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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 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
NASA NTRS1984

Antimisting kerosene: Base fuel effects, blending and quality control techniques

The problems associated with blending of the AMK additive with Jet A, and the base fuel effects on AMK properties are addressed. The results from the evaluation of some of the quality control techniques for AMK are presented. The principal conclusions of this investigation are: significant compositional differences for base fuel (Jet A) within the ASTM specification DI655; higher aromatic content of the base fuel was found to be beneficial for the polymer dissolution at ambient (20 C) temperature; using static mixer technology, the antimisting additive (FM-9) is in-line blended with Jet A, producing AMK which has adequate fire-protection properties 15 to 20 minutes after blending; degradability of freshly blended and equilibrated AMK indicated that maximum degradability is reached after adequate fire protection is obtained; the results of AMK degradability as measured by filter ratio, confirmed previous RAE data that power requirements to decade freshly blended AMK are significantly higher than equilibrated AMK; blending of the additive by using FM-9 concentrate in Jet A produces equilibrated AMK almost instantly; nephelometry offers a simple continuous monitoring capability and is used as a real time quality control device for AMK; and trajectory (jet thurst) and pressure drop tests are useful laboratory techniques for evaluating AMK quality.

Yavrouian, A. H.↗
NASA NTRS2000

Mechanical Characterization of Composites and Foams for Aerospace Applications

Experimental studies to investigate the mechanical properties of ultra-lightweight polyimide foams for space applications, compression after impact (CAI) properties for low velocity impact of sandwich composites, and aspen fiber/polypropylene composites containing an interface adhesive additive, Maleic Anhydride Grafted Polypropylene (MAPP), were performed at Clark Atlanta University. Tensile, compression, flexural, and shear modulus tests were performed on TEEK foams categorized by their densities and relative cost according to ASTM specifications. Results showed that the mechanical properties of the foams increased as a function of higher price and increasing density. The CAI properties of Nomex/phenolic honeycomb core, fiberglass/epoxy facesheet sandwich composites for two damage arrangements were compared using different levels of impact energy ranging from 0 - 452 Joules. Impact on the thin side showed slightly more retention of CAI strength at low impact levels, whereas higher residual compressive strength was observed from impact on the thick side at higher impact levels. The aspen fiber/polypropylene composites studied are composed of various percentages (by weight) of aspen fiber and polypropylene ranging from 30%-60% and 40%-100%, respectively. Results showed that the MAPP increases tensile and flexural strength, while having no significant influence on tensile and flexural modulus.

Veazie, D. R.↗
DOE OSTI2016

Z4B, AREVA NP's most recent material for structural fuel assembly components

Z4B is AREVA NP's advanced material for fuel channels and BWR fuel assembly structural components such as water channels, which are made of zirconium base material. As such, Z4B is envisaged to replace Zircaloy-2 and Zircaloy-4 as a fuel channel and water channel material. The chemical composition of Z4B is similar to that of Zircaloy-4 with the exception of an increased iron and chromium content slightly above the ASTM specification. The manufacturing processes applied to produce Z4B components are the same as those that have been applied for Zircaloy-2 and Zircaloy-4 materials. AREVA NP has irradiated a total of 74 lead fuel channels made of Z4B either in beta-quenched condition or in fully recrystallized condition in eight BWRs worldwide. Sixty-six of these are still in service with 26 of these lead fuel channels on fuel assemblies of various ATRIUM 10 designs and 40 on ATRIUM 11 lead fuel assemblies. In addition to Z4B fuel channels, the ATRIUM 11 design also features fully recrystallized water channels. The first ATRIUM 11 lead fuel assemblies were inserted in-core in 2012. The first Z4B beta-quenched lead fuel channels were inserted in 2009 and will reach an estimated burnup of 60 MWd/kgHM in 2016 after seven annual cycles of irradiation. The first Z4B fully recrystallized lead fuel channels were also inserted in 2009 and have been discharged with EOL burnups of about 47 MWd/kgHM after three biennial cycles of irradiation. Pool-side inspections of these leads have confirmed the superior uniform and shadow corrosion behavior of Z4B fuel channels relative to Zircaloy-4 fuel channels. This increased corrosion resistance combined with a similar hydrogen pickup fraction to Zircaloy-4 will lead to an overall decrease in total hydrogen content and minimize the potential of hydrogen assisted irradiation growth and abnormal bow of fuel channels in the recrystallized condition. The use of Z4B fuel channels in the beta-quenched condition decreases bow even further due to the resulting quasi-isotropic microstructure. Additionally, fuel channels made of Z4B tend to exhibit reduced bulge, which is valid in both conditions, beta-quenched and recrystallized.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2016

