Impact intrusion characteristics of fuel systems. Final report.

National Highway Safety Bureau, Washington, D.C.

Inhibition of microbial colonization of shipboard fuel systems

The aim of the investigation was to study the problem of colonization of shipboard fuel systems and to examine the effect of a number of environmental factors on microbial growth and survival in order to find potential preservative treatments. A variety of microbial species were isolated from samples taken from fuel storage tanks. Bacteria were more numerous than yeasts or fungi and most microorganisms were found at the fuel/water interface. 1he salinity, pH and phosphate concentration of some water bottoms were characteristic of sea water. Others were brackish, acidic and varied in phosphate content. Microorganisms were cultured under a number of environmental conditions. After prolonged incubation, the inoculum size had no effect on the final biomass of Cladosporium resinae but the time required to achieve the final mass decreased with increasing spore number. Undecane supported better growth of the fungus than diesel fuel and of four types of diesel fuel, two allowed more profuse growth. With sea water as the aqueous phase, a number of isolates were inhibited but the addition of nutrients allowed the development of many of the organisms. Agitation increased the growth of C. resinae on glucose but inhibited it on hydrocarbons. The optimum temperature fgr growth of C. resinae on surface culture lay between 25º C and 30º C and growth was evident at 5º C but not at 45º C. In aqueous suspension, 90% of spores were inactivated in around 60 hours at 45ºC and the same proportion of spores of C. resinae and Penicillium corylophilum were destroyed after about 30 seconds at 65ºC. The majority of bacteria and all yeasts in a water bottom sample were killed within 10 seconds at this temperature. An increase in the concentration of an organo-boron compound caused more rapid inactivation of C. resinae spores and raising the temperature from 25ºC to 45°C significantly enhanced the potency of the biocide.

Fuel tank systems. [A bibliography].

Mode of access: Internet.

A Thermodynamic Proposal for the Exposition of Critically and other Subtle Features in Self-Deflagrating Ammonium Perchlorate Systems

A first comprehensive investigation on the deflagration of ammonium perchlorate (AP) in the subcritical regime, below the low pressure deflagration limit (LPL, 2.03 MPa) christened as regime I$^{\prime}$, is discussed by using an elegant thermodynamic approach. In this regime, deflagration was effected by augmenting the initial temperature (T$_{0}$) of the AP strand and by adding fuels like aliphatic dicarboxylic acids or polymers like carboxy terminated polybutadiene (CTPB). From this thermodynamic model, considering the dependence of burning rate ($\dot{r}$) on pressure (P) and T$_{0}$, the true condensed (E$_{\text{s,c}}$) and gas phase (E$_{\text{s,g}}$) activation energies, just below and above the surface respectively, have been obtained and the data clearly distinguishes the deflagration mechanisms in regime I$^{\prime}$ and I (2.03-6.08 MPa). Substantial reduction in the E$_{\text{s,c}}$ of regime I$^{\prime}$, compared to that of regime I, is attributed to HClO$_{4}$ catalysed decomposition of AP. HClO$_{4}$ formation, which occurs only in regime I$^{\prime}$, promotes dent formation on the surface as revealed by the reflectance photomicrographs, in contrast to the smooth surface in regime I. The HClO$_{4}$ vapours, in regime I$^{\prime}$, also catalyse the gas phase reactions and thus bring down the E$_{\text{s,g}}$ too. The excess heat transferred on to the surface from the gas phase is used to melt AP and hence E$_{\text{s,c}}$, in regime I, corresponds to the melt AP decomposition. It is consistent with the similar variation observed for both the melt layer thickness and $\dot{r}$ as a function of P. Thermochemical calculations of the surface heat release support the thermodynamic model and reveal that the AP sublimation reduces the required critical exothermicity of 1108.8 kJ kg$^{-1}$ at the surface. It accounts for the AP not sustaining combustion in the subcritical regime I$^{\prime}$. Further support for the model comes from the temperature-time profiles of the combustion train of AP. The gas and condensed phase enthalpies, derived from the profile, give excellent agreement with those computed thermochemically. The $\sigma _{\text{p}}$ expressions derived from this model establish the mechanistic distinction of regime I$^{\prime}$ and I and thus lend support to the thermodynamic model. On comparing the deflagration of strand against powder AP, the proposed thermodynamic model correctly predicts that the total enthalpy of the condensed and gas phases remains unaltered. However, 16% of AP particles undergo buoyant lifting into the gas phase in the `free board region' (FBR) and this renders the demarcation of the true surface difficult. It is found that T$_{\text{s}}$ lies in the FBR and due to this, in regime I$^{\prime}$, the E$_{\text{s,c}}$ of powder AP matches with the E$_{\text{s,g}}$ of the pellet. The model was extended to AP/dicarboxylic acids and AP/CTPB mixture. The condensed ($\Delta $H$_{1}$) and gas phase ($\Delta $H$_{2}$) enthalpies were obtained from the temperature profile analyses which fit well with those computed thermochemically. The $\Delta $H$_{1}$ of the AP/succinic acid mixture was found just at the threshold of sustaining combustion. Indeed the lower homologue malonic acid, as predicted, does not sustain combustion. In vaporizable fuels like sebacic acid the E$_{\text{s,c}}$ in regime I$^{\prime}$, understandably, conforms to the AP decomposition. However, the E$_{\text{s,c}}$ in AP/CTPB system corresponds to the softening of the polymer which covers AP particles to promote extensive condensed phase reactions. The proposed thermodynamic model also satisfactorily explains certain unique features like intermittent, plateau and flameless combustion in AP/ polymeric fuel systems.

