation Performance: Fission Gas R/B, Irradiation Testing Results, Kernel and Coating Behavior During Irradiation, Locating and Studying Failed Particles Greatly Improves Understanding of Fuel Performance, Fission Product Release from UCO Fuel Compacts: AGR-1 and AGR-2 Examples, HTGR Accident Safety Testing of TRISO Fuel, Evaluating Behavior During D-LOFC Accidents, Safety Test Results for US UCO Fuel, Particle Failure Evaluation, Fuel Performance Summary, Ongoing Work and Outstanding Data Needs, Core Oxidation, Industry Engagement, and Coated-Particle-Fueled Reactor Concepts and Fuel Designs.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
NASA NTRS1981

Flashback flame arrester devices for fuel cargo tank vapor vents

The flame quenching capability of four types of flame arresting devices suitable for installation on fuel cargo tank vents of marine transport vessels is evaluated. A single 30 mesh screen, a dual 20 mesh screen, a spiral wound crimped metal ribbon, and a packed bed of ballast rings were tested. Flame speed and flame penetration of the test arresters were determined. Eight fuels representative of bulk cargoes were tested. The test arresters quenched a minimum of three flashback flames from all eight fuels, with one exception: high speed ethylene flames penetrated the dual 20 mesh screen on three tests. The arresters withstood the sustained flame from a propane/air mixture for 30 minutes. None of the arresters withstood the sustained flame from an ethylene/air mixture for more than 7 minutes.

Bjorklund, R. A.↗
NASA NTRS1979

Design and evaluation of high performance rocket engine injectors for use with hydrocarbon fuels

The feasibility of using a heavy hydrocarbon fuel as a rocket propellant is examined. A method of predicting performance of a heavy hydrocarbon in terms of vaporization effectiveness is described and compared to other fuels and to experimental test results. Experiments were done at a chamber pressure of 4137 KN/sq M (600 psia) with RP-1, JP-10, and liquefied natural gas as fuels, and liquid oxygen as the oxidizer. Combustion length effects were explored over a range of 21.6 cm (8 1/2 in) to 55.9 cm (22 in). Four injector types were tested, each over a range of mixture ratios. Further configuration modifications were obtained by reaming each injector several times to provide test data over a range of injector pressure drop.

Pavli, A. J.↗
NASA NTRS1936

Boosted performance of a compression-ignition engine with a displaced piston

Performance tests were made using a rectangular displacer arranged so that the combustion air was forced through equal passages at either end of the displacer into the vertical-disk combustion chamber of a single-cylinder, four-stroke-cycle compression-ignition test engine. After making tests to determine optimum displacer height, shape, and fuel-spray arrangement, engine-performance tests were made at 1,500 and 2,000 r.p.m. for a range of boost pressures from 0 to 20 inches of mercury and for maximum cylinder pressures up to 1,150 pounds per square inch. The engine operation for boosted conditions was very smooth, there being no combustion shock even at the highest maximum cylinder pressures. Indicated mean effective pressures of 240 pounds per square inch for fuel consumptions of 0.39 pound per horsepower-hour have been readily reproduced during routine testing at 2,000 r.p.m. at a boost pressure of 20 inches of mercury.

Moore, Charles S↗
DOE OSTI2022

Flow Sensor Test Article (F-STAr) (Design and Fabrication Status Report)

The Flow Sensor Test Article (F-STAr) is a test article currently under construction for the Mechanisms Engineering Test Loop (METL). F-STAr was designed to provide high sodium flowrate capabilities for sensor calibration, component testing, and fluid studies. Figure 1 shows two solid model views of the new test article. F-STAr includes a high-capacity pump that can provide a nominal flowrate of 120 GPM; a test section support structure that can accommodate a wide array of sub-test articles and their instrumentation; and finally, a heating and cooling system to aid in controlling the testing environment. Initially, F-STAr will be configured to test liquid metal flow sensors, specifically field shift sensors like the Eddy Current Flow Sensors (ECFS) based on the RDT C4-7T standard. To test these sensors, two test sections were designed that attempt to model Sodium Fast Reactor (SFR) outlet conditions. Figure 2 shows models of the “Full-Scaled Test Section” (FSTS) that represents a generic SFR fuel handling socket and a “Pseudo-Scaled Test Section” (PSTS) that represents a generic array of scaled fuel handling sockets. While F-STAr will be configured to test ECFS’s, it can also be outfitted to meet other experimental needs. For example, F-STAr could be setup with a test section that includes a fluidic diode or a component test investigating the performance of hydrodynamic bearings. Other test sections include studies of sodium thermal hydraulics like thermal striping. Overall, F-STAr is a flexible test article designed to accommodate many needs. This report will provide a status update on the design and construction of F-STAr. Manufacturing of all components has commenced, and several components have already been completed. These components include the pump and test section assembly stand. Other components, such as the heater, have been completed but were rejected due to the vendor not meeting the requirements of the purchase order. Lastly, the submersible flowmeter and main flange components are under construction, and their status will be reviewed in this report. Overall, most of the F-STAr components and parts will be completed by the end of September 2022.