Daher-TLI UCSC Wash Process - Lessons Learned from Handling a Legacy Cylinder - 16506

The Daher-TLI UF{sub 6} Cylinder Service Center (UCSC) began operation in 2013 and functions as a dedicated wash, re-certification, storage and disposal facility for 122 cm uranium hexafluoride (UF{sub 6}) cylinders. The primary purpose of the facility is to provide cylinder cleaning and re--certification services to the UF{sub 6} industry for cylinders that previously contained natural or depleted UF6. The facility also has the ability to recover most of the uranium in the form of uranyl peroxide (UO{sub 4}) or triuranium octoxide (U{sub 3}O{sub 8}). Small residues of UF{sub 6} (commonly referred to as a heel) from natural cylinders are removed and treated in a patented three-step purification process that recovers U{sub 3}O{sub 8} that meets the ASTM specification. The wastewater ordinarily contains a mixture of sodium salts (77% sodium sulfate, 23% sodium nitrate) along with minute traces of uranium (1 - 2 mg/L) and fluoride (10 - 20 mg/L). Over a period of 6 months, lab analyses were performed on the filtrate from a legacy cylinder in an attempt to separate uranium and fluoride from this stream. These pilot results established near quantitative recovery of uranium (< 1 mg/L) and near complete separation of fluorides (5 - 15 mg/L). This paper follows the efforts of the Daher-TLI UCSC to process the abnormal heeled UF{sub 6} cylinder. This paper also documents the lessons learned from this experience and how those lessons were used to improve the UCSC wash process. These modifications served to recover 99.87% of the input uranium as UO{sub 4} while simultaneously creating a waste stream with only trace amounts of impurities. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2016

Impact of a Diesel High Pressure Common Rail Fuel System and Onboard Vehicle Storage on B20 Biodiesel Blend Stability

Adoption of high-pressure common-rail (HPCR) fuel systems, which subject diesel fuels to higher temperatures and pressures, has brought into question the efficacy of ASTM International specifications for biodiesel and biodiesel blend oxidation stability, as well as the lack of any stability parameter for diesel fuel. A controlled experiment was developed to investigate the impact of a light-duty diesel HPCR fuel system on the stability of 20% biodiesel (B20) blends under conditions of intermittent use and long-term storage in a relatively hot and dry climate. B20 samples with Rancimat induction periods (IPs) near the current 6.0-hour minimum specification (6.5 hr) and roughly double the ASTM specification (13.5 hr) were prepared from a conventional diesel and a highly unsaturated biodiesel. Four 2011 model year Volkswagen Passats equipped with HPCR fuel injection systems were utilized: one on B0, two on B20-6.5 hr, and one on B20-13.5 hr. Each vehicle was operated over a one-hour drive cycle in a hot running loss test cell to initially stress the fuel. The cars were then kept at Volkswagen's Arizona Proving Ground for two (35 degrees C average daily maximum) to six months (26 degrees C average daily maximum). The fuel was then stressed again by running a portion of the one-hour dynamometer drive cycle (limited by the amount of fuel in the tank). Fuel rail and fuel tank samples were analyzed for IP, acid number, peroxide content, polymer content, and ester profile. The HPCR fuel pumps were removed, dismantled, and inspected for deposits or abnormal wear. Analysis of fuels collected during initial dynamometer tests showed no impact of exposure to HPCR conditions. Long-term storage with intermittent use showed that IP remained above 3 hours, acid number below 0.3 mg KOH/g, peroxides low, no change in ester profile, and no production of polymers. Final dynamometer tests produced only small changes in fuel properties. Inspection of the HPCR fuel pumps revealed no deposits or abnormal wear for any fuel. The results provide some confidence that the ASTM D7467 stability requirement of 6 hr. minimum IP for B6 to B20 blends provides adequate protection for modern engine fuel systems.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2013

