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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 109 records · Page 6
All sourcesNASA NTRSDOE OSTI
DOE OSTI2022

Determination of the spent fuel decay heat with the VERA core simulator

VERA core simulator capabilities to predict spent fuel decay heat have been explored. The comparison with the Serpent2 and NEWT/TRITON sequence from the SCALE package, performed on the NPP Krško fuel test cases, has enabled independent verification of the successful implementation of the VERA depletion/decay calculation sequence applied on the extended nuclide set. Since the VERA is a 3-D core simulator, the focus in the rest of the paper was on the investigation of the 3-D effects and non-linearity of the soluble boron concentration averaging process, which are difficult to assess with most of available computational tools. A difference in the decay heat prediction between the 3-D and 2-D model approaches was analyzed. In addition, the impact of the Inconel grids on the decay heat was determined. Averaging the concentration of soluble boron over the fuel irradiation period has been found to be a viable approach, since it results in slight decay heat overprediction, which is considered conservative for most applications. Finally, demonstration on the Watts Bar Unit 1 cycle 1 depletion has shown formidable VERA capabilities to accurately predict spent fuel decay heat.

Kromar, Marjan↗
DOE OSTI2025

Fuel Bonding and its Impact on Axial Gas Communication Behavior in Light-Water Reactor Fuel Rods

Axial gas communication concerns the flow along the axial axis of nuclear fuel rods during ramp and loss of coolant accident (LOCA) conditions. During power ramps, the higher linear heat generation rate may cause fuel-to-clad gap closure that may prevent transport of released fission gases to the plenum. Upon reduction in power the gas then can communicate to the plenum. This phenomenon has been experimentally observed by short power dips during ramp experiments completed at the Risø reactor. At higher burnups it is observed that the UO2 fuel and Zircaloy cladding forms a chemical bond. This bond results in complete closure of the gap. When these high burnup rods are subjected to a LOCA, the bond has implications on both the mechanical response (i.e., ballooning) of the cladding and subsequent fuel relocation and axial gas communication. In the LOCA scenario, gas communication is of interest in two different regimes: 1) pre-rupture communication from the plenum towards the lower pressure ballooning area and 2) the post-rupture depressurization of the plenum to the external system pressure. In both regimes the presence of a fuel-to-cladding bond will impact the rate of depressurization. In this work we present a fuel-to-clad bonding model that is coupled to an existing axial gas communication model framework in the BISON fuel performance code. The effect of considering the bond on fuel performance modeling predictions is presented through comparisons to existing experimental data. Experiments considered include several rods from the Halden IFA-650 test series. An evaluation on a full-length rod that explores the combined effect of plenum size and bonding status on axial gas communication behavior is also presented.

11 - NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2021

Next-Cycle Optimal Fuel Control for Cycle-to-Cycle Variability Reduction in EGR-Diluted Combustion

In this simulation study, cycle-to-cycle fuel control was used to reduce CCV by injecting additional fuel in operating conditions with sporadic misfires and partial burns. An optimal control policy was proposed that utilizes 1) a physics-based model that tracks in-cylinder gas composition and 2) a one-step-ahead prediction of the combustion efficiency based on a kernel density estimator. The optimal solution, however, presents a tradeoff between the reduction in combustion CCV and the increase in fuel injection quantity required to stabilize the charge. Such a tradeoff can be ad- just by a single parameter embedded in the cost function.

