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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 181 records · Page 10
All sourcesNASA NTRSDOE OSTI
DOE OSTI2020

Production and Fuel properties of Iso-Olefins with Controlled Molecular Structure and Obtained from Butene Oligomerization

The ability to control the molecular structure (e.g., degree of branching) of iso-olefins produced from oligomerizing light olefins is a valuable tool for tuning the final compositions of hydrocarbon fuels and targeting specific fuel properties. In this study, we demonstrated that the degree of branching of iso-olefins obtained from butene(s) oligomerization can be controlled by tuning process conditions (i.e., temperature, weight hourly space velocity [WHSV], and nature of butene feedstock) and by choosing the proper catalyst (i.e., Amberlyst-36 vs. Y/ZSM-22). In this study, we produced three types of iso-olefin mixtures: 1) a methyl-heptenes rich (74 wt.%) mixture, 2) dimethyl-hexenes rich (80–96 wt.%) mixtures, and 3) highly branched (i.e., more than three methyl substitutions) iso-olefins rich (>50 wt.%) mixtures. While dimethyl-hexenes are preferentially formed at lower temperatures (60–100°C) and WHSV (i.e., 2 hr-1), methyl-heptenes are favorably produced at higher temperatures (>100°C) and WHSVs (i.e., 7 hr-1) over Amberlyst-36. The use of either 1-butene or 2-butene as feedstock resulted in liquid products with similar branching because facile intramolecular isomerization occurs prior to oligomerization. However, the use of isobutylene feedstock forms a significantly more branched olefin product. The formation of highly branched iso-olefins also is favored at higher temperature (140°C) over Amberlyst-36. Using Y/ZSM-22 instead of Amberlyst-36 allowed preferential formation of less-branched methyl-heptenes. For each type of iso-olefins mixture, we determined fuel properties including research octane number (RON), motor octane number (MON), and octane sensitivity (S), which is the difference between RON and MON. We found that not only RON and MON but also S values increased with the degree of branching of these complex mixtures of iso-olefins. The highest RON of 99.7 and S value of 9.3 were obtained for a mixture of highly branched iso-olefins.

Dagle, Vanessa↗
DOE OSTI2022

Standardized protocols for evaluating platinum group metal-free oxygen reduction reaction electrocatalysts in polymer electrolyte fuel cells

Platinum group metal (PGM)-free electrocatalysts for the oxygen reduction reaction at the polymer electrolyte fuel cell cathode have shown substantial improvements in activity—especially those derived from transition metals, nitrogen and carbon. However, their stability and durability remain insufficient. A key to enabling future improvements and performance comparisons lies in the development of test protocols that are relevant to the operating conditions of the fuel cell cathode, can be completed within a reasonable time and are ubiquitously adopted. Here we propose and validate such protocols, designed with special attention to typical catalyst degradation mechanisms of PGM-free catalysts. The results of the cross-laboratory validation study using two different catalysts attest to the strength and feasibility of the proposed approach. We hope that the information provided here can serve as a broad and effective platform for assessing the performance and durability of PGM-free catalysts for polymer electrolyte fuel cells.

25 ENERGY STORAGE↗
DOE OSTI2022

Durability Study of a High-Pressure Common Rail Fuel Injection System Using Lubricity Additive-Dosed Gasoline-Like Fuel—Improved Endurance with Upgraded Hardware

Gasoline compression ignition (GCI) is a promising combustion technology that can help the commercial transportation sector achieve operational flexibility and meet upcoming criteria pollutant regulations. However, high-pressure fuel injection systems (>1000 bar) are needed to enable GCI and fully realize its benefits compared to conventional diesel combustion. This work is a continuation of previous durability studies that identified three key technical risks after running gasoline-like fuel through a heavy-duty, common rail injection system: (i) cavitation damage to the inlet check valve of the high-pressure pump, (ii) loss of injector fueling capacity, (iii) cavitation erosion of the injector nozzle holes. Upgraded hardware solutions were tested on a consistent 400- to 800-hour NATO durability cycle with the same gasoline-like fuel as previous studies. The upgraded pump showed no signs of abnormal wear or cavitation damage to the inlet check valve. In contrast to previous studies, there were no signs of pump performance degradation observed after 400 hours of testing. Material selection and design upgrades were also made to the injector which, only showed a 6.5% loss in fueling capacity after 800 hours of durability testing compared to 49.3% previously. Finally, geometric nozzle hole features such as higher inlet radius of curvature and higher K-factor were found to correlate with reduced cavitation erosion. However, mitigation of eccentric radial needle motion (i.e., wobble) is likely needed to further suppress cavitation. In general, the results from this study indicate there are viable hardware-based solutions for improving the endurance of high-pressure systems when running with gasoline-like fuel.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Small-scale mechanical testing and characterization of fuel cladding chemical interaction between HT9 cladding and advanced U-based metallic fuel alloy