Spray characterization of gasoline-ethanol blends from a multi-hole port fuel injector

This work reports the measured spray structure and droplet size distributions of ethanol-gasoline blends for a low-pressure, multi-hole, port fuel injector (PFI). This study presents previously unavailable data for this class of injectors which are widely used in automotive applications. Specifically, gasoline, ethanol, and gasoline-ethanol blends containing 10%, 20% and 50% ethanol were studied using laser backlight imaging, and particle/droplet image analysis (PDIA) techniques. The fuel mass injected, spray structure and tip penetrations, droplet size distributions, and Sauter mean diameter were determined for the blends, at two different injection pressures. Results indicate that the gasoline and ethanol sprays have similar characteristics in terms of spray progression and droplet sizes in spite of the large difference in viscosity. It appears that the complex mode of atomization utilized in these injectors involving interaction of multiple fuel jets is fairly insensitive to the fuel viscosity over a range of values. This result has interesting ramifications for existing gasoline fuel systems which need to handle blends and even pure ethanol, which is one of the renewable fuels of the future. (C) 2012 Elsevier Ltd. All rights reserved.

Improving the performance of a valveless pulse combustor using unsteady fuel injection

This paper describes an experimental investigation into the effect of unsteady fuel injection on the performance of a valveless pulse combustor. Two fuel systems were used. The first delivered a steady flow of ethylene through choked nozzles, and the second delivered ethylene in discrete pulses using high-frequency fuel injectors. Both fuel systems injected directly into the combustion chamber. The high-frequency fuel injectors were phase locked to the unsteady pressure measured on the inlet pipe. The phase and opening pulse width of the injectors and the time-averaged fuel mass flow rate through the injectors were independently varied. For a given fuel mass flow rate, it is shown that the maximum pressure amplitude occurs when fuel is injected during flow reversal in the inlet pipe, i.e. flow direction is out of the combustor. The optimal fuel injection pulse width is shown to be approximately 2/9th of the cycle. It should, however, be noted that this is the shortest time in which the injectors can reliably be fully opened and closed. It is shown that by using unsteady fuel injection the mass flow rate of fuel needed to achieve a given amplitude of unsteady pressure can be reduced by up to 65% when compared with the steady fuel injection case. At low fuel mass flow rates unsteady fuel injection is shown to raise the efficiency of the combustor by a factor of 7 decreasing to a factor of 2 at high fuel mass flow rates. Copyright © 2008 by the American Institute of Aeronautics and Astronautics, Inc.

