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Heat transfer behavior in sCO2 power cycles when firing solid fuels
Diffusion flames are of great interest in fire safety and many industrial processes. Many parameters significantly affect the flame structure, shape and stability, of particular importance are the constraints imposed by geometrical boundaries. Physical boundaries determine the characteristics of the flow, affect heat, fuel, and oxidizer transport from and towards the flame and can act as heat sinks or heat sources. As a result, the existence of a flame, its shape and nature are intimately related to the geometrical characteristics of the environment that surrounds it. The counter-flow configuration provides a constant strain flow, therefore, is ideal to study the structure of diffusion flames. Most studies have concentrated on the high velocity, high strain limit, since buoyantly induced instabilities will disintegrate the planar flame as the velocity decreases. Only recently, experimental studies in micro-gravity conditions have begun to explore the low strain regimes. The main objective of these on-going studies is to determine the effect of radiative heat losses and variable strain on the structure and radiation-induced extinction of diffusion flames. For these programs, size, geometry, and experimental conditions have been chosen to keep the flame unaffected by the physical boundaries. Whether is the burning of condensed or gaseous fuels, for most real situations the boundaries impose a significant effect on the nature of the flame. There is, therefore, a need to better understand the effect that geometrical constraints (i.e. flow nonperpendicular to a fuel surface, heat losses to the boundaries, etc.) might have on the final characteristics of a diffusion flame. Preliminary experiments have shown that, in the absence of gravity, and depending on the distance from the flame to the boundary, three characteristically different regimes can be observed. Close to the boundary, the flame is parabolic, very thin and blue, almost soot-less. Diffusion is the main mechanism controlling fuel transport to the reaction zone, conduction towards the inlets is the main source of heat losses. As the distance increases the flame becomes linear and thickens, remaining blue at the oxidizer side and turning yellow at the fuel side. Here, convection brings fuel and oxidizer together and the reaction occurs in the viscous layer formed between the fuel and oxidizer streams. This region corresponds to the characteristic counter-flow flame where conduction and convection become negligible forms of heat losses and radiation becomes dominant. The flame in the third (mixed) region, between the two others, results from the combination of the scenarios presented above.
Broadened-specification aviation fuels could be produced from a greater fraction of crude source material with improvements in fuel supply and price. These fuels, particularly those with increased final boiling temperatures, would have higher freezing temperatures than current aviation turbine fuels. For the small but significant fraction of commercial flights where low fuel temperatures make higher freezing-point fuel use unacceptable, adaptations to the fuel or fuel system may be made to accommodate this fuel. Several techniques are discussed. Fuel heating is the most promising concept. One simple design uses existing heat rejection from the fuel-lubricating oil cooler, another uses an engine-driven generator for electrical heating.
Broadened-specification aviation fuels could be produced from a greater fraction of crude source material with improvements in fuel supply and price. These fuels, particularly those with increased final boiling temperatures, would have higher freezing temperatures than current aviation turbine fuels. The higher-freezing-point fuels can be substituted in the majority of present commercial flights, since temperature data indicate that in-flight fuel temperatures are relatively mild. For the small but significant fraction of commercial flights where low fuel temperatures make higher freezing-point fuel use unacceptable, adaptations to the fuel or fuel system may be made to accommodate this fuel. Several techniques are discussed. Fuel heating is the most promising concept. One simple system design uses existing heat rejection from the fuel-lubricating oil cooler, another uses an engine-driven generator for electrical heating. Both systems offer advantages that outweigh the obvious penalties.
Heat-pipe microreactors (HPMRs) are very small-scale nuclear reactors that employ heat pipes (HPs) for heat removal. HPMRs can be easily integrated with other forms of renewable energies, can be used for emergency responses to disaster relief zones, can be deployed in remote locations not connected to the grid, and can be removed from sites and replaced by new ones. HPMRs can also be used for space missions as HPs do not rely on gravity for heat transfer. Conventional fuel materials, such as uranium oxide (UO 2 ) and uranium oxycarbide (UCO), are currently considered in most existing HPMR designs, but ceramic uranium nitride (UN) fuel that has high uranium density, high thermal conductivity, and high melting point may become a better fuel candidate. Through neutronics calculations, this paper assesses the impact of using UN fuel in HPMRs with two different neutron spectra (fast and thermal) and two different fuel forms [traditional solid fuel pellets and TRi-structural-ISOtropic (TRISO) fuel compacts]. It was concluded that retrofitting HPMRs with UN fuel has the potential to reduce the initial 235 U enrichment requirement by ~3 wt% (to keep the same cycle length) or increase the cycle length (by keeping the same initial 235 U enrichment), which enables more compact and transportable HPMR core designs. However, using UN fuel decreases the control element worth [by up to 20% for the Special Purpose Reactor (SPR) and 5% for HP-MR] and is up to 80% more costly. Increasing 15 N enrichment can further decrease the initial 235 U enrichment requirement and increase the control element worth but is more costly. In conclusion, compared to fast-spectrum HPMRs fueled with solid pellet fuels, retrofitting UN fuel is more suitable for thermal-spectrum HPMRs fueled with TRISO fuel compacts, where the neutron spectrum hardening caused by using UN is less significant.