Certification of alternative aviation fuels and blend components

Aviation turbine engine fuel specifications are governed by ASTM International, formerly known as the American Society for Testing and Materials (ASTM) International, and the British Ministry of Defence (MOD). ASTM D1655 Standard Specification for Aviation Turbine Fuels and MOD Defence Standard 91-91 are the guiding specifications for this fuel throughout most of the world. Both of these documents rely heavily on the vast amount of experience in production and use of turbine engine fuels from conventional sources, such as crude oil, natural gas condensates, heavy oil, shale oil, and oil sands. Turbine engine fuel derived from these resources and meeting the above specifications has properties that are generally considered acceptable for fuels to be used in turbine engines. Alternative and synthetic fuel components are approved for use to blend with conventional turbine engine fuels after considerable testing. ASTM has established a specification for fuels containing synthesized hydrocarbons under D7566, and the MOD has included additional requirements for fuels containing synthetic components under Annex D of DS91-91. New turbine engine fuel additives and blend components need to be evaluated using ASTM D4054, Standard Practice for Qualification and Approval of New Aviation Turbine Fuels and Fuel Additives. This paper discusses these specifications and testing requirements in light of recent literature claiming that some biomass-derived blend components, which have been used to blend in conventional aviation fuel, meet the requirements for aviation turbine fuels as specified by ASTM and the MOD. The &#x27;Table 1&#x27; requirements listed in both D1655 and DS91-91 are predicated on the assumption that the feedstocks used to make fuels meeting these requirements are from approved sources. Recent papers have implied that commercial jet fuel can be blended with renewable components that are not hydrocarbons (such as fatty acid methyl esters). These are not allowed blend components for turbine engine fuels as discussed in this paper.

09 BIOMASS FUELS↗
DOE OSTI2023

A Summary of the Microstructural Characterization Results for the A709 Commercial Heats

To improve high temperature strength for advanced nuclear reactors, it is necessary to qualify additional structural materials for introduction into the American Society of Mechanical Engineers (AMSE) Boiler and Pressure Vessel Code (BPVC). Specifically, Alloy 709 was identified as a material for Sodium-cooled Fast Reactors to enhance time-dependent mechanical properties compared to 316H stainless steel, a code qualified high temperature alloy. Idaho National Laboratory (INL) and Oak Ridge National Laboratory (ORNL) performed initial microstructure and mechanical property testing on a third, commercial heat of Alloy 709 stainless steel. The Alloy 709 plate was produced by Allegheny Technology Inc. (ATI) and in the solution annealed condition. The chemical composition was within the limits for an American Society of Testing and Materials (ASTM) A213 specification for seamless tube for material UNS S31025. Grain size was measured as an average ASTM size of 6.5, which was larger than the ASTM 7 required according to ASTM A213 for seamless tube. The chemical composition was within the limits for an ASTM A213, and the room temperature tensile tests and hardness data met ASTM A213 specifications. Creep-fatigue results showed similar behavior to previous heats of Alloy 709.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2013

The Impact of Low Octane Hydrocarbon Blending Streams on Ethanol Engine Optimization