Maldonado, BryanP. [Oak Ridge National Lab. (ORNL)↗
DOE OSTI2023

(Invited) Fuel Cell Component Durability for Million Mile Fuel Cell Trucks

While significant advances have been made and early commercial fuel cell light-duty vehicles (LDVs) are starting to be produced, fuel cells in the heavy-duty-vehicle (HDV) transportation sector (including trucks, long-haul semitrailers, maritime, trains, etc.) are nascent, despite the fact that advantages of fuel cells compared to both diesel and electric powertrains are very compelling in terms of emissions, charging time, efficiency, power-to-weight ratio, among others. However, the fuel-cell technology for HDVs requires a paradigm shift in fuel-cell research and development compared to LDVs, where the emphasis becomes efficiency and improvements in durability instead of a focus on increased power densities and lower cell costs. Heavy-duty applications require significantly longer vehicle lifetimes (>25,000 hours/1,000,000 miles for heavy-duty trucks), and therefore require improved fuel cell durability compared to light-duty vehicles. In 2020, HFTO formed the Million Mile Fuel Cell Truck Consortium (M2FCT) that includes a core team of five national laboratories to overcome durability and efficiency challenges in PEMFCs for heavy-duty applications with an initial focus on long-haul trucks. While targets and testing protocols have been developed for light-duty vehicles, the same level of targets and testing protocols have not been established for heavy-duty transportation. With operational times of greater than > 25,000 hours required, the need for well-developed accelerated stress tests (ASTs) is amplified. Results from these ASTs demonstrate the need for more durable electrode layers and well-controlled potential variations. Finally, this presentation will provide an overview of the DOE's Fuel Cell R&D approach, highlighting past and current activities, as well as strategies to enable fuel cell competiveness for heavy-duty applications.

25 ENERGY STORAGE↗
NASA NTRS1978

Impact of future fuel properties on aircraft engines and fuel systems

From current projections of the availability of high-quality petroleum crude oils, it is becoming increasingly apparent that the specifications for hydrocarbon jet fuels may have to be modified. The problems that are most likely to be encountered as a result of these modifications relate to engine performance, component durability and maintenance, and aircraft fuel-system performance. The effect on engine performance will be associated with changes in specific fuel consumption, ignition at relight limits, at exhaust emissions. Durability and maintenance will be affected by increases in combustor liner temperatures, carbon deposition, gum formation in fuel nozzles, and erosion and corrosion of turbine blades and vanes. Aircraft fuel-system performance will be affected by increased deposits in fuel-system heat exchangers and changes in the pumpability and flowability of the fuel. The severity of the potential problems is described in terms of the fuel characteristics most likely to change in the future. Recent data that evaluate the ability of current-technology aircraft to accept fuel specification changes are presented, and selected technological advances that can reduce the severity of the problems are described and discussed.

Rudey, R. A.↗
NASA NTRS1989

Fuel-rich catalytic combustion of Jet-A fuel-equivalence ratios 5.0 to 8.0

Fuel-rich catalytic combustion (E.R. greater than 5.0) is a unique technique for preheating a hydrocarbon fuel to temperatures much higher than those obtained by conventional heat exchangers. In addition to producing very reactive molecules, the process upgrades the structure of the fuel by the formation of hydrogen and smaller hydrocarbons and produces a cleaner burning fuel by removing some of the fuel carbon from the soot formation chain. With fuel-rich catalytic combustion as the first stage of a two stage combustion system, enhanced fuel properties can be utilized by both high speed engines, where time for ignition and complete combustion is limited, and engines where emission of thermal NO sub x is critical. Two-stage combustion (rich-lean) has been shown to be effective for NO sub x reduction in stationary burners where residence times are long enough to burn-up the soot formed in the first stage. Such residence times are not available in aircraft engines. Thus, the soot-free nature of the present process is critical for high speed engines. The successful application of fuel-rich catalytic combustion to Jet-A, a multicomponent fuel used in gas turbine combustors, is discusssed.

