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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 235 records · Page 13
All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

In situ self-ion (Fe + ) irradiation of ODS-FeCrAl alloy fuel cladding materials with different Cr contents: The early stages of Cr-rich α’ phase precipitation

Oxide-dispersion-strengthened FeCrAl (ODS-FeCrAl) alloys are candidate accident-tolerant fuel cladding materials for light water reactors because they demonstrate satisfactory resistance to materials degradation effects such as high-temperature oxidation, radiation-induced swelling, and creep. Their perspective deployment to market is challenged, however, by their inherent susceptibility to irradiation embrittlement caused by the precipitation of the brittle Cr-rich α’ phase at relatively low temperatures (≤475 °C). This work used in situ self-ion irradiation (150 keV Fe + ) in a transmission electron microscope to elucidate the early stages of Cr-rich α’ phase precipitation in three candidate ODS-FeCrAl alloy fuel cladding materials with different Cr contents (10, 12, and 20 wt.%) and microstructures. The early stages of the process resulting in the precipitation of the Cr-rich α’ phase in these three ODS-FeCrAl alloys under Fe + irradiation were investigated at room temperature and 300 °C up to total fluences of 1.7 × 10 15 ions·cm -2 (2 dpa) and 3.4 × 10 15 ions·cm -2 (4 dpa), using three damage dose rates (5 × 10 –5 , 3.3 × 10 –4 , and 2 × 10 –3 dpa·s -1 ). Post-irradiation examination via scanning transmission electron microscopy, energy-dispersive X-ray spectroscopy and electron energy loss spectroscopy suggested that the precipitation of the Cr-rich α’ phase might be promoted by the phase separation of the alloy matrix into Cr-rich and Fe-rich regions. Interestingly, oxygen impurities segregated preferentially in the Cr-rich regions, possibly promoting the radiation-assisted formation of the Cr-rich α’ phase. α’ phase precipitation was more pronounced at room temperature when compared to 300 °C, and it was clearly promoted by the progressive increase in the Cr content of the ODS-FeCrAl alloy.

36 MATERIALS SCIENCE↗
DOE OSTI2024

Cooperative Atomically Dispersed Fe–N 4 and Sn–N x Moieties for Durable and More Active Oxygen Electroreduction in Fuel Cells

One grand challenge for deploying porous carbons with embedded metal–nitrogen–carbon (M–N–C) moieties as platinum group metal (PGM)-free electrocatalysts in proton-exchange membrane fuel cells is their fast degradation and inferior activity. Here, we report the modulation of the local environment at Fe–N 4 sites via the application of atomic Sn–N x sites for simultaneously improved durability and activity. We discovered that Sn–N x sites not only promote the formation of the more stable D2 FeN 4 C 10 sites but also invoke a unique D3 SnN x –Fe II N 4 site that is characterized by having atomically dispersed bridged Sn–N x and Fe–N 4 . This new D3 site exhibits significantly improved stability against demetalation and several times higher turnover frequency for the oxygen reduction reaction (ORR) due to the shift of the reaction pathway from a single-site associative mechanism to a dual-site dissociative mechanism with the adjacent Sn site facilitating a lower overpotential cleavage of the O–O bond. This mechanism bypasses the formation of the otherwise inevitable intermediate that is responsible for demetalation, where two hydroxyl intermediates bind to one Fe site. Lastly, a mesoporous Fe/Sn-PNC catalyst exhibits a positively shifted ORR half-wave potential and more than 50% lower peroxide formation. This, in combination with the stable D3 site and enriched D2 Fe sites, significantly enhanced the catalyst’s durability as demonstrated in membrane electrode assemblies using complementary accelerated durability testing protocols.