Heat-pipe microreactors (HPMRs) are very small-scale nuclear reactors that employ heat pipes for heat removal. HPMRs can be easily integrated with other forms of renewable energies, used for emergency responses to disaster relief zones, deployed in remote locations not connected to the grid, and removed from sites and replaced by new ones. HPMRs can also be used for space missions as heat pipes do not rely on gravity for heat transfer. Conventional fuel materials, such as UO 2 and UCO, are currently considered in most existing HPMR designs, but ceramic UN fuel that has high uranium density, high thermal conductivity, and a high melting point may become a better fuel candidate.
Decay heat and dose rate are two important limits used for determining the allowable contents of spent fuel (SNF) in dry storage systems and transportation packages. While the decay heat limit is used to maintain fuel cladding integrity and ensure retrievability, dose rates are used to demonstrate compliance with regulatory requirements on radiation protection. Because both dose rate and decay heat result from decay of radioisotopes in SNF, this study is an attempt to examine the relationship between dose rate and decay heat for a given cask design. Dose rates were evaluated for 198 cask configurations, that include various SNF system designs (e.g., storage, transfer, transport), SNF characteristics (e.g., fuel types, burnup, cooling time), and loading maps (e.g., uniform loading, zone loading), while a constant decay heat was maintained. The decay heat was calculated using US Nuclear Regulatory Commission (NRC) Regulatory Guide (RG) 3.54, Revision 2, and verified using ORIGEN sequence within SCALE code system. The ORIGEN outputs were used as source terms in the dose analysis using 198 different configurations. A computer script was developed to calculate the cooling time necessary to achieve a given decay heat for a given enrichment, assembly average burnup, assembly mass, and in-core history using a rootfinder algorithm. Initially the computer script was developed to provide cooling time and burnup calculations directly to the analysis of dose rates and decay heats, so a comparison between Used Nuclear Fuel-Storage Transportation and Disposal Analysis Resource Data System (UNF-ST&DARDS) results and RG3.54 data was made; results are included in the appendix to this document. However, an iterative approach was used to compute cooling time, and its accuracy did not depend on the results of the RG3.54r2 algorithm, although the algorithm was still used. The results of the evaluation presented herein clearly demonstrate that a given decay heat does not correspond to a unique dose rate for a variety of cask and package designs. There is no clear pattern to develop a correlation between decay heat and the source terms. Depending on burnup, enrichment, cask type, and loading pattern, dose rates varied for the exact same decay heat—in some cases by 400% for a given cask. For cases in which decay heat was held constant through selection of the appropriate cooling time, dose rates would decrease with increasing burnup, and in other cases, dose rates would increase. The large variation in dose rates for a constant decay heat indicates that casks loaded based on decay heat—that is allowing any burnup, cooling time, and enrichment combinations that yield the qualified decay heat limit(s) —cannot ensure that an Independent Spent Fuel Storage Installation or a spent fuel transportation package will meet the regulatory limits set forth by the respective regulations, i.e., 10 CFR 72 or 10 CFR 71.
Compacts 2-2-2 and 2-2-4 from the Advanced Gas Reactor (AGR) Fuel Development and Qualification Program’s final irradiation campaign (AGR-5/6/7) were each separately subjected to a thermal soak at 1600°C for 300 h under flowing helium to simulated conditions experienced during a postulated high-temperature gas-cooled reactor (HTGR) depressurization conduction cooldown event. The safety testing of the fuel compacts’ performance under accident conditions was conducted in the Oak Ridge National Laboratory (ORNL) Core Conduction Cooldown Test Facility (CCCTF), which utilizes a stand-alone hot cell at the Irradiated Fuels Examination Laboratory (IFEL). The CCCTF heats fuel to temperatures up to 1900°C in a non-oxidizing environment while continuously monitoring the sweep gas for radioactive 85 Kr to detect release levels associated with hermetic failure of the tristructural-isotropic (TRISO) coating surrounding each fuel kernel. In addition, certain metallic radionuclides that escape the fuel compact are collected on deposition cups that are periodically exchanged with a new cup to obtain information on the overall retention behavior of the TRISO coating layers. Because cesium can diffuse through intact pyrocarbon layers, abnormal degradation of the silicon carbide (SiC) layer in the absence of holistic TRISO coating failure is indicated by release of 134 Cs at levels equivalent to an individual particle inventory in the absence of significant 85 Kr release (Hunn et al. 2014). Additional description of the CCCTF system is provided in Appendix A.
