Final Technical Report: Novel Thermal Barrier Coatings for Gasoline Spark Ignition Engines
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32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
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Comparative Approach for Evaluating the Containment Performance of Legacy NM Storage Containers
Many different types of nuclear material storage containers are used throughout TA-55 and specifically PF-4, in some instances these containers are used outside of engineering control barriers in most cases these barriers are gloveboxes. When a container is used outside of a glovebox or open front hood the container itself is relied upon as the primary engineering control barrier for the user. For this reason a process must be established in order to evaluate Non- Manual Compliant or NMC containers used outside of a glovebox in a comparative approach against Manual compliant containers. Legacy containers are typically understood to be non-standards packaged prior to 1998. For the purposes of this document “legacy” refers to any non-Manual compliant containers.
11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
Tests of NASA ceramic thermal barrier coating for gas-turbine engines
A two-layer thermal barrier coating system with a bond coating of nickel-chromium-aluminum-yttrium and a ceramic coating of yttria-stabilized zirconia was tested for corrosion protection, thermal protection and durability. Full-scale gas-turbine engine tests demonstrated that this coating eliminated burning, melting, and warping of uncoated parts. During cyclic corrosion resistance tests made in marine diesel fuel products of combustion in a burner rig, the ceramic cracked on some specimens. Metallographic examination showed no base metal deterioration.
Liebert, C. H.↗
An investigation of enhanced capability thermal barrier coating systems for diesel engine components
Material systems and processes for the development of effective and durable thermal barriers for heavy duty diesel engines were investigated. Seven coating systems were evaluated for thermal conductivity, erosion resistance, corrosion/oxidation resistance, and thermal shock resistance. An advanced coating system based on plasma sprayed particle yttria stabilized zirconia (PS/HYSZ) was judged superior in these tests. The measured thermal conductivity of the selected coating was 0.893 W/m C at 371 C. The PS/HYSZ coating system was applied to the piston crown, fire deck and valves of a single cylinder low heat rejection diesel engine. The coated engine components were tested for 24 hr at power levels from 0.83 MPa to 1.17 MPa brake mean effective pressure. The component coatings survived the engine tests with a minimum of distress. The measured fire deck temperatures decreased 86 C (155 F) on the intake side and 42 C (75 F) on the exhaust side with the coating applied.
Holtzman, R. L.↗
Ceramic thermal barrier coatings for electric utility gas turbine engines
Research and development into thermal barrier coatings for electric utility gas turbine engines is reviewed critically. The type of coating systems developed for aircraft applications are found to be preferred for clear fuel electric utility applications. These coating systems consists of a layer of plasma sprayed zirconia-yttria ceramic over a layer of MCrAly bond coat. They are not recommended for use when molten salts are presented. Efforts to understand coating degradation in dirty environments and to develop corrosion resistant thermal barrier coatings are discussed.
Miller, R. A.↗
Rocket engine injectorhead with flashback barrier
Propellants flow through specialized mechanical hardware that is designed for effective and safe ignition and sustained combustion of the propellants. By integrating a micro-fluidic porous media element between a propellant feed source and the combustion chamber, an effective and reliable propellant injector head may be implemented that is capable of withstanding transient combustion and detonation waves that commonly occur during an ignition event. The micro-fluidic porous media element is of specified porosity or porosity gradient selected to be appropriate for a given propellant. Additionally the propellant injector head design integrates a spark ignition mechanism that withstands extremely hot running conditions without noticeable spark mechanism degradation.
Mungas, Gregory S.↗
Environmental Barrier Coatings for Turbine Engines: Current Status and Future Directions
No abstract available
Zhu, Dongming↗
Thick thermal barrier coatings for diesel components
An engineered thick thermal barrier coating consisting of multiple layers of zirconia and CoCrAlY with a zirconia top layer and having a system thermal conductance less than 410 w/m(exp 2)K exceeded the 100 hour engine durability goals set forth in this program. The thermal barrier coatings were intact at the test conclusion. Back to back single cylinder research engine tests were conducted with watercooled, metal hardware and oil-cooled, thermal barrier coating insulated hardware to determine apparent heat release and fuel economy. Apparent heat release data revealed that the insulated engine had a shorter ignition delay and a longer combustion duration than the metal engine. The insulated engine fuel economy was approximately two percent worse on average for this series of tests. There was no attempt to optimize engine efficiency of the insulated engine by modifying the engine timing, coating, or other techniques.