36 MATERIALS SCIENCE↗
DOE OSTI2023

Progress on Design and Production of Oxide Dispersion–Strengthened Alumina-Forming Austenitic Alloys for Nuclear Applications

Alumina-forming austenitic (AFA) alloys are a promising class of nuclear materials due to their high-temperature oxidation/corrosion resistance and mechanical properties. Unfortunately, these alloys are limited in use for core material applications, specifically in their use as nuclear fuel cladding. Improving these alloys through a fine dispersion of oxide precipitates and thus increasing the effective irradiation sink strength of the alloy system may mitigate many of the degradation phenomena expected during alloy deployment (such as high-temperature helium embrittlement for lead-cooled fast reactor applications). This work package has started using a combination of conventional and advanced manufacturing approaches to the fabrication of oxide dispersion–strengthened (ODS) AFA materials. As such, this report summarizes progress to date in the fabrication of new compositions of these ODS AFA materials with a focus on reactor-specific design and a multifaceted manufacturing approach. Two different compositions of AFA gas-atomized powders were procured, and 200 g of each have been prepared using mechanical alloying with the expectation of high-temperature consolidation in Q1 of FY24. In addition, an approach to use reactive cover gases to promote additional precipitate formation has been developed for implementation in FY24 as a direct comparison with conventionally manufactured alloys.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
NASA NTRS1931

Development of an Impinging-jet Fuel-injection Valve Nozzle

During an investigation to determine the possibilities and limitations of a two-stroke-cycle engine and ignition, it was necessary to develop a fuel injection valve nozzle to produce a disk-shaped, well dispersed spray. Preliminary tests showed that two smooth jets impinging upon each other at an angle of 74 degrees gave a spray with the desired characteristics. Nozzles were built on this basis and, when used in fuel-injection valves, produced a spray that fulfilled the original requirements. The spray is so well dispersed that it can be carried along with an air stream of comparatively low velocity or entrained with the fuel jet from a round-hole orifice. The characteristics of the spray from an impinging-jet nozzle limits its application to situations where wide dispersion is required by the conditions in the engine cylinder and the combustion chamber.

Spanogle, J A↗
DOE OSTI2022

Atomically dispersed supported metal species as catalysts for alcohol conversion, and hydrogen and chemicals production

Supported single metal atoms are a new class of catalyst in which precious metals can be used at the ultimate limit of atom efficiency. While great strides have been made in demonstrating the potential of single-atom catalysts for many industrial reactions, there remains much debate in the literature over the nature of the active sites and the reaction mechanisms. The major goal of this project was to elucidate how atomic dispersions of metals on oxide supports enable catalytic reactions and how to stabilize such active sites for practical catalyst development. This is particularly important for the reactions of interest to fuel reforming for hydrogen generation in which atomically-dispersed metal ions on various oxide surfaces have been identified as the active sites. Working with trace amounts of precious metals is both fundamentally intriguing and of great practical interest in our continual search for low-cost, efficient and stable catalysts for the conversion of fuels to hydrogen under highly demanding operating conditions. A second major goal of the project was to rationally design and prepare single atom alloy (SAA) catalyst compositions based on information gathered from surface science studies on model catalysts and by catalytic evaluation of nanoparticle SAA analogs under realistic conditions. The overarching goal was to use the knowledge garnered from this project to design and develop new catalysts at the single atom limit, which can be applied to selective hydrogenation reactions (alkynes and dienes to alkenes) and the dehydrogenation of methanol and ethanol to value-added products at near-ambient conditions. Detailed information about the results of the project are given below.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2022

Atomically dispersed iron sites with a nitrogen–carbon coating as highly active and durable oxygen reduction catalysts for fuel cells

Nitrogen-coordinated single atom iron sites (FeN 4 ) embedded in carbon (Fe–N–C) are the most active platinum group metal-free oxygen reduction catalysts for proton-exchange membrane fuel cells. Still, current Fe–N–C catalysts lack sufficient long-term durability and are not yet viable for practical applications. Here we report a highly durable and active Fe–N–C catalyst synthesized using heat treatment with ammonia chloride followed by high-temperature deposition of a thin layer of nitrogen-doped carbon on the catalyst surface. We propose that catalyst stability is improved by converting defect-rich pyrrolic N-coordinated FeN 4 sites into highly stable pyridinic N-coordinated FeN 4 sites. The stability enhancement is demonstrated in membrane electrode assemblies using accelerated stress testing and a long-term steady-state test (>300 h at 0.67 V), approaching a typical Pt/C cathode (0.1 mg Pt cm -2 ). The encouraging stability improvement represents a critical step in developing viable Fe–N–C catalysts to overcome the cost barriers of hydrogen fuel cells for numerous applications.