42 ENGINEERING↗
NASA NTRS2010

Fuel-Cell Water Separator

The main product of a typical fuel cell is water, and many fuel-cell configurations use the flow of excess gases (i.e., gases not consumed by the reaction) to drive the resultant water out of the cell. This two-phase mixture then exits through an exhaust port where the two fluids must again be separated to prevent the fuel cell from flooding and to facilitate the reutilization of both fluids. The Glenn Research Center (GRC) has designed, built, and tested an innovative fuel-cell water separator that not only removes liquid water from a fuel cell s exhaust ports, but does so with no moving parts or other power-consuming components. Instead it employs the potential and kinetic energies already present in the moving exhaust flow. In addition, the geometry of the separator is explicitly intended to be integrated into a fuel-cell stack, providing a direct mate with the fuel cell s existing flow ports. The separator is also fully scalable, allowing it to accommodate a wide range of water removal requirements. Multiple separators can simply be "stacked" in series or parallel to adapt to the water production/removal rate. GRC s separator accomplishes the task of water removal by coupling a high aspect- ratio flow chamber with a highly hydrophilic, polyethersulfone membrane. The hydrophilic membrane readily absorbs and transports the liquid water away from the mixture while simultaneously resisting gas penetration. The expansive flow path maximizes the interaction of the water particles with the membrane while minimizing the overall gas flow restriction. In essence, each fluid takes its corresponding path of least resistance, and the two fluids are effectively separated. The GRC fuel-cell water separator has a broad range of applications, including commercial hydrogen-air fuel cells currently being considered for power generation in automobiles.

Burke, Kenneth Alan↗
DOE OSTI2020

High Temperature Irradiation Resistant Thermocouples

The High Temperature Irradiation Resistant Thermocouple (HTIR-TC) is the world’s leading temperature sensor for reactor fuel experiments and material test reactors (MTR), in general (e.g. Advanced Test Reactor, Massachusetts Institute of Technology Nuclear Reactor, etc.). Recently commercialized, the HTIR-TC provides real-time centerline and fuel cladding temperature measurements of reactor fuel experiments during irradiations. This provides direct information about fuel temperatures during Gen IV reactor, small modular reactor (SMR), and microreactor vetting processes. Further, the HTIR-TC recently won the 2019 R&D100 award under category: Analytical/Test.

46 - INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AN↗
DOE OSTI2022

ANS Winter 2022: ATF-2C Physics Safety and Scoping Analysis

ATF-2C comprises four tiers with six rodlets each. The experiment test train (TT) is situated in Loop 2A in the center flux trap (CFT) of the ATR, in which typical pressurized water reactor (PWR) conditions shall be approximated. Tier 1 (bottom) of the TT tests Framatome silicon carbide (SiC) cladding, containing molybdenum heater rods. Low-enriched uranium (LEU) Framatome rodlets with chrome-coated M5 cladding have been modeled in their place for the physics safety analysis to allow the substitution of this tier with fuel if needed. Tier 2 tests LEU Framatome rodlets with M5 cladding, which had irradiated in ATR in prior ATF experiments. Tier 3 tests General Atomics SiC composite cladding, also containing molybdenum heater rods. Tier 4/5/6 (top) tests the Japan Atomic Energy Agency (JAEA)/Mitsubishi Heavy Industries (MHI) fueled rodlets. This upper tier tests LEU rodlets with chrome-coated MDA cladding—several with temperature or pressure instrumentation. To flatten the axial power profile, lower portion of Tier 4/5/6 is surrounded by a hafnium (Hf) shroud, and the bottom two UO2 pellets are of natural enrichment. The ATF-2C TT is to be irradiated in the CFT of ATR (Fig. 1) for three or four 60-day cycles.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
NASA NTRS1985