Ethanol is a very attractive fuel from an end-use perspective because it has a high chemical octane number and a high latent heat of vaporization. When an engine is optimized to take advantage of these fuel properties, both efficiency and power can be increased through higher compression ratio, direct fuel injection, higher levels of boost, and a reduced need for enrichment to mitigate knock or protect the engine and aftertreatment system from overheating. The ASTM D5798 specification for high level ethanol blends, commonly called “E85,” underwent a major revision in 2011. The minimum ethanol content was revised downward from 68 vol% to 51 vol%, which combined with the use of low octane blending streams such as natural gasoline introduces the possibility of a lower octane “E85” fuel. While this fuel is suitable for current “ethanol tolerant” flex fuel vehicles, this study experimentally examines whether engines can still be aggressively optimized for the resultant fuel from the revised ASTM D5798 specification. The performance of six ethanol fuel blends, ranging from 51-85% ethanol, is compared to a premium-grade certification gasoline (UTG-96) in a single-cylinder direct-injection (DI) engine with a compression ratio of 12.9:1 at knock-prone engine conditions. UTG-96 (RON = 96.1), light straight run gasoline (RON = 63.6), and n-heptane (RON = 0) are used as the hydrocarbon blending streams for the ethanol-containing fuels in an effort to establish a broad range of knock resistance for high ethanol fuels. Results show that nearly all ethanol-containing fuels are more resistant to engine knock than UTG-96 (the only exception being the ethanol blend with 49% n-heptane). This knock resistance allows ethanol blends made with 33 and 49% light straight run gasoline, and 33% n-heptane to be operated at significantly more advanced combustion phasing for higher efficiency, as well as at higher engine loads. While experimental results show that the octane number of the hydrocarbon blend stock does impact engine performance, there remains a significant opportunity for engine optimization when considering even the lowest octane fuels that are in compliance with the current revision of ASTM D5798 compared to premium-grade gasoline.

efficiency↗
DOE OSTI2022

Production and Catalytic Upgrading of 2,3-Butanediol Fermentation Broth into Sustainable Aviation Fuel Blendstock and Fuel Properties Measurement

With the increasing demand for sustainable supplies of aviation fuel and need to address climate change, new conversion technologies are needed to efficiently process biomass, produce high quality jet fuel blendstock, and meet carbon emission targets. This study demonstrates the synthesis, conditioning, and catalytic upgrading of 2,3-butanediol (BDO) fermentation broth into a jet fuel blendstock candidate. A high-titer 2,3-BDO fermentation broth (i.e., ~90 g/L) was produced at a 100-L scale and pretreated via nanofiltration to decrease the impurities level in the broth from 4.6 to 0.6 wt%. A novel process for catalytic upgrading of aqueous 2,3-BDO into a jet fuel blendstock candidate was developed, and each step was efficiently demonstrated. The catalytic steps include 1) 2,3-BDO dehydration into methyl ethyl ketone (MEK) over AlPO4, 2) MEK conversion into olefins over Zn1Zr10Ox, 3) oligomerization of olefins over a zeolite beta, and 4) hydrogenation over platinum/carbon. Both the model feed and real 2,3-BDO fermentation broth were tested for upgrading 2,3-BDO to MEK. With the real feed, a continuous loss of conversion (i.e., >50% loss over ~140 h time-on-stream [TOS]) was partly attributed to reversible deactivation from coking species. However, the conversion remained stable with the model feed, which demonstrates the efficiency of the first step for converting aqueous 2,3-BDO (10 wt% in water). For upgrading MEK to olefins, high selectivity to olefins (i.e., 82.5%) was obtained at high conversion levels (i.e., 93-98%) with stable conditions being achieved for > 70-hours TOS. Oligomerization of light olefins, which was demonstrated for > 270 h TOS, mainly led to the formation of dimers (C8-10) and trimers (C13-14). The oligomerized product was hydrogenated and distilled to recover the jet fraction (35 mass% or 40.9% carbon based yield), which consists mostly of desired isoalkanes (31.7 wt%), n-alkanes (24.5 wt%), and cycloalkanes (29.6 wt%). While some improvement is still needed to meet ASTM D7566 specifications for viscosity and final boiling point temperature, freezing point, density, aromatics content, and sulfur content of the jet blendstock candidate were within acceptable ranges, thus highlighting the potential of this process for production of jet fuel blendstock.