This report presents the techno-economic analysis (TEA) results of integrating a modified autothermal reforming (ATR) hydrogen (H 2 ) production plant with a natural gas-fired, utility-scale power plant based on the direct supercritical carbon dioxide (sCO 2 ) power cycle. In this study, the H 2 production and the power plant are fully integrated in terms of heat, fuel, and carbon capture and storage (CCS). The ATR process has significant waste heat available for heat integration with a direct-fired sCO 2 power plant that benefits the power plant efficiency. The off-gas stream from the modified ATR process is primarily carbon dioxide (CO 2 ), carbon monoxide (CO), and residual H 2 . As supplemental fuel, it has beneficial heating value in the CO and H 2 that can be used in the direct sCO 2 power cycle. Finally, the direct sCO 2 power plant can isolate the CO 2 produced at the facility for CCS.
This report looks at the viability and best approach when producing synthetic fuels using heat and power supplied by advanced nuclear energy systems. The report looks at a low temperature integration pathway with four types of advanced reactors: a pressurized water reactor (PWR), an advanced light water reactor (A-LWR), a sodium fast reactor (SFR), and a high-temperature gas-cooled reactor (HTGR). A failure modes and effects analysis (FMEA) of the coupling system between the nuclear plant and the synthetic fuel systems is performed with the goal of identifying the reliability of such a thermal delivery system. Furthermore, a high temperature pathway is investigated for synfuel coupling to determine if this is more efficient and more cost effective as a coupling approach.
Argonne National Laboratory (ANL) and INL have developed a GRIFFIN steady state neutronics model for the multiphysics simulations of the Kilopower Reactor Using Sterling TechnologY (KRUSTY) microreactor in the Multiphysics Object Oriented Simulation Environment (MOOSE). The reliability of such deterministic neutronics models can be validated by comparing with computations from Monte Carlo codes (e.g. MCNP, SERPENT, OpenMC, Shift, etc). Furthermore, potential modeling/design improvements can be identified by incorporating uncertainty quantification (UQ), which can be performed by MOOSE’s Stochastic Tools Module (STM). KRUSTY is a prototype for a 5-kW thermal nuclear-powered space reactor. Its primary components consist of nuclear fuel, heat pipes, a control rod, a reflector, and the shielding. The fuel consists of 3 stacked U-7.65Mo cylinders with a hole in the center for the control rod. 8 liquid sodium heat pipes transfer fission energy from the solid fuel block to the Sterling power conversion system where the energy is extracted, and the cooled sodium flows back to the core via capillary action . The movable Boron Carbide control rod regulates the neutron population during startup or when a reactor temperature boost is needed . The beryllium oxide reflector is in 3 places in the reactor; it surrounds the core axially, it lies beneath the core on a platen, and it is present in the shim. The axial and lower reflectors rest on an adjustable stainless-steel platen that moves upward to cover the fuel and help the reactor reach criticality. Lastly, radial stainless steel surrounds the core offering protection from radiation exposure .
None given. From statement of problem:The broad nature of this work has been to extend our understanding of the nature of the conventional or classical hybrid rocket combustion process (fuel decomposition, heat and mass transfer, and chemical reaction), and the critical engineering parameters that define this process.
An irradiation experiment using tristructural isotropic (TRISO) fuel particles and the miniature fuel (MiniFuel) irradiation vehicle was performed in Oak Ridge National Laboratory’s High Flux Isotope Reactor (HFIR) to support development of the Kairos Power fluoride salt–cooled, high-temperature reactor (KP-FHR). Here, this paper describes modeling predictions of temperatures and fuel burnup for the as-built experiment. An uncertainty quantification (UQ) analysis was performed to determine the effect of TRISO particle volume and position on the temperature predictions at various fuel heat generation rates (HGRs). This UQ study utilized fuel kernel position and volume measurements previously collected using X-ray computed tomography (XCT) techniques and Monte Carlo sampling methods to generate fuel compact cases that were then analyzed using a finite element thermal model. The UQ analysis indicated that uncertainty in calculated temperatures caused by varying TRISO particle arrangement is relatively small, even at high fuel HGR. Final predictions of particle temperatures throughout the irradiation are shown to be relevant to KP-FHR normal and off-normal operating conditions and to previous TRISO irradiation experiments. The combination of XCT with UQ analyses will inform post-irradiation examination (PIE) of the irradiated fuel compacts, and these analyses can be used to develop fuel performance models for coated particle fuel forms. Both PIE of separate-effects irradiation data and enhanced fuel performance modeling support accelerated qualification of TRISO fuels for a broad range of advanced reactor applications. The novel approach demonstrated here of measuring TRISO particle configurations with XCT methods and generating representative fuel compacts for finite element modeling and UQ analysis could be leveraged by the broader particle fuel community in the development of other TRISO fuel experiments in which these variables may have a significant impact on key outcomes.
