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Single hydrogen-oxygen electrolytic regenerative fuel cell tested with various electrode and matrix structures to improve cycle life capabilities
Full-scale aircraft cabin flammability tests to evaluate the effectiveness of new fire-resistant materials by comparing their burning characteristics with those of older aircraft materials are described. Three tests were conducted and are detailed. Test 1, using pre-1968 materials, was run to correlate the procedures and to compare the results with previous tests by other organizations. Test 2 included newer, improved fire-resistant materials. Test 3 was essentially a duplicate of test 2, but a smokeless fuel was used. Test objectives, methods, materials, and results are presented and discussed. Results indicate that the pre-1968 materials ignited easily, allowed the fire to spread, produced large amounts of smoke and toxic combustion products, and resulted in a flash fire and major fire damage. The newer fire-resistant materials did not allow the fire to spread. Furthermore, they produced less, lower concentrations of toxic combustion products, and lower temperatures. The newer materials did not produce a flash fire.
Emissions data were obtained for six fuel injector configurations tested with ultra lean combustion. Fuel injectors included three multiple source designs and three configurations using a single air assist injector. Only the multiple source fuel injectors provided acceptable emissions. Values of 16g CO/kg fuel, 1.9g HC/kg fuel, and 19.g NO2/kg fuel were obtained for the combustion temperature range of 1450 to 1700 K for both a high blockage 19 source injector and a low blockage 41 source injector. It was shown that high fuel injector pressure drop may not be required to achieve low emissions performance at high inlet air temperature when the fuel is well dispersed in the airstream.
The results of trials with a staged combustor designed to use coal-derived gaseous fuels and reduce the NO(x) emissions from nitrogen-bound fuels to 75 ppm and 37 ppm without bound nitrogen in 15% O2 are reported. The combustor was outfitted with primary zone regenerative cooling, wherein the air cooling the primary zone was passed into the combustor at 900 F and mixed with the fuel. The increase in the primary air inlet temperature eliminated flashback and autoignition, lowered the levels of CO, unburned hydrocarbons, and smoke, and kept combustion efficiencies to the 99% level. The combustor was also equipped with dual fuel injection to test various combinations of liquid/gas fuel mixtures. Low NO(x) emissions were produced burning both Lurgi and Winkler gases, regardless of the inlet pressure and temperature conditions. Evaluation of methanation of medium energy gases is recommended for providing a fuel with low NO(x) characteristics.
The ACES Program began the investigation of regeneratively cooled ramjet engines for propelling aircraft at Mach 6 to 8 flight regimes while collecting and processing air for later use as oxidizer in rocket propulsion into an orbit flight mode. The Marquardt Company had as its prime task the design and demonstration of a ramjet capable of steady state operating using hydrogen as the regenerative coolant and with fuel flow limited to a theta = 1. Marquardt progressed from shell type combustors to advanced tubular combustion chambers in direct connect test rigs. The first tests were made with water cooled center bodies and plug nozzles using a pebble bed air heater to simulate flight air temperature. Later tests were made on completely H2 cooled flight weight V/G assemblies direct connected to a SUE burner heater. Design studies were also conducted on integrated systems for take-off capability using offset turbojets connected to 2-D or axisymmetric inlets. An 18 inch hypersonic ramjet evaluation scale model was designed based on the hot test results using a fully V/G inlet and exit nozzle. This thruster would provide 25000 lbs. of thrust with an estimated weight of 250 lbs. A V/G inlet would also incorporate an inlet seal for possible take-off thrust by rocket operation. Hypersonic ramjet construction features and chamber thrust development are discussed.
Thermionic converter life testing, thermal and irradiation testing of fuel clad emitters, and irradiation of high purity alumina at vacuum temperature
Tests were performed to characterize the responses of various aircraft ceiling panel configurations to a simulated post-crash fire. Attention was given to one currently used and four new ceiling configurations exposed to a fuel pool fire in a circulated air enclosure. The tests were controlled to accurately represent conditions in a real fire. The panels were constructed of fiberglass-epoxy, graphite-phenolic resin, fiberglass-phenolic resin, Kevlar-epoxy, and Kevlar-phenolic resin materials. The phenolic resin-backed sheets performed the best under the circumstances, except when combined with Kevlar, which became porous when charred.
The objective of the work performed under this CRADA is to assist Garmor to quantify technical and cost payoffs of achieving a very high through-plane electrical conductivity in a composite BPP for Proton Exchange Membrane Fuel Cells (PEMFCs).