Yonushonis, T. M.↗
Temperature-Following Thermal Barrier Coatings for High Efficiency Engines (Final Report)
HRL Laboratories and General Motors (GM), pursued this effort to increase the efficiency of internal combustion engines (ICEs) by developing and implementing temperature-following thermal barrier coatings (TBCs) to decrease heat loss from the combustion chamber. HRL developed microsphere TBCs based on hollow high-temperature alloy spheres with average diameter of 50 μm and wall thickness ~1 μm (microspheres) that achieve unprecedented low thermal conductivity and heat capacity (10X lower than the state of the art) while offering exceptional environmental and mechanical resistance.> In current ICEs, approximately 29% of the fuel’s energy is lost to the cooling system and about 22% goes into moving the car. By limiting heat losses from the combustion chamber with insulating coatings, fuel energy can be redirected into additional piston work and into the exhaust stream. The additional energy that goes into the exhaust stream can be turned into useful work through the use of an exhaust energy recovery device, such as turbocompounding and/or through driving a turbocharger to increase the power density of the engine allowing downsizing. Insulating coatings for piston crowns have been pursued in the past, but previous materials—typically ceramics—exhibited low thermal conductivity but retained high heat capacity. Such materials reduce heat losses but stabilize at a high surface temperature. The high surface temperature heats the incoming gases, which lowers volumetric efficiency and increases propensity for knock, resulting in degraded engine performance. This program developed an innovative new material that combines low thermal conductivity with low heat capacity. These unique properties allow it to follow rapid changes in gas temperature during each combustion cycle. A metallic microsphere TBC has been demonstrated that exhibits increased surface temperature during the combustion period, resulting in reduced heat transfer losses, while still returning to a low surface temperature during the gas exchange period. A 10X lower thermal conductivity and heat capacity than state-of-the-art thermal barrier coatings has been demonstrated. These unprecedented thermal properties are achieved through the coating architecture, which consists of closed pores on the microscale and exhibits a total porosity of 90% to 95%. By selecting a high-temperature nickel alloy as the coating material, the ductility and strength of metals can be harnessed to achieve much better durability and damage tolerance than brittle ceramic coatings can achieve.
33 ADVANCED PROPULSION SYSTEMS↗
Aircraft System Noise Assessment of the NASA D8 Subsonic Transport Concept
Avehicle-level noise assessment has been performed for theNASAD8 concept aircraft (ND8) in the NASA Advanced Air Transport Technology Project portfolio. The NASA research-level Aircraft NOise Prediction Program (ANOPP-Research) was used to predict the noise from each source component on the ND8 to build up a noise estimate for the full aircraft. The propulsion airframe aeroacoustic (PAA) effects of the ND8, namely boundary layer ingestion (BLI) with its influence on fan noise, and the noise shielding, reflection, and diffraction mechanisms of the unconventional airframe, were empirically modeled using experimental data. Noise reduction technologies appropriate to the 2025-2035 time frame were included in this study. Including all technologies and PAA effects, the ND8 is predicted to have a cumulative margin to the Stage 4 certification metric of only 7.4 EPNdB. Boundary layer ingestion is predicted to have a detrimental impact on cumulative noise levels on the order of 15 EPNdB. Fan noise is seen to be the primary noise source at all three certification points, even if the BLI noise impact could be entirely suppressed. The impact of engine noise shielding by the airframe is limited by a lack of aft shielding and the presence of horizontal tail reflections in the aft direction. The physical constraint on engine size by the pi-tail is seen as a potential barrier to engine noise reduction through the corresponding limitation on fan bypass ratio. Mildly reduced climb performance (compared to similar reference aircraft) does not provide any benefit through increased noise propagation distance. If the boundary layer ingestion noise penalty could be suppressed such that BLI would have no effect on noise, the cumulative margin to Stage 4 would increase to 22.4 EPNdB, still below the NASA Mid Term goal of 32-42 EPNdB.
