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Cathodic electrocatalyst materials studied for use in low temperature hydrogen oxygen fuel cells with alkaline electrolyte
Cathodic electrocatalysts for use in low temperature hydrogen-oxygen fuel cells with an alkaline electrolyte-corrosion resistance and activity testing of materials and elements
Cathodic electrocatalysts development for use in low temperature hydrogen-oxygen fuel cells with alkaline electrolyte
Carbides, nitrocarbides of nickel, cobalt alloys, and nickel-cobalt alloys evaluated for electrocatalysts in low temperature hydrogen peroxide fuel cells with alkaline electrolyte
Development of cathodic electrocatalysts for use in low temperature hydrogen-oxygen fuel cells with alkaline electrolyte
Potentiostatic and corrosion resistance tests for metallic ingots prepared as rotating disk electrodes - cathodic electrocatalysts for use in low temperature hydrogen-oxygen fuel cells
An investigation was conducted with a single combustor from a J47 turbojet engine using weathered aviation gasoline and several spark-plug modifications to determine altitude ignition, acceleration, and steady state operating characteristics. Satisfactory ignition was obtained with two modifications of the original opposite-polarity spark plug up to and including an altitude of 40,003 feet at conditions simulating equilibrium windmilling of the engine at a flight speed of 400 miles per hour. At a simulated altitude of 30,000 feet, satisfactory ignition was obtained over a range of simulated engine speeds. No significant effect of fuel temperature on ignition limits was observed over a range of fuel temperatures from 80 deg to -52 deg F. At an altitude of 30,000 feet, the excess temperature rise available for acceleration at low engine speeds was limited by the ability of the combustor to produce temperature rise, whereas at high engine speeds the maximum allowable turbine-inlet temperature became the restricting factor. Altitude operational limits increased from about 51,500 feet at 55 percent of rated engine speed to about 64,500 feet at 85 percent of rated speed. Combustion efficiencies varied from 59.0 to 92.6 percent over the range investigated and decreased with a decrease in engine speed and with an increase in altitude; higher efficiencies would have been obtained if lower altitudes had been investigated. Comparisons were made of the combustion efficiencies of weathered aviation gasoline and MIL-F-5616 fuel at altitudes of 30,000 and 40,000 feet. Combustion efficiencies obtained with MIL-F-5616 fuel were 8 percent higher at rated engine speed and 14 percent lower at 55 percent of rated speed than those obtained with weathered aviation gasoline.
An experimental investigation conducted at the 2.2-s drop tower of the NASA Lewis Research Center is presented to quantify the influence of moderate fuel preheat on soot-field structure within 0-g laminar gas jet diffusion flames. Parallel work in 1-g is also presented to delineate the effect of elevated fuel temperatures on soot-field structure in buoyant flames. The experimental methodology implements jet diffusion flames of nitrogen-diluted acetylene fuel burning in quiescent air at atmospheric pressure. Fuel preheat of approximately 100 K in the 0-g laminar jet diffusion flames is found to reduce soot loadings in the annular region, but causes an increase in soot volume fractions at the centerline. In addition, fuel preheat reduces the radial extent of the soot field in 0-g. In 1-g, the same fuel preheat levels have a more moderated influence on soot loadings in the annular region, but are also seen to enhance soot concentrations near the axis low in the flame. The increased soot loadings near the flame centerline, as caused by fuel preheat, are consistent with the hypothesis that preheat levels of approximately 100 K enhance fuel pyrolysis rates. The results show that the growth stage of particles transported along the soot annulus is shortened both in 1-g and 0-g when elevated fuel temperatures are used.
An experimental research program was undertaken to investigate the thermal stability and heat transfer characteristics of several hydrocarbon fuels under conditions that simulate high-pressure, rocket engine cooling systems. The rates of carbon deposition in heated copper and nickel-plated copper tubes were determined for RP-1, propane, and natural gas using a continuous flow test apparatus which permitted independent variation and evaluation of the effect on deposit formation of wall temperature, fuel pressure, and fuel velocity. In addition, the effects of fuel additives and contaminants, cryogenic fuel temperatures, and extended duration testing with intermittent operation were examined. Parametric tests to map the thermal stability characteristics of RP-1, commercial-grade propane, and natural gas were conducted at pressures of 6.9 to 13.8 MPa, bulk fuel velocities of 30 to 90 m/s, and tube wall temperatures in the range of 230 to 810 K. Also, tests were run in which propane and natural gas fuels were chilled to 230 and 160 K, respectively. Corrosion of the copper tube surface was detected for all fuels tested. Plating the inside of the copper tubes with nickel reduced deposit formation and eliminated tube corrosion in most cases. The lowest rates of carbon deposition were obtained for natural gas, and the highest rates were obtained for propane. For all fuels tested, the forced-convection heat transfer film coefficients were satisfactorily correlated using a Nusselt-Reynolds-Prandtl number equation.