Experiments were conducted to develop test configurations and technology necessary to simulate the thermal environment and fuel region expected to exist in in-reactor tests of small models of nuclear light bulb configurations. Particular emphasis was directed at rf plasma tests of approximately full-scale models of an in-reactor cell suitable for tests in Los Alamos Scientific Laboratory's Nuclear Furnace. The in-reactor tests will involve vortex-stabilized fissioning uranium plasmas of approximately 200-kW power, 500-atm pressure and equivalent black-body radiating temperatures between 3220 and 3510 K.
Hydrogen-oxygen regenerative fuel cell tests to evaluate performance characteristics of matrix materials and electrodes
Continued creation of harmful emissions such as NO x and soot from compression-ignition engines utilizing mixing-controlled combustion systems (i.e., diesel engines) remains a problem and is the subject of on-going research. The inherently high efficiency, relatively low cost, and numerous other desirable attributes of such engines, coupled with a widely supported infrastructure, motivates their continued advancement. Recently, a scientifically distinct and mechanically simple technology called ducted fuel injection (DFI) has shown a robust ability to allow such engines to operate with simultaneously low engine-out soot and NO x emissions when it is employed with simulated exhaust-gas recirculation. To better understand the property ranges of sustainable, oxygenated-fuel blending stocks that will most improve engine performance, two oxygenated blendstocks were separately blended with a commercial diesel base fuel and tested within a heavy-duty diesel optical engine equipped with a four-duct DFI configuration. Conventional and crank-angle-resolved optical diagnostics were used to elucidate the effects of fuel ignition quality, oxygenate molecular structure, and overall oxygen content on engine performance.
Platinum Group Metal-free (PGM-free) Oxygen Reduction Reaction (ORR) electrocatalysts possess high intrinsic activity measured by a Rotating Disk Electrode (RDE) method. However, under fuel cell operating conditions, PGM-free ORR electrocatalysts have underperformed compared to platinum catalysts. PGM-free ORR electrocatalyst’s fuel cell performance can be improved by designing and optimizing the cathodic catalyst layer (CL) and Membrane Electrode Assembly (MEA) construction such that: 1) it efficiently provides oxygen access to ORR active sites (through catalyst morphology control); 2) it removes water from the CL (by tuning the hydrophobicity of the PGM-free catalysts and the catalyst layer structure); and 3) it increases proton conductivity (by homogeneous mixing of catalysts and ionomer). Studying the CL is complex due to the absence of well-established protocols of MEA activation, especially compared to platinum-containing catalysts. PGM-free fuel cell testing protocols would need to optimize potentiostatic vs galvanostatic measurements, scan rates, parameters of Electrochemical Impedance Spectroscopy (EIS) and Beginning of Experiment (BOE) criteria. To make the PGM-free catalyst’s fuel cell performance comparable to platinum, the synergistic effort of materials design, fine tuning of the catalyst layer and comprehensive electrochemical analysis is required.
One of the objectives of the KC-135 Winglet Flight Research and Demonstration Program was to obtain experimental flight test data to verify the theoretical and wind tunnel winglet aerodynamic performance prediction methods. Good agreement between analytic, wind tunnel and flight test performance was obtained when the known differences between the tests and analyses were accounted for. The flight test measured fuel mileage improvements for a 0.78 Mach number was 3.1 percent at 8 x 10(5) pounds W/delta and 5.5 percent at 1.05 x 10(6) pounds W/delta. Correcting the flight measured data for surface pressure differences between wind tunnel and flight resulted in a fuel mileage improvement of 4.4 percent at 8 x 10(5) pounds W/delta and 7.2 percent at 1.05 x 10(6) pounds W/delta. The performance improvement obtained was within the wind tunnel test data obtained from two different wind tunnel models. The buffet boundary data obtained for the baseline configuration was in good agreement with previous established data. Buffet data for the 15 deg cant/-4 deg incidence configuration showed a slight improvement, while the 15 deg cant/-2 deg incidence and 0 deg cant/-4 deg incidence data showed a slight deterioration.