ADVANCED PROPULSION SYSTEMS,BIOMASS FUELS↗
DOE OSTI2020

Assessment of BQ-9000 Biodiesel Properties for 2017

Critical quality parameters from BQ-9000 member companies were analyzed for calendar year 2017. The National Biodiesel Board provided blinded and randomized data sets on 14 critical metrics for biodiesel quality. This report summarizes the results of the parameters and found that overall, biodiesel readily met the ASTM D6751 specification limits in 2017.

09 BIOMASS FUELS↗
DOE OSTI2020

Assessment of BQ-9000 Biodiesel Properties for 2018

Critical quality parameters from BQ-9000 member companies were analyzed for calendar year 2018. The National Biodiesel Board provided blinded and randomized data sets on 14 critical metrics for biodiesel quality. This report summarizes the results of the parameters and found that overall, biodiesel readily met the ASTM D6751 specification limits in 2018.

09 BIOMASS FUELS↗
DOE OSTI2019

Material Properties of Non-Irradiated Zircaloy 4 in Support of ASME Code Acceptance for Pressure Vessel Design

A program underway at Oak Ridge National Laboratory (ORNL) to support private industry design of a system for production of 99Mo includes review of Zircaloy-4 (Zry-4) properties as a potential material for a primary vessel in the system. Because Zry-4 is not a material specified in the ASME Boiler and Pressure Vessel Code, a review has been performed to obtain the necessary data in the non-irradiated condition from the literature and from additional testing of Zry-4 to enable creation of tables of material properties required for ASME Code Section III Article ND-3000 design. A strategy for an in-vessel surveillance program is also recommended for early detection of potential corrosion and irradiation degradation issues during operational life of the vessel. Additionally, the ASME Code Section II, Part D was reviewed to ascertain the requirements for proposing a new material for Code approval. A plate of Zry-4 procured by ORNL was used to obtain tensile properties that were used as the basis for determining the maximum allowable stresses applicable to the vessel design. The materials properties of primary interest for ASME Code application are tensile properties, fracture toughness, fatigue, and five specific physical properties required by the Code for approval of a new material. The literature review revealed that all reported experimental data showed tensile strengths to substantially exceed the minimum specifications in ASTM B352. Sufficient fracture toughness and fatigue data are available to conclude that Zry-4 has sufficient fracture and fatigue resistance in the unirradiated condition for vessel design and operation. Of the physical properties reviewed, only thermal conductivity revealed a discrepancy that is recommended for further review. A surveillance program plan has been developed that is probably the maximum that would need to be implemented for the specific vessel design considered. Once adequate non-irradiated and irradiated data are available from preproduction testing of the Zry-4 and weld metal and HAZ materials, the program could be reduced to reflect that either initial properties are very good and/or the effects of embrittlement appear to be minimal. However, the overall design of a surveillance program is, of course, also dependent on the ASME Code design class for the pressure vessel.

Nanstad, Randy↗
DOE OSTI2021

Hydrothermal catalysis of waste greases into green gasoline, jet, and diesel biofuels in continuous flow supercritical water

Production of green gasoline, jet, and diesel biofuels from waste greases was achieved using a novel hydrothermal, continuous-flow catalytic process operating under supercritical water conditions, with recycled water the only added chemical. Thermally and chemically stable catalysts were explored to optimize yields of liquid biofuels and to minimize production of gases and acidic compounds. A 50:50 mixture of brown and yellow waste greases converted into 76.6 wt% liquid biocrude (BC); the remainder converted to water and gases. Less than 0.2% of the FS formed carbon char (mainly amongst catalyst particles). Various tubular reactors (Inconel, ® Hastelloy®, titanium, stainless) showed no interior defects, erosion, or mass loss after runs. Here, the titanium catalyst was fully recovered and regenerated back to its original potency. The BC was further refined into 28%, 48%, 20%, and 4 wt%, respectively for green gasoline, jet, diesel, and bunker. Biofuels were analyzed for compound class compositions and reaction mechanisms were proposed. The hundreds of identified fuel products (C3-C35) from processing oleic acid as a pure model compound were identified. The neat green gasoline and diesel biofuels along with a 50% green jet blend (with petroleum Jet A) were tested in appropriate spark ignition, turbine, and diesel engines at University of MN Engine Labs. Biofuels achieved 107.7%, 97.2%, and 101.3% engine power performance levels relative to petroleum fuels (91-Octane, Jet A, #2 Diesel) along with lower CO and pollutant emissions. Biofuels passed ASTM fuel specifications (D4814, D7566, D975) including mandated corrosion and low sulfur limits of all three biofuels.