Brabbs, Theodore A.↗
NASA NTRS2007

In Situ Multi-Species (O2, N2, Fuel, Other) Fiber Optic Sensor for Fuel Tank Ullage

A rugged and compact fiber optic sensor system for in situ real-time measurement of nitrogen (N2), oxygen (O2), hydrocarbon (HC) fuel vapors, and other gases has been developed over the past several years at Glenn Research Center. The intrinsically-safe, solid-state fiber optic sensor system provides a 1% precision measurement (by volume) of multiple gases in a 5-sec time window. The sensor has no consumable parts to wear out and requires less than 25 W of electrical power to operate. The sensor head is rugged and compact and is ideal for use in harsh environments such as inside an aircraft fuel tank, or as a feedback sensor in the vent-box of an on-board inert gas generation system (OBIGGS). Multiple sensor heads can be monitored with a single optical detection unit for a cost-effective multi-point sensor system. The present sensor technology is unique in its ability to measure N2 concentration directly, and in its ability to differentiate different types of HC fuels. The present sensor system provides value-added aircraft safety information by simultaneously and directly measuring the nitrogen-oxygen-fuel triplet, which provides the following advantages: (1) information regarding the extent of inerting by N2, (2) information regarding the chemical equivalence ratio, (3) information regarding the composition of the aircraft fuel, and (4) by providing a self-consistent calibration by utilizing a singular sensor for all species. Using the extra information made available by this sensor permits the ignitability of a fuel-oxidizer mixture to be more accurately characterized, which may permit a reduction in the amount of inerting required on a real-time basis, and yet still maintain a fire-safe fuel tank. This translates to an increase in fuel tank fire-safety through a better understanding of the physics of fuel ignition, and at the same time, a reduction in compressed bleed air usage and concomitant aircraft operational costs over the long-run. The present fiber optic sensor can also be used as a false-alarm-free engine/hidden/cargo space fire detector (by measuring increased CO2 and CO, and decreased O2), a multi-point in situ measurement and certification system for halogenated-compound fire protection systems, and for the testing and certification of other aircraft safety sensor systems. The technology (LEW-17826-1) developed in the present sensor system is patent pending.

Nguyen, Quang-Viet↗
DOE OSTI2024

Advanced Electron Microscopy Characterization of the Fuel-Cladding Chemical Interaction Region in a High Burnup U-10Zr Fuel

To support the development of U-10Zr metallic fuel, advanced characterization techniques have been applied to the fuel-cladding chemical interaction (FCCI) region in a Na-bonded solid U-10Zr fuel cross-section that was irradiated to a burnup of ~13.1 at.% at the Fast Flux Test Facility. 17 phases were identified in the FCCI region through a combination of high-resolution scanning transmission electron microscopy (STEM), STEM based energy dispersive X-ray spectroscopy (STEM-EDS), and TEM based selective area electron diffraction (TEM-SAED) analysis. In this talk, we will also discuss the implications of results on metallic fuel FCCI by focusing on the formation of Zr rind, fission product migration, and HT-9 cladding integrality under the investigated thermal irradiation conditions. This work complements our previous study on the TEM characterization of the fuel region of this high burnup fuel sample and serves as scientific basis to support metallic fuel development and qualification.

11 - NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2025

Neutron and x-ray computed tomography of a natural uranium tristructural isotropic (TRISO) fuel compact

A natural uranium-based, unirradiated tristructural isotropic (TRISO) fuel compact was nondestructively imaged using both X-ray (XCT) and neutron computed tomography (nCT). While XCT of compacts can provide information on fuel kernels, imaging artifacts preclude examination of the graphite matrix. In this work, nCT was used for the first time on a TRISO compact to examine the graphite matrix. A crack was clearly resolved within the graphite matrix, proving that nCT is a viable tool for nondestructive volumetric examination of the matrix material in TRISO fuel compacts. The XCT and nCT data were then fused together to create a more comprehensive dataset containing both matrix and fuel kernels.