08 HYDROGEN↗
NASA NTRS1984

Preparation and evaluation of advanced catalysts for phosphoric acid fuel cells

The platinum electrocatalysts were characterized for their crystallite sizes and the degree of dispersion on the carbon supports. One application of these electrocatalysts was for anodic oxidation of hydrogen in hot phosphoric acid fuel cells, coupled with the influence of low concentrations of carbon monoxide in the fuel gas stream. In a similar way, these platinum on carbon electrocatalysts were evaluated for oxygen reduction in hot phosphoric acid. Binary noble metal alloys were prepared for anodic oxidation of hydrogen and noble metal-refractory metal mixtures were prepared for oxygen reduction. An exemplar alloy of platinum and palladium (50/50 atom %) was discovered for anodic oxidation of hydrogen in the presence of carbon monoxide, and patent disclosures were submitted. For the cathode, platinum-vanadium alloys were prepared showing improved performance over pure platinum. Preliminary experiments on electrocatalyst utilization in electrode structures showed low utilization of the noble metal when the electrocatalyst loading exceeded one weight percent on the carbon.

Stonehart, P.↗
DOE OSTI2020

Development and demonstration of a methodology to evaluate high burnup fuel susceptibility to pulverization under a loss of coolant transient

For economic reasons, the US nuclear industry is renewing efforts to build a technical basis to extend rod average burnup limits above the current regulatory burnup limit of 62 GWd/MTU. The primary driver is to increase pressurized water reactor cycle lengths to 24 months, reducing the number of fresh fuel assemblies and core design constraints, thereby making core energy utilization more efficient. However, fuel pellet fragmentation and pulverization, termed high burnup fuel fragmentation (HBFF), has been observed in the high burnup (>90 GWd/MTU) Halden loss-of-coolant-accident (LOCA) integral test series. The issue gained attention when fuel fragmentation and pulverization were also observed closer to the current US regulatory limit during the US Nuclear Regulatory Commission (NRC) sponsored out-of-core integral test at Studsvik Nuclear in early 2011. This led to NRC concerns with potential changes to fuel and core designs relative to fuel pellet pulverization. In a letter to the NRC Commissioners, the staff specifically identified a need to “…define the boundary of safe operation for key fuel design and operating parameters,” stating that “the staff is challenged to evaluate the acceptability of future fuel design advancements and fuel utilization changes.” As such, it can be concluded that HBFF and potential dispersal into the reactor coolant system introduces additional complications in light-water reactor (LWR) fuel safety evaluations. However, it is not clear how much fuel will be susceptible to HBFF; nor has there been a methodology developed to evaluate fuel susceptibility to HBFF. To that end, this paper proposes an analysis methodology to assess fuel susceptibility to HBFF during LOCA scenarios. The work presented here uses the BISON fuel performance code to evaluate a representative pressurized water reactor fuel rod exposed to a rod average burnup of 75 GWd/MTU. Sensitivity studies investigated the impact of the peak cladding temperature, transient fission gas released, and pre-transient fission gas release on cladding ballooning and burst timing. Subsequently, a methodology to assess fuel susceptibility to HBFF will be developed based on experimental data published in the open literature. The methodology will then be demonstrated by calculating the mass of fuel susceptibility to HBFF. The BISON results conclude that increasing peak cladding temperature drastically decreased time to failure, and decreased balloon size both of which have been confirmed experimentally. Additionally, the effect of pre-transient and transient fission gas release affected cladding balloon size and burst timing. Finally, fuel susceptibility to HBFF significantly decreased as a function of peak cladding temperature.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2026

Regulating in situ gaseous deposition to construct highly durable Fe–N–C oxygen-reduction fuel cell catalysts