09 BIOMASS FUELS↗
DOE OSTI2012

Titanium Sheet Fabricated from Powder for Industrial Applications

In collaboration with Ametek and Commonwealth Scientific and Industrial Research Organization (CSIRO), Oak Ridge National Laboratory has evaluated three different methods for converting titanium hydride-dehydride (HDH) powder into thin gauge titanium sheet from a roll compacted preform. Methodologies include sintering, followed by cold rolling and annealing; direct hot rolling of the roll-compacted sheet; and hot rolling of multiple layers of roll compacted sheet that are encapsulated in a steel can. All three methods have demonstrated fully consolidated sheet, and each process route has the ability to produce sheet that meets ASTM B265 specifications. However, not every method currently provides sheet that can be highly formed without tearing. The degree of sintering between powder particles, post processing density, and the particle to particle boundary layer where compositional variations may exist, have a significant effect on the ability to form the sheet into useful components. Uniaxial tensile test results, compositional analysis, bend testing, and biaxial testing of the titanium sheet produced from hydride-dehydride powder will be discussed. Multiple methods of fabrication and the resulting properties can then be assessed to determine the most economical means of making components for industrial applications.

36 MATERIALS SCIENCE↗
DOE OSTI2027

Hydrotreating pine-derived catalytic fast pyrolysis oil to jet fuel: Process durability and impact of operating conditions

Hydrotreating woody biomass-derived catalytic fast pyrolysis (CFP) oil to jet fuel has the potential to enhance energy security due to the large abundance of forest and woody resources. CFP oil produced from pine over ZSM-5 was hydrotreated over sulfided NiMo/Al 2 O 3 for 410 h to study the impact of hydrotreating conditions (pressure, temperature, and weight hourly space velocity (WHSV)). The degree of deoxygenation remained high across the tested hydrotreating conditions, and the products contained < 0.01 wt% oxygen. Increasing hydrotreating pressure from 84 to 125 bar enhanced hydrogenation of aromatic rings and the formation of cycloalkanes and increasing the temperature from 385 to 400 degrees C enhanced cracking and the formation of jet-range molecules. Decreasing the weight hourly space velocity from 0.2 to 0.1 g/(g cat h) further enhanced cracking and led to higher gasoline- and lower jet fuel-range fractions. The highest jet fuel fraction (49 wt%) was obtained at 400 degrees C, 125 bar, 0.2 g/(g cat h) WHSV. CFP oils produced from pine over phosphorous-modified ZSM-5 were hydrotreated at this condition for 588 h to investigate the process durability. The hydrogenation performance of the catalyst gradually stabilized in approximately 300 h after which the product composition remained constant. Of the final hydrotreated CFP oil, 53 wt% fell in the jet fuel range with most of the tested fuel properties meeting ASTM D4054 and/or ASTM D7566 specifications. The freeze points were < -50 degrees C vs. guideline of < -40 degrees C and the viscosities at -20 degrees C were 3.8-4.1 mm 2 /s vs guideline of 8 mm 2 /s. Increasing the fraction of cycloalkanes could increase the cetane number and heating value, which did not meet the guidelines.