36 - MATERIALS SCIENCE↗
DOE OSTI2020

Recent developments in catalyst-related PEM fuel cell durability

Cost and durability remain the two major barriers to the widespread commercialization of polymer electrolyte membrane fuel cell (PEMFC)-based power systems, especially for the most impactful but challenging fuel cell electric vehicle (FCEV) application. Commercial FCEVs are now on the road; however, their PEMFC systems do not meet the cost targets established by the U.S. Department of Energy, primarily due to the high platinum loading needed on the cathode to achieve the requisite performance and lifetime. Furthermore, while the activities of a number of commercial Pt-based alloy cathode catalysts exceed the beginning-of-life (BOL) targets, these activities, and the overall cathode performance, degrade via a variety of mechanisms described herein. Degradation is mitigated in current FCEVs by utilizing a cathode catalyst with a lower BOL activity (e.g., much lower transition metal alloy content and larger BOL nanoparticle size), necessitating higher catalyst loadings, and through the utilization of system controls that avoid conditions known to exacerbate degradation processes, such as limiting the fuel cell stack voltage range. The design and development of active and robust materials and eliminating the need for vehicle mitigation strategies would greatly simplify the operating system, allowing for greater transient operation, avoiding large hybridization, and curtailing of fuel cell power. Although system mitigation strategies have provided the near-term pathway for FCEV commercialization, material-specific solutions are required to further reduce costs and improve operability and efficiency. Future material developments should focus on stabilization of the electrode structure and minimization of the catalyst particle susceptibility to dissolution caused by oxide formation and reduction over PEMFC cathode-relevant operating potentials plus minimization of support corrosion. Ex situ accelerated stress tests have provided insight into the processes responsible for material and performance degradation and will continue to provide useful information on the relative stability of materials and benchmarks for robust and stable materials-based solutions not requiring system mitigation strategies to achieve adequate lifetime.

25 ENERGY STORAGE↗
DOE OSTI2025

Experimental and fuel-surrogates modeling study of the high-pressure pyrolysis of specialty cetane number fuels: implications for fall-off in ethylene unimolecular dissociation

Single pulse shock tube experiments were conducted at 50 atm nominal pressure and 4 ms nominal reaction time over a temperature range of 900–1800 K, to study the pyrolysis speciation of a multi-component jet fuel, F-24, and six cetane number (CN) specialty fuels - CN30, CN35, CN40, CN45, CN50, and CN55. Gas chromatography (GC) was used to qualitatively and quantitatively analyze the post shock gases. The relationship between the formation of key pyrolysis species and the chemically controlled combustion propensity as reflected by the cetane number of each fuel was examined. A surrogate-based mechanism from the CRECK Modelling Group and chemical-functional group based optimized surrogates (CFGO) were used to simulate the pyrolysis speciation results. The model was able to capture the chemistry of most species except two important pyrolysis intermediates – ethylene and acetylene. Chemical kinetic analyses were performed to identify the important reactions which affect the chemistry of these species; however, the rate parameters of critical reactions were found to be unsuitable for simulating the present high-pressure studies. Here, to address this unsuitability, a theory-based fall-off analysis for three reactions representing the decomposition of ethylene and subsequent formation of acetylene was performed, and these are included in an updated version of the CRECK mechanism. This update resolves discrepancies between the experimental results and simulations for ethylene and acetylene. Reaction flux analyses using the updated surrogate model were also performed to identify the important reaction pathways responsible for the formation of crucial species and to provide an analysis of the chemistry of complex multi-component fuel systems. The fundamental reactions responsible for driving pyrolysis chemistry were greatly influenced by the chemical functional groups present in these fuels. In addition to updating the rate parameters of specific reactions to improve modeling, this study also emphasizes the effectiveness of the fuel-surrogate approach, where surrogates representing the chemical functional group composition of the parent fuel serve as a valuable tool for predicting the combustion chemistry of novel fuels.