Fuel cladding chemical interactions (FCCI) occurred on the interface between the nuclear metal fuel and cladding is the primary cause of cladding wastage, weakening cladding mechanical integrity, and placing fuel and cladding at risk. Although the microstructural and phase information of FCCI has been fairly understood, mechanical properties remain less studied due to limited reaction volume. Here, through a combining of advanced electron microscopy characterizations and small-scale mechanical testing techniques, including indentation and micro-tensile testing, this study investigated the microscale mechanical properties of FCCI between the ferritic/martensitic (F/M) HT9 cladding and an advanced Uranium (U)-based metallic fuel irradiated at the Advanced Test Reactor to 2.2% FIMA with peak inner cladding temperature reached to 650 °C. Mechanical testing results show significant hardening and embrittlement in the FCCI region. The brittle fracture of FCCI specimen is mainly attributed to the formation of nano-crystallized intermetallic σ-FeCr phase. Whereas mechanical softening was revealed in the unreacted HT9 matrix due to irradiation-induced microstructural and microchemical evolution, specifically, the disappearance of martensitic lath structure and the formation of Fe 2 Mo Laves phase precipitation which consumed the solid solution strengthening Mo from the F/M HT9 matrix. Due to the achieved high cladding temperature, this fuel pin is of particular significance for revealing the high-temperature irradiation effect on the mechanical properties of HT9 cladding. Therefore, the outcomes of this study are expected to contribute to the development of multi-scale mechanical behavior modeling of HT9 cladding for Generation IV reactors which requires cladding to run at higher temperature (above 600 ?).

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2022

Co-optimized Mixed-Mode Engine and Fuel Demonstrator for Improved Fuel Economy while Meeting Emissions Requirements

Progressively increasing regulatory demands on fuel economy and future global emission standards have led to a focus on advanced engine development to improve overall engine efficiency and fulfill emission requirements. Low temperature combustion (LTC) and gasoline compression ignition (GCI) are promising technologies to achieve these goals and have the advantage of using existing refinery infrastructure and subsequent economies of scale for a robust energy supply. By applying spark ignition (SI) for cold start, LTC for low load operations, and GCI for medium to high load operations, a multimode GCI engine concept was proposed and the fuel formation was co-optimized to maximize fuel economy improvement potential while maintaining ULEV 70 emissions standards. HATCI has successfully demonstrated the feasibility of this multimode GCI engine concept, and confirmed the fuel economy improvement over the baseline SI engine by simulating the FTP75 vehicle drive cycle. In this report, the technical approaches, multimode engine control, and engine test results of both steady state and transitions, CFD modeling, fuel testing, and FTP75 drive cycle simulation results are summarized, followed with technical challenges observed, and recommendations for possible follow-up studies.

02 PETROLEUM↗
DOE OSTI2020

Quantitative Determination of Biomass-derived Renewable Carbon in Fuels from Coprocessing of Bio-oils in Refinery Using a Stable Carbon Isotopic Approach

Increasing renewable carbon incorporation into conventional fuels through coprocessing with vacuum gas oil (VGO, a petroleum refining feedstock) is a critical step in biofuels development, scaling-up, adoption and associated GHG reduction. Optimization of the co-processing parameters maximizes incorporation of the renewable carbon in the fuel products. Quantitative determination of the renewable carbon content in the co-processed products provides direct evaluation of the parameters. The co-processing bio-oil with VGO through hydrocracking (HC) or fluid catalytic cracking (FCC) system resulted in carbon isotopic fractionation that prevented the direct use of the isotope mixing model for quantifying the renewable carbon. Here, we report an algorithm of using a stable carbon isotope approach to quantify the renewable carbon content in co-processing biofuel products through high-precision ?13C analysis. A controlled experiment carried out by blending a fossil diesel (-29.013‰) with a bio-diesel (-30.099‰) at various blending levels up to 98.0/2.0 wt% is presented and has demonstrated the applicability of this approach. The carbon isotope fractionation factors for the bio-oil co-processing were obtained by using a 14C-derived isotope-mixing model. The ?13C method was tested by co-processing 13C-labeled bio-crude and natural woody biomass-derived fast pyrolysis (FP) and catalytic fast pyrolysis (CFP) bio-oils with VGO. The results were verified by 14C accelerator mass spectrometry (AMS) method (ASTM-D6866) and compared with the yield mass balance (YMB) method. Strong agreement between d13C and 14C AMS methods demonstrated the applicability of the ?13C method to quantify renewable carbon content in co-processing fuel products and guide the co-processing optimization