The interactions between the design and operation of aircraft fuel systems and the properties of alternative aircraft fuels are discussed. An overview of fuels system research and technology in terms of its rationale, its progress, and future plans is given. The measurement of ambient air temperatures for a wide range of seasonal and geographic variations, design studies on the use of fuels with increased as well as conventional freezing temperatures, the evaluation of fuel heating systems, and the low temperature behavior of fuels are among the topics discussed.
A limited exploratory investigation of the rate of coking of four JP-4 fuels in electrically heated metal tubes was conducted in order to provide design information for fuel prevaporizers for turbojet-engine combustors. The fuels tested included two production and two minimum-quality JP-4 type fuels. The heating tube was operated at fuel pressures of approximately 500, 400, and 50 pounds per square inch. The operating fuel temperature was varied between approximately 600 degrees and 1200 degrees F.
Replacing carbon-intensive fossil fuel heating systems with electric heat pumps powered by renewables is a promising approach to decarbonize the building sector. However, one of the technical barriers of this approach is the large scale of heat demand, which will put excessive stress on the electricity grid. Integrating thermal energy storage (TES) into the heating systems can help alleviate this problem, by shifting thermal load and thus shaving peaks in the building electric load. Therefore, it is critical to understand how to design a thermal storage device in a heat pump for peak load shaving. In this study, we developed a numerical model for a cascaded vapor compression heat pump system integrating a phase change thermal storage device. This novel system can control the net thermal charging and discharging rate of the TES independently from the building's thermal load, which allows for precise control of electric power use. In the current study, we controlled the system to shave building electric peak load during a cold winter morning, and to charge TES during the relatively warm afternoon while still providing space heating. We used the model to evaluate the system performance with and without peak shaving. We also investigated the effect of PCM transition Tt on the peak reduction and electric energy saving potentials. The results show that peak shaving scheme effectively reduces the peak electric power consumption during a predefined discharge time window. When comparing to the no shaving case, for PCM Tt = 10 degrees C, the peak electric load reduction is 23.5%. When comparing to an air-source heat pump with back up electric heater, as Tt increases from 0 to 20 degrees C, the peak reduction increases from 46.1% to 50.9%. Integrating PCM Tt = 10 degrees C with peak shaving leads to the 45.5% of electric energy saving, which is the highest among the three transition temperatures.
A fuel delivery system is presented wherein first and second heat exchanger means are each adapted to provide the transfer of heat between the fuel and a second fluid such as lubricating oil associated with the gas turbine engine. Valve means are included which are operative in a first mode to provide for flow of the second fluid through both first and second heat exchange means and further operative in a second mode for bypassing the second fluid around the second heat exchanger means.
The Hestia-SWIFL version 1.1 anthropogenic heat (AH) and fossil fuel CO2 (FFCO2) emissions data product represent emissions due to the combustion of fossil fuel and cement production within the state of Arizona from 2019 to 2022. This product was developed as part of the Southwest Urban Corridor Integrated Field Laboratory (SW-IFL) project, which aims to provide new knowledge and tools that address extreme heat, air quality, climate change and related urban environmental issues by integrating high-resolution observations, modeling, and civic engagement. The emissions are generated using a bottom-up/engineering approach and are tied to results generated by the Vulcan Project version 4, an effort to quantify space/time-resolved FFCO2 & AH emissions for the entire United States landscape. A large number of data sources are combined to best estimate the emissions at fine scales such as air quality emissions data, traffic flow data, building information, sociodemographic information, and fuel statistics. The AH product provides emissions for two emissions sources (transportation and point source emissions) in units of Watts per hour per square meter (W/m2) per year (annual files) or per hour (hourly files). The FFCO2 product provides emissions from nine individual emission sectors as well as the total, and in units of tons of carbon (tC) per grid cell per year or per hour. The output made available here places the native spatial resolution of the Hestia FFCO2 & AH emissions data product (points, lines, and polygons) into a regularized 2km x 2km grid at hourly and annual temporal resolutions, and stored in netCDF files. The exact spatial extent is defined by the ASU Weather Research Forecast (WRF) simulation grid. All data are processed using R/Python pm high-performance computing system. 2-27-2026 updates: Bugs in airport hourly profile (both AH and FFCO2) and building spatial patterns (FFCO2 only) were fixed. Hourly emissions are reprocessed for all years to reflect those changes.