An experimental research program was undertaken to investigate the thermal stability and heat transfer characteristics of several hydrocarbon fuels under conditions that simulate high-pressure, rocket engine cooling systems. The rates of carbon deposition in heated copper and nickel-plated copper tubes were determined for RP-1, propane, and natural gas using a continuous flow test apparatus which permitted independent variation and evaluation of the effect on deposit formation of wall temperature, fuel pressure, and fuel velocity. In addition, the effects of fuel additives and contaminants, cryogenic fuel temperatures, and extended duration testing with intermittent operation were examined. Corrosion of the copper tube surface was detected for all fuels tested; however, plating the insides of the tubes with nickel reduced deposit formation and eliminated corrosion in most cases. The lowest rates of carbon deposition were obtained for natural gas, and the highest rates were obtained for propane. Forced-convection heat transfer film coefficients were satisfactorily correlated using a Nusselt-Reynolds-Prandtl number equation for all the fuels tested.
Presented here are experimental results obtained from a brief investigation of the appearance, penetration, and dispersion of oil sprays injected into a chamber of highly heated air at atmospheric pressure. The development of single sprays injected into a chamber containing air at room temperature and at high temperature was recorded by spray photography equipment. A comparison of spray records showed that with the air at the higher temperature, the spray assumed the appearance of thin, transparent cloud, the greatest part of which rapidly disappeared from view. With the chamber air at room temperature, a compact spray with an opaque core was obtained. Measurements of the records showed a decrease in penetration and an increase in the dispersion of the spray injected into the heated air. No ignition of the fuel injected was observed or recorded until the spray particles came in contact with the much hotter walls of the chamber about 0.3 second after the start of injection.
The LOX/Hydrocarbon Combustion Instability Investigation Program was structured to determine if the use of light hydrocarbon combustion fuels with liquid oxygen (LOX) produces combustion performance and stability behavior similar to the LOX/hydrogen propellant combination. In particular methane was investigated to determine if that fuel can be rated for combustion instability using the same techniques as previously used for LOX/hydrogen. These techniques included fuel temperature ramping and stability bomb tests. The hot fire program probed the combustion behavior of methane from ambient to subambient temperatures. Very interesting results were obtained from this program that have potential importance to future LOX/methane development programs. A very thorough and carefully reasoned documentation of the experimental data obtained is contained. The hot fire test logic and the associated tests are discussed. Subscale performance and stability rating testing was accomplished using 40,000 lb. thrust class hardware. Stability rating tests used both bombs and fuel temperature ramping techniques. The test program was successful in generating data for the evaluation of the methane stability characteristics relative to hydrogen and to anchor stability models. Data correlations, performance analysis, stability analyses, and key stability margin enhancement parameters are discussed.
Metal, alloy, and metal compound testing for corrosion resistance and activity as oxygen electrodes for hydrox fuel cell with alkaline electrolyte
Carbides, nitrides, nitrocarbides, and carbonitrides of iron examined for catalytic activity in oxygen reduction reaction in potassium hydroxide - peroxide fuel cells
Improved oxygen electrode for alkaline hydrox fuel cells
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Nuclear thermal and nuclear electric propulsion systems will enable and/or enhance important space exploration missions to the moon and Mars. Current efforts are addressing certain research areas, although NASA and DOE still have much work yet to do. Relative to chemical systems, nuclear thermal propulsion offers the potential of reduced vehicle weight, wider launch windows. and shorter transit times, even without aerobrakes. This would improve crew safety by reducing their exposure to cosmic radiation. Advanced materials and structures will be an important resource in responding to the challenges posed by safety and test facility requirements, environmental concerns, high temperature fuels and the high radiation, hot hydrogen environment within nuclear thermal propulsion systems. Nuclear electric propulsion (NEP) has its own distinct set of advantages relative to chemical systems. These include low resupply mass, the availability of large amounts of onboard electric power for other uses besides propulsion, improved launch windows, and the ability to share technology with surface power systems. Development efforts for NEP reactors will emphasize long life operation of compact designs. This will require designs that provide high fuel burnup and high temperature operation along with personnel and environmental safety.
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