The activity–stability trade-off challenges the design of high-performance atomically dispersed iron–nitrogen–carbon (Fe–N–C) catalysts for the acidic oxygen reduction reaction in polymer electrolyte fuel cells. Here we develop an in situ chemical vapour deposition approach during catalyst synthesis to break the trade-off, producing highly stable Fe–N–C catalysts while maintaining adequate oxygen reduction reaction activity. The optimal catalyst exhibits a half-wave potential of 0.867 V, remaining unchanged after an accelerated stress test (AST) of 100,000 potential cycles in rotating disk electrode tests. In membrane electrode assemblies under H 2 –air conditions, it delivers 93 mA cm −2 at 0.8 V after a standard AST of 30,000 voltage cycles, and shows minimal current density losses (2.9% at 0.6 V; 14.2% at 0.7 V) after an extended AST up to 120,000 cycles. Furthermore, the catalyst’s durability improvement is primarily due to the in situ chemical vapour deposition, which strengthens Fe–N bonds, increases active-site density, mitigates iron aggregates and reduces surface porosity.

Chemical engineering↗
DOE OSTI2020

Microscopy Studies of the Catalyst Inks for PEM Fuel Cells

The microstructure of the catalyst layer in proton exchange membrane fuel cells (PEMFC) is one of the key factors that determine fuel cell performance. The ink preparation, including dispersion solvent, mixing time, and mixing power, are among the less reported parameters that would influence the ionomer distribution on the catalyst surface and the continuity of the carbon network. In this work, novel characterization approaches have been used to investigate the effect of the Pt/C catalyst ink preparation conditions on the morphology and structures of the catalyst layer. Microscopy analysis revealed that longer mixing time led to better performing electrode structures than shorter mixing time. The longer mixing time enabled improved continuity of the ionomer network and high porosity in the cathode layer that contributes to improved proton conductivity and mass transport. This has been reflected in performance and durability tests, where the electrode made from a 5-day catalyst ink displayed improved performance compared to the one made from a 3-day ink. Durability studies showed 26% and 43% loss of the initial mass activity for 5 days and 3 days mixing, respectively. Finally, in addition, the catalyst layer prepared with ethylene glycol as the dispersion solvent showed better durability than water/1-propanol based solution.

25 ENERGY STORAGE↗
NASA NTRS1973

Status of wind-energy conversion

The utilization of wind energy is technically feasible as evidenced by the many past demonstrations of wind generators. The cost of energy from the wind has been high compared to fossil fuel systems; a sustained development effort is needed to obtain economical systems. The variability of the wind makes it an unreliable source on a short term basis. However, the effects of this variability can be reduced by storage systems or connecting wind generators to: (1) fossil fuel systems; (2) hydroelectric systems; or (3) dispersing them throughout a large grid network. Wind energy appears to have the potential to meet a significant amount of our energy needs.

Thomas, R. L.↗
NASA NTRS1931

The N.A.C.A. Apparatus for Studying the Formation and Combustion of Fuel Sprays and the Results from Preliminary Tests

Described here is an apparatus for studying the formation and combustion of fuel sprays under conditions closely simulating those in a high speed compression-ignition engine. The apparatus consists of a single-cylinder modified test engine, a fuel injection system so designed that a single charge of fuel can be injected into the combustion chamber, an electric driving motor, and a high-speed photographic apparatus. The cylinder head of the engine has a vertical disk form of combustion chamber whose sides are glass windows. When the fuel is injected into the combustion chamber, motion pictures at the rate of 2000 per second are taken of the spray formation by means of spark discharges. When combustion takes place, the light of combustion is recorded on the same photographic film as the spray photographs. Included here are the results of some tests to determine the effect of air temperature, air flow, and nozzle design on the spray formation. The results show that the compression temperature has little effect on the penetration of the fuel spray, but does not affect the dispersion, that air velocities of about 300 feet per second are necessary to destroy the core of the spray, and that the effect of air flow on the spray is controlled to a certain extent by the design of the injection nozzle. The results on the combustion of the spray show that when ignition does not take place until after spray cut-off, the ignition may start almost simultaneously throughout the combustion chamber or at different points throughout the chamber. When ignition takes place before spray cut-off, the combustion starts around the edge of the spray and then spreads throughout the chamber.