Clark, Ian A.↗
Calcium-Magnesium-Aluminosilicate (CMAS) Reactions and Degradation Mechanisms of Advanced Environmental Barrier Coatings
The thermochemical reactions between calcium-magnesium-aluminosilicate- (CMAS-) based road sand and several advanced turbine engine environmental barrier coating (EBC) materials were studied. The phase stability, reaction kinetics and degradation mechanisms of rare earth (RE)-silicates Yb2SiO5, Y2Si2O7, and RE-oxide doped HfO2 and ZrO2 under the CMAS infiltration condition at 1500 C were investigated, and the microstructure and phase characteristics of CMAS-EBC specimens were examined using Scanning Electron Microscopy (SEM) and X-ray Diffraction (XRD). Experimental results showed that the CMAS dissolved RE-silicates to form crystalline, highly non-stoichiometric apatite phases, and in particular attacking the silicate grain boundaries. Cross-section images show that the CMAS reacted with specimens and deeply penetrated into the EBC grain boundaries and formed extensive low-melting eutectic phases, causing grain boundary recession with increasing testing time in the silicate materials. The preliminary results also showed that CMAS reactions also formed low melting grain boundary phases in the higher concentration RE-oxide doped HfO2 systems. The effect of the test temperature on CMAS reactions of the EBC materials will also be discussed. The faster diffusion exhibited by apatite and RE-doped oxide phases and the formation of extensive grain boundary low-melting phases may limit the CMAS resistance of some of the environmental barrier coatings at high temperatures.
Ahlborg, Nadia L.↗
Progress toward life modeling of thermal barrier coatings for aircraft gas turbine engines
Progress toward developing life models for simulating the behavior of thermal barrier coatings in aircraffft gas turbine engines is discussed. A preliminary laboratory model is described as are current efforts to develop engine-capable models. Current understanding of failure mechanisms is also summarized.
Miller, R. A.↗
Development and Implementation of a Bag Degradation Predictive Tool at Los Alamos National Laboratory
Nuclear material packaging involves many complex variables derived from the stored material's properties, the storage environment, and the synergistic interaction of said material and its environment on the containment boundary. In the Plutonium Facility (PF-4) at Los Alamos National Laboratory (LANL) the typical containment boundary found, starting from the stored material itself to the outermost containment layer, consists of the material contained within a stainless steel (typically 304) slip-lid (or other equivalent stainless steel packaging layer) wrapped in an sPVC bag-out bag contained within a facility approved outer container stored within the boundaries of an approved facility (i.e., a building designed and approved to store nuclear material). This packaging configuration, though occasionally deviated from in the past, represents the current procedurally enforced, expected containment structure for all interim nuclear material containment outside of an engineered control barrier (e.g., a glovebox). Over the life of containerization research at LANL, packaging engineers have become increasingly concerned with the degradation of the sPVC bag-out bag, which can cause corrosion to the outermost packaging layer as well as possible exposure to alpha contamination if the bag-out bag layer is degraded to the point of containment failure. A bag-out bag degradation predictive tool (BDT) is therefore needed to assess the current and future nuclear material inventory for possible bag degradation in order to continue to ensure safe operations for the facility and its workers to deliver on the vital national security mission of 30 PPY.
42 ENGINEERING↗
History of Thermal Barrier Coatings for Gas Turbine Engines: Emphasizing NASA's Role from 1942 to 1990
NASA has played a central role in the development of thermal barrier coatings (TBCs) for gas turbine applications. This report discusses the history of TBCs emphasizing the role NASA has played beginning with (1) frit coatings in the 1940s and 1950s; (2) thermally sprayed coatings for rocket application in the 1960s and early 1970s; (3) the beginnings of the modern era of turbine section coatings in the mid 1970s; and (4) failure mechanism and life prediction studies in the 1980s and 1990s. More recent efforts are also briefly discussed.