09 BIOMASS FUELS↗
DOE OSTI2018

Re-additization of commercial biodiesel blends during long-term storage

Commercial biodiesel blends were aged at 43 degrees C while monitoring stability. The oxidation stability -- or oxidation reserve expressed as Rancimat induction period (IP) -- gradually decreased from its initial value. At a predetermined IP threshold, an antioxidant was used to restore IP to the ASTM D7467 specification minimum of 6 h, referred to as re-additization. At lower IP values, the amount of antioxidant required increased significantly, and the effectiveness tended to be reduced. Once IP fell to essentially zero, the acid content increased to above the allowable limit and insoluble material was also detected. Storage life was increased relative to the as-received fuels as evidenced by longer time to produce acids. Experience in the field may vary based on storage conditions; however, these results indicate re-additization can significantly increase storage life of biodiesel blends when used with regular monitoring of IP and acid number. An assessment of the storage stability of the as-received fuels showed that the initial IP did not predict storage behavior, although fuels above the specification minimum remained stable for >12 weeks accelerated aging (1 year simulated).

25 ENERGY STORAGE↗
DOE OSTI2023

A Comparison of Solidification Structures and Submicroscale Cellular Segregation in Rapidly Solidified Stainless Steels Produced via Two-Piston Splat Quenching and Laser Powder Bed Fusion

Fusion-based additive manufacturing techniques leverage rapid solidification (RS) conditions to create parts with complex geometries, unique microscale/nanoscale morphological features, and elemental segregation. Three custom composition stainless steel alloys with varying chromium equivalence to nickel equivalence ratio (Cr eq /Ni eq ) between 1.53 and 1.95 were processed using laser powder bed fusion (LPBF) and/or two-piston splat quenching (SQ) to produce solidification rates estimated between 0.4 and 0.8 m/s. Both scanning electron microscopy (SEM) and transmission electron microscopy (TEM) were utilized to collect high-resolution images, electron backscatter diffraction (EBSD) phase identification, and measure cellular segregation. Similar features were observed in both LPBF and SQ samples including phase and microstructure, nanoscale oxide particles, cell size, and segregation behavior. However, dislocation pileup was observed along the cell boundaries only in the LPBF austenite solidified microstructure. Targeted adjustment of the SQ feedstock Cr and Ni concentrations, within the ASTM A240 specification for 316L resulted in no observable impact on the cell size, oxide particle size, or magnitude of segregation. Also, the amount of Ni segregation in the ferrite solidified microstructures did not significantly differ, regardless of Cr/Ni eq or processing technique. Here, SQ is demonstrated as capable of simulating RS rates and microstructures similar to LPBF for use as an alternative screening tool for new RS alloy compositions.

42 ENGINEERING↗
DOE OSTI2011

Experimental and Modeling Study of the Flammability of Fuel Tank Headspace Vapors from Ethanol/Gasoline Fuels; Phase 3: Effects of Winter Gasoline Volatility and Ethanol Content on Blend Flammability; Flammability Limits of Denatured Ethanol

This study assessed differences in headspace flammability for summertime gasolines and new high-ethanol content fuel blends. The results apply to vehicle fuel tanks and underground storage tanks. Ambient temperature and fuel formulation effects on headspace vapor flammability of ethanol/gasoline blends were evaluated. Depending on the degree of tank filling, fuel type, and ambient temperature,fuel vapors in a tank can be flammable or non-flammable. Pure gasoline vapors in tanks generally are too rich to be flammable unless ambient temperatures are extremely low. High percentages of ethanol blended with gasoline can be less volatile than pure gasoline and can produce flammable headspace vapors at common ambient temperatures. The study supports refinements of fuel ethanol volatilityspecifications and shows potential consequences of using noncompliant fuels. E85 is flammable at low temperatures; denatured ethanol is flammable at warmer temperatures. If both are stored at the same location, one or both of the tanks' headspace vapors will be flammable over a wide range of ambient temperatures. This is relevant to allowing consumers to splash -blend ethanol and gasoline atfueling stations. Fuels compliant with ASTM volatility specifications are relatively safe, but the E85 samples tested indicate that some ethanol fuels may produce flammable vapors.

02 PETROLEUM↗