Li, Zhenghua↗
DOE OSTI2020

Conceptual Fuel Element Design Candidates for Conversion of High Flux Isotope Reactor with Low-Enriched Uranium Silicide Dispersion Fuel

Engineering design studies are underway to assess the feasibility of converting the High Flux Isotope Reactor (HFIR) to operate with low-enriched uranium (LEU) silicide dispersion (U3Si2-Al) fuel. These studies are supported by the U.S. Department of Energy National Nuclear Security Administration’s Office of Material Management and Minimization. A systematic approach employing neutronic and thermal-hydraulic analyses have been performed with the ORNL Shift and HFIR Steady State Heat Transfer Code tools, respectively, to predict reactor performance and thermal safety margins for proposed LEU3Si2-Al fuel designs. The design process was initiated by generating an optimized design with fabrication features identified from previous studies that result in excellent performance and safety metrics. The approach continued by substituting a single fabrication feature anticipated to be difficult to manufacture with another feature expected to perform an analogous function to that of the removed feature. Four conceptual fuel element design candidates, with various fabrication features, for conversion of HFIR with 4.8 gU/cm3 LEU3Si2-Al fuel have been generated and shown to meet pre-defined performance and safety metrics. Results to date indicate that HFIR could convert with the subject fuel system and meet performance and safety requirements if, among other considerations, fabrication of the specific design features are demonstrated and qualification of the fuel is complete under HFIR-specific conditions.

Chandler, David↗
DOE OSTI2021

Editors’ Choice—Necessity to Avoid Titanium Oxide as Electrocatalyst Support in PEM Fuel Cells: A Membrane Durability Study

Pt/TiO 2 as electrocatalyst was found to significantly increase the rate of the membrane chemical degradation in a polymer electrolyte membrane (PEM) fuel cell. The increased degradation was proved to be due to TiO x (TiO 2 or Ti 4 O 7 ), which is widely recognized as a promising corrosion-resistant electrocatalyst support. The membrane degradation (thinning) appears to be preferentially in the side facing anode electrode. Migrated Ti species as a result of TiO x dissolution during fuel cell operation in an acidic environment was quantified by electron probe microanalysis (EPMA). Total fluorine inventory loss of the membrane strongly depends on the quantity of migrated Ti species (likely Ti 3+ and/or Ti 4+ ). The membrane chemical degradation induced by TiO x is proposed to be due to dissolved ionic Ti species reacting with H 2 O 2 through a Fenton reaction. TiO x is determined to be inviable as electrocatalyst support for PEM fuel cells, and future research is suggested to be directed toward alternative oxides with similar corrosion-resistance.

08 HYDROGEN↗
NASA NTRS1980

Fuels research: Fuel thermal stability overview

Alternative fuels or crude supplies are examined with respect to satisfying aviation fuel needs for the next 50 years. The thermal stability of potential future fuels is discussed and the effects of these characteristics on aircraft fuel systems are examined. Advanced fuel system technology and design guidelines for future fuels with lower thermal stability are reported.

Cohen, S. M.↗
NASA NTRS1984

Fuel property effects on Navy aircraft fuel systems

Problems of ensuring compatibility of Navy aircraft with fuels that may be different than the fuels for which the equipment was designed and qualified are discussed. To avoid expensive requalification of all the engines and airframe fuel systems, methodologies to qualify future fuels by using bench-scale and component testing are being sought. Fuel blends with increasing JP5-type aromatic concentration were seen to produce less volume swell than an equivalent aromatic concentration in the reference fuel. Futhermore, blends with naphthenes, decalin, tetralin, and naphthalenes do not deviate significantly from the correlation line of aromatic blends, Similar results are found with tensile strenth and elongation. Other elastomers, sealants, and adhesives are also being tested.