Analytical Fuel Property Effects - Small Combustors. Phase II

A test program was conducted to study the effects of non-standard aviation fuels on a typical small gas turbine combustor, and to evaluate the effectiveness of design changes intended to counter the effects of these fuels. This study was a follow on to an earlier analytical study to predict the fuel effects and generate the design modifications evaluated in this program. The T700/CT7 engine family was chosen for both studies as being representative of the class of aircraft power plants desired for this study. Fuel properties, as specified by NASA, are characterized by low hydrogen content and high aromatics levels. No. 2 diesel fuel was also evaluated in this program. The tests demonstrated the anticipated higher than normal smoke output and flame radiation intensity with resulting increased metal temperatures on the baseline T700 combustor. Three new designs were evaluated using the non standard fuels. The three designs incorporated enhanced cooling features and smoke reduction features. All three designs, when burning the broad specification fuels, exhibited metal temperatures at or below the baseline combustor temperatures on JP-5. Smoke levels were acceptable but higher than predicted. This was partly due to the increase in baseline combustor smoke levels with the broad spec fuels being higher than anticipated. One combustor of the three clearly demonstrated the best smoke and metal temperature characteristics. It was also easiest to manufacture and incorporate into a production design. GE with NASA's concurrence selected and subjected this combustor to a final component test program.

Monty, J.↗
NASA NTRS1979

Design and evaluation of high performance rocket engine injectors for use with hydrocarbon fuels

An experimental program to determine the feasibility of using a heavy hydrocarbon fuel as a rocket propellant is reported herein. A method of predicting performance of a heavy hydrocarbon in terms of vaporization effectiveness is described and compared to other fuels and to experimental test results. The work was done at a chamber pressure of 4137 KN/sq M (600 psia) with RP-1, JP-10, and liquefied natural gas as fuels, and liquid oxygen as the oxidizer. Combustion length effects were explored over a range of 21.6 cm (8 1/2 in.) to 55.9 cm (22 in.). Four injector types were tested, each over a range of mixture ratios. Further configuration modifications were obtained by 'reaming' each injector several times to provide test data over a range of injector pressure drop.

Pavli, A. J.↗
NASA NTRS1934

Performance of a Fuel-Injection Spark-Ignition Engine Using a Hydrogenated Safety Fuel

This report presents the performance of a single-cylinder test engine using a hydrogenated safety fuel. The safety fuel has a flash point of 125 degrees f. (Cleveland open-dup method), which is high enough to remove most of the fire hazard, and an octane number of 95, which permits higher compression ratios to be used than are permissible with most undoped gasolines.

Schey, Oscar W↗
DOE OSTI2020

Two trillion gallons: Fuel savings from fuel economy improvements to US light-duty vehicles, 1975–2018

Since 1975, the fuel economy of new light-duty vehicles sold in the U.S. has almost doubled. Fuel economy improvements on laboratory tests gradually became real improvements on the road as newer, more efficient vehicles replaced older less efficient ones. Fleet-wide fuel economy gains produced large fuel savings. In this paper, we show that fuel economy gains measured on laboratory test cycles, adjusted for on-road conditions and weighted by the distribution of vehicles by age and their relative use, closely match estimates by the Federal Highway Administration based primarily on traffic counts and motor fuel tax records. Furthermore, adjusting for the rebound effect of fuel economy on vehicle miles traveled, we estimate the fuel savings, CO 2 emissions reductions and dollars saved on fuel due to fuel economy improvements over the past 43 years. Through the end of 2018, estimated cumulative fuel savings amount to approximately 2 trillion gallons of gasoline. We estimate that roughly one-fifth of the savings can be attributed to gasoline price increases over the period and four-fifths to fuel economy and greenhouse gas (ghg) standards.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
NASA NTRS1978

Fabrication and test of digital output interface devices for gas turbine electronic controls

A program was conducted to develop an innovative digital output interface device, a digital effector with optical feedback of the fuel metering valve position, for future electronic controls for gas turbine engines. A digital effector (on-off solenoids driven directly by on-off signals from a digital electronic controller) with optical position feedback was fabricated, coupled with the fuel metering valve, and tested under simulated engine operating conditions. The testing indicated that a digital effector with optical position feedback is a suitable candidate, with proper development for future digital electronic gas turbine controls. The testing also identified several problem areas which would have to be overcome in a final production configuration.

Newirth, D. M.↗
NASA NTRS1979

Operating condition and geometry effects on low-frequency afterburner combustion instability in a turbofan at altitude

Three afterburner configurations were tested in a low-bypass-ratio turbofan engine to determine the effect of various fuel distributions, inlet conditions, flameholder geometry, and fuel injection location on combustion instability. Tests were conducted at simulated flight conditions of Mach 0.75 and 1.3 at altitudes from 11,580 to 14,020 m (38,000 to 46,000 ft). In these tests combustion instability with frequency from 28 to 90 Hz and peak-to-peak pressure amplitude up to 46.5 percent of the afterburner inlet total pressure level was encountered. Combustion instability was suppressed in these tests by varying the fuel distribution in the afterburner.

Cullom, R. R.↗