Rothrock, A M↗
NASA NTRS1980

Flight test experience using advanced airborne equipment in a time-based metered traffic environment

A series of test flights have demonstrated that time-based metering guidance and control was acceptable to pilots and air traffic controllers. The descent algorithm of the technique, with good representation of aircraft performance and wind modeling, yielded arrival time accuracy within 12 sec. It is expected that this will represent significant fuel savings (1) through a reduction of the time error dispersions at the metering fix for the entire fleet, and (2) for individual aircraft as well, through the presentation of guidance for a fuel-efficient descent. Air traffic controller workloads were also reduced, in keeping with the reduction of required communications resulting from the transfer of navigation responsibilities to pilots. A second series of test flights demonstrated that an existing flight management system could be modified to operate in the new mode.

Morello, S. A.↗
DOE OSTI2024

Surface Functionalization of Carbon Black for PEM Fuel Cell Electrodes

Abstract Carbon‐based materials are extensively used in fuel cell applications due to their crucial role in maintaining high performance. Particularly, carbon black (CB) stands out as a preferred electrode material for fuel cells, owing to its high electrical conductivity and large surface area. This review focuses on the functionalization of CB and its use as a support for Pt‐based catalysts in proton exchange membrane fuel cells. Functionalization strategies include oxidation, covalent functionalization, as well as polymer grafting or impregnation. Various approaches to functionalize the CB surface are discussed that effectively tailor the surface properties of electrodes, leading to improved fuel cell performance. The improvements are seen in enhanced dispersibility of catalyst particles, better ionomer distribution, increased catalyst stability, and reduced carbon corrosion. This review provides an overview of various modifications applied to CB to enhance their structural and electrochemical properties, thereby boosting fuel cell performance.

74 ATOMIC AND MOLECULAR PHYSICS↗
NASA NTRS2014

Three-Dimensional Trajectory Design for Reducing Climate Impact of Trans-Atlantic Flights

The impact of aircraft emissions and contrails on the environment adds an additional aspect to aircraft trajectory optimization. This study developed a three-dimensional trajectory optimization algorithm for trans-Atlantic flights in cruise to generate aircraft trajectories that minimize environmental impacts due to CO2 emissions and contrails in the presence of winds. The climate-optimal trajectory is developed using dynamic programming that adjusts a wind-optimal aircraft heading while determining the optimal locations, altitudes and times for en-route step climbs. Flying wind-optimal routes minimize aircraft travel time, fuel burn and associated emissions during cruise while adjusting aircraft heading and en-route step climbs at the optimal locations and times minimize climate impact of contrails. This capability integrates an air traffic management simulation with aircraft fuel burn and emissions models, contrail formation and dispersion models, simplified climate response models, and a common climate metric. A study was conducted to evaluate the potential cost and benefits of flying climate-optimal routes in North Atlantic Airspace and their impacts to the Organized Track System design based on the trans-Atlantic air traffic during a day, July 12, 2012. Results show eastbound flights achieved a larger environmental benefit with less additional fuel burn than westbound flights that operated in strong headwinds that caused more additional fuel burn and aircraft emissions to avoid traversing contrails favorable regions.