Chemical Kinetics↗
DOE OSTI2020

Bilayer Anion-Exchange Membrane with Low Borohydride Crossover and Improved Fuel Efficiency for Direct Borohdyride Fuel Cell

The development of membranes with low fuel crossover and high fuel efficiency is a key issue in direct borohydride fuel cells (DBFCs). In previous work, we produced a poly(vinyl alcohol) (PVA)-anion-exchange resin (AER) membrane with a low fuel crossover and a low fuel efficiency by introducing Co ions. In this work, a bilayer membrane was designed to improve the fuel efficiency and cell performance. The bilayer membrane was prepared by casting a PVA-AER wet gel onto the partially desiccated Co-PVA-AER gel. The bilayer membrane showed a borohydride permeability of 1.34 × 10 –6 cm 2 ·s –1 , which was even lower than that of the Co-PVA-AER membrane (1.98 ×10 –6 cm 2 ·s –1 ) and the PVA-AER membrane (2.80 × 10 –6 cm 2 ·s –1 ). The DBFC using the bilayer membrane exhibited a higher fuel efficiency (37.4%) and output power (1.73 Wh) than the DBFCs using the Co-PVA-AER membrane (33.3%, 1.27 Wh) and the PVA-AER membrane (34.3%, 1.2 Wh). Furthermore, the DBFC using the bilayer membrane achieved a peak power density of 327 mW·cm –2 , which was 2.14 times of that of the DBFC using the PVA-AER membrane (153 mW·cm –2 ). Finally, the drastic improvement benefited from the bilayer design, which introduced an interphase to suppress fuel crossover and avoided unnecessary borohydride hydrolysis.

36 MATERIALS SCIENCE↗
DOE OSTI2023

Assessment of Core Physics Characteristics of Extended Enrichment and Higher Burnup LWR Fuels using the Polaris/PARCS Two-Step Approach (Vol. 2: BWR Fuel)

Nuclear fuel vendors and utilities are currently investigating changes to fuel contents and fuel designs for more economical and safer reactor operations. Extending cycle lengths beyond 18-month cycles for pressurized water reactors (PWRs) and 24-month cycles for boiling water reactors (BWRs) requires extending fuel enrichments beyond the current 5 wt % 235U limit. Therefore, low-enriched uranium plus (LEU+) fuel is expected to be used in current light-water reactor fleets in the near term. LEU+ is a subset of high-assay low-enriched uranium (HALEU) and is a term to describe fuel enrichments above 5% up to 10%. A series of studies were conducted at Oak Ridge National Laboratory (ORNL) to compare low-enriched uranium (LEU) with LEU+ fuel with respect to isotopic fuel content, lattice parameters, and core physics to identify any challenges in operation, storage, and transportation.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2022

Catalyst design to direct high-octane gasoline fuel properties for improved engine efficiency

The paraffin-to-olefin (P/O) ratio in gasoline fuel is a critical metric affecting fuel properties and engine efficiency. In the conversion of dimethyl ether (DME) to high-octane hydrocarbons over BEA zeolite catalysts, the P/O ratio can be controlled through catalyst design. Here, we report bimetallic catalysts that balance the net hydrogenation and dehydrogenation activity during DME homologation. The Cu-Zn/BEA catalyst exhibited greater relative dehydrogenation activity attributed to higher ionic site density, resulting in a lower P/O ratio (6.6) versus the benchmark Cu/BEA (9.4). The Cu-Ni/BEA catalyst exhibited increased hydrogenation due to reduced Ni species, resulting in a higher P/O ratio (19). The product fuel properties were estimated with an efficiency merit function and compared against finished gasolines and a typical alkylate blendstock. Merit values for the hydrocarbon product from all three BEA catalysts exceeded those of the comparison fuels (0–5.3), with the product from Cu-Zn/BEA exhibiting the highest merit value (9.7).

Catalyst design↗
DOE OSTI2022

Effect of fuel composition and EGR on spark-ignited engine combustion with LPG fueling: Experimental and numerical investigation

This paper presents an experimental and numerical investigation of a spark-ignited (SI) cooperative fuel research (CFR) engine fueled with different liquefied petroleum gas (LPG) fuels and exhaust gas recirculation (EGR). Here, the effects of LPG fuel composition on engine combustion characteristics are initially evaluated at two different compression ratios (CR). Results show normal combustion at CR 7 and heavy knocking combustion at CR 10 for all the tested fuels, with a more substantial impact for the LPG fuel with high proportions of n-butane species. The Livengood-Wu (LW) integral method is then used to analyze the knock occurrence risk of individual fuel based on the reactivity of the tested fuels. The introduction of EGR then demonstrates the potential of knock intensity reduction below the borderline knock limit. A zonal-based kinetic interactions study is also performed to understand the knock mitigation effectiveness of EGR over the pressure–temperature domain relevant to SI engine operation. Finally, a multidimensional, computational fluid dynamics (CFD) simulation model is shown to predict the LPG combustion characteristics and presents the evolution of in-cylinder temperature and chemical species to demonstrate the development of end-gas autoignition events without and with EGR.