A comprehensive comparison of fuel options for fuel cell vehicles in China

Fuel cell vehicles (FCVs) offer the potential of ultra-low emissions combined with high efficiency. Proton exchange membrane (PEM) fuel cells being developed for vehicles require hydrogen as a fuel. Due to the various pathways of hydrogen generation, both onboard and off-board, the question about which fuel option is the most competitive for fuel cell vehicles is of great current interest. In this paper, a life-cycle assessment (LCA) model was made to conduct a comprehensive study of the energy, environmental, and economic (3E) impacts of FCVs from well to wheel (WTW). In view of the special energy structure of China and the timeframe, 10 vehicle/fuel systems are chosen as the study projects. The results show that methanol is the most suitable fuel to serve as the ideal hydrogen source for fuel cell vehicles in the timeframe and geographic regions of this study. On the other hand, gasoline and pure hydrogen can also play a role in short-term and regional applications, especially for local demonstrations of FCV fleets. (c) 2004 Elsevier B.V All rights reserved.

A statistical evaluation of the effectiveness of FMVSS 301: Fuel System Integrity. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Cost evaluation for nine Federal Motor Vehicle Safety Standards: Task VIII - FMVSS 301, fuel system integrity - determination of the model year when manufacturers made changes to meet Standard's 1976 requirements. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

A 1991 Ford F150 pickup frontal impact: CNG fuel tank integrity. Final report.

Mode of access: Internet.

Fuel level sensor based on polymer optical fiber Bragg gratings for aircraft applications

Safety in civil aviation is increasingly important due to the increase in flight routes and their more challenging nature. Like other important systems in aircraft, fuel level monitoring is always a technical challenge. The most frequently used level sensors in aircraft fuel systems are based on capacitive, ultrasonic and electric techniques, however they suffer from intrinsic safety concerns in explosive environments combined with issues relating to reliability and maintainability. In the last few years, optical fiber liquid level sensors (OFLLSs) have been reported to be safe and reliable and present many advantages for aircraft fuel measurement. Different OFLLSs have been developed, such as the pressure type, float type, optical radar type, TIR type and side-leaking type. Amongst these, many types of OFLLSs based on fiber gratings have been demonstrated. However, these sensors have not been commercialized because they exhibit some drawbacks: low sensitivity, limited range, long-term instability, or limited resolution. In addition, any sensors that involve direct interaction of the optical field with the fuel (either by launching light into the fuel tank or via the evanescent field of a fiber-guided mode) must be able to cope with the potential build up of contamination-often bacterial-on the optical surface. In this paper, a fuel level sensor based on microstructured polymer optical fiber Bragg gratings (mPOFBGs), including poly (methyl methacrylate) (PMMA) and TOPAS fibers, embedded in diaphragms is investigated in detail. The mPOFBGs are embedded in two different types of diaphragms and their performance is investigated with aviation fuel for the first time, in contrast to our previous works, where water was used. Our new system exhibits a high performance when compared with other previously published in the literature, making it a potentially useful tool for aircraft fuel monitoring.

Cogasification of solid fuels

High efficiency gas turbine based systems, utility deregulation and more stringent environmental regulations strongly favor the use of natural gas over coal and other solid fuels in new electricity generators. Solid fuels could continue to compete, however, if a low cost gasifier fed by low cost feedstocks can be coupled with a gas turbine system. We examine on-site gasification of coal with other domestic fuels in an indirectly heated gasifier as a strategy to lower the costs of solid fuel systems. The systematics of gaseous pyrolysis yields assembled with the help of thermal measurement data and molecular models suggests blending carbonaceous fuels such as coal, coke or char with oxygenated fuels such as biomass, RDF, MSW, or dried sewage sludge. Such solid fuel blending can, with the help of inexpensive catalysts, achieve an optimum balance of volatiles, heating values and residual char thus reducing the technical demands upon the gasifier. Such simplifications should lower capital and operating costs of the gasifier to the mutual benefit of both solid fuel communities.