climate impact of aviation↗
NASA NTRS2004

Fuels Containing Methane of Natural Gas in Solution

While exploring ways of producing better fuels for propulsion of a spacecraft on the Mars sample return mission, a researcher at Johnson Space Center (JSC) devised a way of blending fuel by combining methane or natural gas with a second fuel to produce a fuel that can be maintained in liquid form at ambient temperature and under moderate pressure. The use of such a blended fuel would be a departure for both spacecraft engines and terrestrial internal combustion engines. For spacecraft, it would enable reduction of weights on long flights. For the automotive industry on Earth, such a fuel could be easily distributed and could be a less expensive, more efficient, and cleaner-burning alternative to conventional fossil fuels. The concept of blending fuels is not new: for example, the production of gasoline includes the addition of liquid octane enhancers. For the future, it has been commonly suggested to substitute methane or compressed natural gas for octane-enhanced gasoline as a fuel for internal-combustion engines. Unfortunately, methane or natural gas must be stored either as a compressed gas (if kept at ambient temperature) or as a cryogenic liquid. The ranges of automobiles would be reduced from their present values because of limitations on the capacities for storage of these fuels. Moreover, technical challenges are posed by the need to develop equipment to handle these fuels and, especially, to fill tanks acceptably rapidly. The JSC alternative to provide a blended fuel that can be maintained in liquid form at moderate pressure at ambient temperature has not been previously tried. A blended automotive fuel according to this approach would be made by dissolving natural gas in gasoline. The autogenous pressure of this fuel would eliminate the need for a vehicle fuel pump, but a pressure and/or flow regulator would be needed to moderate the effects of temperature and to respond to changing engine power demands. Because the fuel would flash as it entered engine cylinders, relative to gasoline, it would disperse more readily and therefore would mix with air more nearly completely. As a consequence, this fuel would burn more nearly completely (and, hence, more cleanly) than gasoline does. The storage density of this fuel would be similar to that of gasoline, but its energy density would be such that the mileage (more precisely, the distance traveled per unit volume of fuel) would be greater than that of either gasoline or compressed natural gas. Because the pressure needed to maintain the fuel in liquid form would be more nearly constant and generally lower than that needed to maintain compressed natural gas in liquid form, the pressure rating of a tank used to hold this fuel could be lower than that of a tank used to hold compressed natural gas. A mixture of natural gas and gasoline could be distributed more easily than could some alternative fuels. A massive investment in new equipment would not be necessary: One could utilize the present fuel-distribution infrastructure and could blend the gasoline and natural gas at almost any place in the production or distribution process - perhaps even at the retail fuel pump. Yet another advantage afforded by use of a blend of gasoline and natural gas would be a reduction in the amount of gasoline consumed. Because natural gas costs less than gasoline does and is in abundant supply in the United States, the cost of automotive fuel and the demand for imported oil could be reduced.

Sullivan, Thomas A.↗
DOE OSTI2022

Understanding Fission Gas Bubble Distribution and Zirconium Redistribution in Neutron-irradiated U-Zr Metallic Fuel Using Machine Learning

U-10wt.% Zr (U-10Zr) based metallic fuel is the leading candidate for next-generation sodium cooled fast reactor in United States. Currently, Idaho National Laboratory (INL) has been the leading national laboratory for research, development, and demonstration (RD&D) on metallic fuel. Advanced post-irradiation characterization will help to understand fuel microstructure and property change during irradiation, benefiting fuel qualification for commercial application. Characterization capabilities ranging from sub-nanometer to micrometer, such as scanning electron microscopy (SEM), focused ion beam (FIB) sampling, transmission electron microscopy (TEM) characterization, and local thermal conductivity microscopy (TCM), have been utilized recently on irradiated U-10Zr fuel samples to gain a better understanding of nuclear fuel microstructure and property evolution inside a reactor. The FIB/SEM coupled with energy dispersive X-ray spectroscopy (EDS) can capture the essential information to achieve better understanding of fuel behaviors. Inside a nuclear reactor, the phase and microstructure of U-10Zr is constantly changing under neutron bombardment. For example, the gaseous fission product atoms have a limited solubility inside fuel matrix and tend to precipitate out in bubble form, which not only contribute to fuel thermal conductivity degradation but also provide a shortcut for movement of fission products, i.e. lanthanides. The resultant deposition of lanthanides at the cladding inner surface will potentially trigger a chemical reaction/interaction between nuclear fuel and cladding at reactor operational conditions, threatening fuel integrity and safety. FIB/SEM coupled with EDS can provide the fission bubble information as well as probe into phase separation or Zr redistribution, which is fundamental to predict the fuel performance. With high velocity image data generating method, such as FIB/SEM, an automatic way to extract the microstructural information quantitively can better serve the needs from post irradiation characterization. A trained machine learning model, named Decision Tree, is employed to generate a bubble classifier and to categorize bubbles into three categories: isolated bubble, connected without lanthanides, and connected with lanthanides bubbles[3]. This work presents a showcase of this approach on six regions of a fuel cross-section along the radial temperature gradient. We obtained distributions of bubble categories and porosity rates along the six regions. Moreover, a secondary phase U-Zr2 was determined and found on regions 5 and 6. The secondary phase fraction was increasing from 15.61% in region 5 to 34.79% in region 6 based on this approach . This quantitative data offers insights into the lanthanide migration and potentially thermal conductivity degradation. This information from machine learning will be fed into fuel design code for better prediction of fuel performance.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
NASA NTRS2019