A transient benchmark based on the Transient Reactor Test Facility (TREAT) M2 Calibration experiment (M2-CAL) is under development. TREAT, at Idaho National Laboratory, is a graphite moderated air-cooled research reactor which has been used extensively for fuel material testing under extreme and accident conditions. Accurate benchmark models are a beneficial component in the operations, experimental planning, and development of TREAT. In this work, we present a transient benchmark model for the M2-CAL experiment core loading. The benchmark model incorporates the coupling between the Monte Carlo Code SERPENT and the computational fluid dynamics code OpenFOAM to capture the temperature feedback mechanism. The M2-CAL transient 2580 was simulated in this work. A pre-transient analysis was performed to determine the optimum core composition and conditions before the beginning of the transient. The analysis was validated against historic TREAT kinetic measurements and the worth of the transient rod T-2. The axial power distribution in the flux wire for the M2-CAL experiment was determined and contrasted with the experiment. The model was then used to simulate the M2-CAL transient 2580 experiment based on the reported pre-transient and transient conditions. Several transient observables were calculated and compared to the experiment. The model shows good agreement with the experimental power traces, period, and average increase of power at the power ramp (time > 7.8 s). Inverse point kinetics analysis was performed during the period of the power ramp for the model and the experiment based on that, the temperature feedback component was isolated and contrasted with the experimental feedback. (authors)
The life cycle for new fuel development requires extensive modeling and testing of the fuel concept from benchtop scale experiments to full scale assemblies in prototypical conditions. As a result, the timeline to develop new fuel types can extend up to 20 years and hinders the ability to develop a diverse assortment of fuel types. The licensing of recent reactor designs such as Westinghouse's AP-600/1000 designs utilized a scaling methodology to perform nuclear safety code validation on experimental test data from scaled down thermal hydraulic facilities. The advantage of using a scaling methodology was a significant cost decrease in the testing program because it avoided needing to build full scale prototypes and focused on improving safety code's ability to predict test data. This study investigates how to apply a scaling hierarchy for fuel performance during a Reactivity Initiated Accident that could be implemented with scaling methods such as Hierarchical Two Tiered Scaling (H2TS), Fractional Scaling Analysis (FSA), and Dynamical System Scaling (DSS) .
A combustor program was conducted to evolve and to identify the technology needed for, and to establish the credibility of, using combustors with catalytic reactors in modern high-pressure-ratio aircraft turbine engines. Two selected catalytic combustor concepts were designed, fabricated, and evaluated. The combustors were sized for use in the NASA/General Electric Energy Efficient Engine (E3). One of the combustor designs was a basic parallel-staged double-annular combustor. The second design was also a parallel-staged combustor but employed reverse flow cannular catalytic reactors. Subcomponent tests of fuel injection systems and of catalytic reactors for use in the combustion system were also conducted. Very low-level pollutant emissions and excellent combustor performance were achieved. However, it was obvious from these tests that extensive development of fuel/air preparation systems and considerable advancement in the steady-state operating temperature capability of catalytic reactor materials will be required prior to the consideration of catalytic combustion systems for use in high-pressure-ratio aircraft turbine engines.
The initial results from gamma spectrometry examination of the different components from the combined third and fourth US Advanced Gas Reactor Fuel Development TRISO-coated particle fuel irradiation tests (AGR-3/4) have been analyzed. This experiment was designed to provide information about in-pile fission product migration. In each of the 12 capsules, a single stack of four compacts with designed-to-fail particles surrounded by two graphitic diffusion rings (inner and outer) and a graphite sink were irradiated in the Idaho National Laboratory s Advanced Test Reactor. Gamma spectrometry has been used to evaluate the gamma-emitting fission product inventory of compacts from the irradiation and evaluate the burnup of these compacts based on the activity of the radioactive cesium isotopes (Cs-134 and Cs-137) in the compacts. Burnup from gamma spectrometry compares well with predicted burnup from simulations. Additionally, inner and outer rings were also examined by gamma spectrometry both to evaluate the fission product inventory and the distribution of gamma-emitting fission products within the rings using gamma emission computed tomography. The cesium inventory of the scanned rings compares acceptably well with the expected inventory from fission product transport modeling. The inventory of the graphite fission product sinks is also being evaluated by gamma spectrometry. (authors)
The development of U-Zr metallic nuclear fuel for fast spectrum reactors is impacted by a lack of mechanistic understanding of the fuel behavior evolution under thermal irradiation conditions, despite previous works providing substantial fuel performance data. This work uses in-situ transmission electron microscopy heating experiments to study phase and microstructural evolution in several unirradiated U-10Zr specimens during rapid heating ramps (from room temperature to 1000 °C). The starting a-U + bcc-(Zr, U) eutectic microstructure began to decompose above 600 °C. The decomposition initiated from the bcc (U,Zr) phase. Similar results were observed for all specimens even when fabricated by different routes (e.g., cold rolled or annealed). As a result, the impact of observed microstructure and phase evolutions at high temperatures on fuel fabrication and in-pile fuel transient test was also discussed.