Moses, C. A.↗
NASA NTRS2008

Fiber-Optic Determination of N2, O2, and Fuel Vapor in the Ullage of Liquid-Fuel Tanks

A fiber-optic sensor system has been developed that can remotely measure the concentration of molecular oxygen (O2), nitrogen (N2), hydrocarbon vapor, and other gases (CO2, CO, H2O, chlorofluorocarbons, etc.) in the ullage of a liquid-fuel tank. The system provides an accurate and quantitative identification of the above gases with an accuracy of better than 1 percent by volume (for O2 or N2) in real-time (5 seconds). In an effort to prevent aircraft fuel tank fires or explosions similar to the tragic TWA Flight 800 explosion in 1996, OBIGGS are currently being developed for large commercial aircraft to prevent dangerous conditions from forming inside fuel tanks by providing an inerting gas blanket that is low in oxygen, thus preventing the ignition of the fuel/air mixture in the ullage. OBIGGS have been used in military aircraft for many years and are now standard equipment on some newer large commercial aircraft (such as the Boeing 787). Currently, OBIGGS are being developed for retrofitting to existing commercial aircraft fleets in response to pending mandates from the FAA. Most OBIGGS use an air separation module (ASM) that separates O2 from N2 to make nitrogen-enriched air from compressed air flow diverted from the engine (bleed air). Current OBIGGS systems do not have a closed-loop feedback control, in part, due to the lack of suitable process sensors that can reliably measure N2 or O2 and at the same time, do not constitute an inherent source of ignition. Thus, current OBIGGS operate with a high factor-of-safety dictated by process protocol to ensure adequate fuel-tank inerting. This approach is inherently inefficient as it consumes more engine bleed air than is necessary compared to a closed-loop controlled approach. The reduction of bleed air usage is important as it reduces fuel consumption, which translates to both increased flight range and lower operational costs. Numerous approaches to developing OBIGGS feedback-control sensors have been under development by many research groups and companies. However, the direct measurement of nitrogen (N2) is a challenge to most OBIGGS ullage sensors (such as tunable diode laser absorption) as they cannot measure N2 directly but depend on the measurement of oxygen (O2). The problem with a singular measure of O2, is that as the concentration (number density) of O2 decreases due to the inerting process or due to lower pressures from high altitudes, the precision and accuracy of the O2 measurement decreases. However, measuring O2 density in combination with N2 density (which is more abundant in air and in a N2-inerted fuel tank) can provide a much more accurate and reliable determination of the OBIGGS efficacy.

Nguyen, Quang-Viet↗
DOE OSTI2024

Gaseous fuel engine system operating strategy including hydrogen fueling amount based on performance target

Operating a gaseous fuel engine system includes outputting control commands to a first fuel admission valve and a second fuel admission valve to admit, respectively, a gaseous fuel blend containing a gaseous hydrogen fuel (H 2 ), and additional H 2 , into a gaseous fuel engine. An amount of the additional H 2 is determined by way of the respective control command based on a performance target for an engine parameter varying on the basis of a relative amount of H 2 in a combustion charge. Related apparatus and control logic is also disclosed.

Singh, Jaswinder↗
DOE OSTI2020

Review of thermophysical property methods applied to fueled and un-fueled molten salts

Recent investigation into designs of molten salt reactors (MSR) requires accurate data of candidate salts. Review of the literature shows lacking thermophysical (TP) property data for coolants and fuel-bearing salts of Advanced High Temperature Reactors (AHTR). Measurement uncertainties of current data are even more deficient, and this affects ongoing research where MSR modeling and testing are being performed. Melting temperature, viscosity, density, specific heat capacity, and thermal and electrical conductivity measurements are often not arranged together or discussed in great detail, especially for fuel-bearing salts. Raw data from key findings spanning over 70 years for LiF, LiF-BeF 2 , LiF-NaF-KF, KCl-MgCl 2 , KF-ZrF 4 , and NaF-KF-MgF 2 have been organized and presented here. Brief description of methods used to obtain these results, in addition to the TP data of some of these salts as fuel carriers, has also been discussed. Thermal conductivity data are particularly weak due to older, high-error measurement techniques. More recent measurement systems to evaluate salt thermal conductivity show promise for obtaining consistent absolute values. This work concludes that measurement systems such as transient hot-wire method, forced Rayleigh scattering, and laser flash analysis provide the most promise to fill these data gaps and reduce current uncertainty in thermal conductivity measurements of both fueled and un-fueled molten salts.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