02 PETROLEUM↗
DOE OSTI2023

Transmission electron microscopy investigation of phase transformation and fuel constituent redistribution in neutron irradiated U-10wt.%Zr fuel

Uranium-10wt.%zirconium (U-10wt.%Zr) is a primary candidate for fast reactor nuclear fuels. However, there is a lack of data characterizing neutron irradiated crystallographic phases and chemistry. In the current study, the microstructural evolution of a U-10wt.%Zr fuel neutron irradiated to a burnup of 5.7 at.% was investigated by scanning transmission electron microscopy, energy dispersive spectroscopy, and selected area electron diffraction to determine the major phases, alterations in microstructure, and variations in local chemical composition at different localities of a fuel cross-section. The current study revealed that the irradiated U-10wt.%Zr fuel was comprised of various major phases, including a-U, ß-U, and d-UZr2, as well as amorphous and crystalline solid fission product (FP) precipitates within different regions of the fuel cross-section. Regions A and A/B in the center of the fuel were comprised of U-rich, U-intermediate, and U-lean localities with a-U and d-UZr 2 composing the major phases. Regions B and C in the intermediate and peripheral fuel localities, respectively, were comprised of a-U grains, U-rich (ß-U) grains with Zr-rich precipitates, U-intermediate grains (d-UZr2), and solid FP precipitates. The major phases identified were associated with the nanoscopic chemical concentrations, the phase diagram, and the as-characterized specimen temperature, with the exception of the non-equilibrium ß-U phase identified in region B. The U-lean localities in regions A, A/B, B, and C were Zr-enriched pathways along subgrain/grain boundaries. This phenomenon suggests that Zr is susceptible to radiation-induced segregation in U-Zr fuels and indicates a new mechanism for constituent redistribution.

36 MATERIALS SCIENCE↗
DOE OSTI2024

Optimizing Transmission of Acoustic Signals to Monitor Internal Conditions of Canisters for Dry Storage of Commercial Spent Nuclear Fuel

Safe storage of spent nuclear fuel (SNF) is critical to the nuclear fuel cycle and the future of nuclear energy. In the United States, SNF is stored primarily via two methods regulated by the U.S. Nuclear Regulatory Commission: wet storage in SNF pools and dry storage in dry cask storage systems (DCSSs). After about five years of cooling in spent fuel pools, the fuel assemblies are transferred into DCSSs, and the systems are filled with helium and sealed by welding. Deterioration of conditions inside of a DCSS is reflected in changes in the internal gas properties; this motivates the development of acoustic techniques to monitor internal gas properties, over extended storage periods, using sensors mounted on the exterior of the storage packages. However, a major challenge in collecting acoustic signals is the impedance mismatch between the steel canister shell and the gas. Only a small fraction of the ultrasonic signal can be transmitted through the gas medium. This paper documents experimental studies conducted on a full-scale canister mock-up to capture the gas-borne signals. Damping materials were pasted on the outside, and blocking and unblocking tests were conducted to identify the gas-borne signal. The results show that the excitation frequency plays an important role in maximizing the gas-borne signals. The gas-borne signal was successfully detected at around the theoretical time-of-flight. A high signal-to-noise ratio was achieved in the measurements. Next, the acoustic impedance matching layers were introduced, and the gas signal was drastically improved compared with that using no AIM layers.

Spent nuclear fuel (SNF), Canisters, Internal cond↗