Miller, Robert A.↗
Molten Silicate Reactivity with Environmental Barrier Coating Materials for Gas Turbine Engine Applications
Rare earth (RE) disilicates are utilized in environmental barrier coatings (EBCs) to protect SiC-based ceramic matrix composites (CMCs) from destructive reactions with water vapor and other combustion species. These coating materials, however, degrade when exposed to molten silicate deposits primarily composed of calcium-magnesium aluminosilicates (CMAS). Coating materials are exposed to CMAS by engine ingestion of dust particulates from terrestrial sources during operation. Due to continual increases in engine operating temperature, it is important to understand the high temperature thermochemical mechanisms that drive corrosion of these materials. This work focuses on characterizing reaction products between disilicates and CMAS and optimizing coating chemistries to mitigate damage.
Stokes, Jamesa L.↗
Ceramic thermal barrier coatings for commercial gas turbine engines
The paper provides an overview of the short history, current status, and future prospects of ceramic thermal barrier coatings for gas turbine engines. Particular attention is given to plasma-sprayed and electron beam-physical vapor deposited yttria-stabilized (7 wt pct Y2O3) zirconia systems. Recent advances include improvements in the spallation life of thermal barrier coatings, improved bond coat composition and spraying techniques, and improved component design. The discussion also covers field experience, life prediction modeling, and future directions in ceramic coatings in relation to gas turbine engine design.
Meier, Susan Manning↗
Evolving radon diffusion through earthen barriers at uranium waste disposal sites
Field measurements of Rn-222 fluxes from the tops and bottoms of compacted clay radon barriers were used to calculate effective Rn diffusion coefficients (D Rn ) at four uranium waste disposal sites in the western United States to assess cover performance after more than 20 years of service. Values of D Rn ranged from 7.4 × 10 -7 to 6.0 × 10 -9 m 2 /s, averaging 1.42 × 10 -7 . Water saturation (S W ) from soil cores indicated that there was relatively little control of D Rn by S W , especially at higher moisture levels, in contrast to estimates from most steady-state diffusion models. Further, this is attributed to preferential pathways intrinsic to construction of the barriers or to natural process that have developed over time including desiccation cracks, root channels, and insect burrows in the engineered earthen barriers. A modification to some models in which fast and slow pathway D Rn values are partitioned appears to give a good representation of the data; 4% of the fast pathway was needed to fit the data regression. For locations with high S w and highest D Rn (and fluxes) at each site, the proportion of fast pathway ranged from 1.7% to 34%, but for many locations with lower fluxes, little if any fast pathway was needed.
12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
Space: Past, Present, and Future: for Presentation to the American Ordnance Association, Washington Post
It is obvious that the last decade has produced dramatic changes in our national viewpoints on the question of the exploration of space. I would like to refer back, as a starting point, to a series of tests which were performed in 1949 under the sponsorship of the Army Ordnance Department under the code name, "Bumper." This project was carried out jointly by the Jet Propulsion Laboratory, the General Electric Company, and the Douglas Aircraft Company. The object of the project was to launch a Wac Corporal upper-stage vehicle from a V-2, and demonstrate a prototype high-performance, multi-stage rocket vehicle system. As you may recall, the project was entirely successful in demonstrating the feasibility of several unproved concepts: the staging of rocket vehicles at high altitudes, the utility of ablative materials for protection from aerodynamic heating, and a method of stabilizing rocket propelled vehicles operating in the vacuum of space. One of the most significant interpretations of this test to the engineers familiar with the work was the fact that the test showed that there were no longer any purely scientific barriers to the construction of vehicles capable of space flight. The barrier was engineering.
Stewart, Homer J.↗