Electron Beam Welding of Pure Tungsten Hex Cans for Nuclear Thermal Propulsion Engines

Nuclear thermal propulsion (NTP) is an in-space propulsion method currently being developed at the NASA Marshall Space Flight Center (MSFC). NTP systems are a high specific impulse (750–1,100 s), high thrust (15,000–250,000 lbf ) method of propulsion which have the potential to allow for faster transit times when optimizing for high ΔV. In the nuclear rocket engine, the heat from the nuclear fission reaction is transferred to a low molecular mass propellant (such as hydrogen). Hot propellant is expanded through a nozzle to generate thrust. Development of ceramic metal (cermet) fuel systems for NTP applications is currently ongoing at MSFC. In cermet fuel systems, ceramic fissile fuel particles such as uranium nitride or uranium dioxide are dispersed within a net-shaped, high-density structural matrix. The composite material is cladded by a protective metal structure to make up an NTP fuel element. Cladding materials must be able to withstand the demanding operating conditions required of the engine as well as retain a hermetic seal to allow for retention of fuel element structural integrity, prevent hydrogen attack or migration of the ceramic fuel, and limit release of fission products during operation. For NTP applications, tungsten is a prime material for both the metal matrix and cladding in cermet fuel systems because of its high melting point, high temperature strength, and compatibility with hot hydrogen. If a weld in tungsten with the capability of holding a hermetic seal is achievable, tungsten becomes a strong candidate for NTP applications. This Technical Memorandum focuses on determining the weldability of pure tungsten using electron beam welding (EBW). Tungsten appears well suited for NTP applications, but it has a high ductile to brittle transition temperature (DBTT) dependent upon chemical composition, structure/stress distribution, and mechanical conditions. Therefore, it is highly subject to brittle fracture. Because of its high susceptibility to brittle fracture, it is very difficult to weld. EBW was chosen for joining pure tungsten because of its low heat input compared to gas tungsten arc welding. Reduced heat input can be directly correlated with an increase in ductility of a tungsten weld. EBW is a high energy density welding process in which a stream of electrons penetrates a weld joint in a deep, narrow spike in contrast to a broad gas tungsten arc weld pool. The investigation initially focused on EBW of tungsten plates of both 0.01 in and 0.03 in thickness to determine if EBW could weld pure tungsten without the presence of visual defects—particularly cracking—in the welds. Variation in the weld procedure and post-weld heat treatment (PWHT) was used to improve the surface appearance of flat EBWs on a pure tungsten sheet. The investigation moved on to weld 0.05-in-thick hexagonal tungsten cans with a weld joint thickness of 0.025 in. The goal for welding the pure tungsten hex cans was to avoid any visual surface defects and generate a weld capable of a hermetic seal. This proved difficult. Cold welds commonly exhibited porosity that leaked air. Hot welds exhibited cracks, typically observed immediately after welding. Later welds were preheated to increase ductility and decrease the likelihood of through-thickness cracking. PWHT was used to arrest microcrack growth both in the flat weld samples and hexagonal weld samples.

Courtright, Z. S.↗