The Long History Of Fast Reactors And The Promise Of A Closed Fuel Cycle

October 8, 2019 by Maya Posch 86 Comments

The discovery of nuclear fission in the 1930s brought with it first the threat of nuclear annihilation by nuclear weapons in the 1940s, followed by the promise of clean, plentiful power in the 1950s courtesy of nuclear power plants. These would replace other types of thermal plants with one that would produce no exhaust gases, no fly ash and require only occasional refueling using uranium and other fissile fuels that can be found practically everywhere.

The equipment with which nuclear fission was experimentally proven in 1938.

As nuclear reactors popped up ever faster during the 1950s and 1960s, the worry about running out of uranium fuel became ever more present, which led to increased R&D in so-called fast reactors, which in the fast-breeder reactor (FBR) configuration can use uranium fuel significantly more efficiently by using fast neutrons to change (‘breed’) ²³⁸U into ²³⁹Pu, which can then be mixed with uranium fuel to create (MOX) fuel for slow-neutron reactors, allowing not 1% but up to 60% of the energy in uranium to be used in a once-through cycle.

The boom in uranium supplies discovered during the 1970s mostly put a stop to these R&D efforts, with some nations like France still going through its Rapsodie, Phénix and SuperPhénix designs until recently finally canceling the Generation IV ASTRID demonstrator design after years of trying to get the project off the ground.

This is not the end of fast reactors, however. In this article we’ll look at how these marvels of engineering work and the various fast reactor types in use and under development by nations like Russia, China and India.

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Better Battery Management Through Chemistry

October 7, 2019 by Bob Baddeley 33 Comments

The lead-acid rechargeable battery is a not-quite-modern marvel. Super reliable and easy to use, charging it is just a matter of applying a fixed voltage to it and waiting a while; eventually the battery is charged and stays topped off, and that’s it. Their ease is countered by their size, weight, energy density, and toxic materials.

The lithium battery is the new hotness, but their high energy density means a pretty small package that can get very angry and dangerous when mishandled. Academics have been searching for safer batteries, better charge management systems, and longer lasting battery formulations that can be recharged thousands of times, and a recent publication is generating a lot of excitement about it.

Consider the requirements for a battery cell in an electric car:

High energy density (Lots of power stored in a small size)
Quick charge ability
High discharge ability
MANY recharge cycles
Low self-discharge
Safe

Lithium ion batteries are the best option we have right now, but there are a variety of Li-ion chemistries, and depending on the expected use and balancing and charging, different chemistries can be optimized for different performance characteristics. There’s no perfect battery yet, and conflicting requirements mean that the battery market will likely always have some options.

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Books You Should Read: Exact Constraint: Machine Design Using Kinematic Principles

September 11, 2019 by Sonya Vasquez 53 Comments

Surely, if you’re reading this website you’ve teased the thought of building your own 3D printer. I certainly did. But from my years of repeated rebuilds of my homebrew laser cutter, I learned one thing: machine design is hard, and parts cost money. Rather than jump the gun and start iterating on a few machine builds like I’ve done before, I thought I’d try to tease out the founding principles of what makes a rock-solid machine. Along the way, I discovered this book: Exact Constraint: Machine Design Using Kinematic Principles by Douglass L. Blanding.

This book is a casual but thorough introduction to the design of machines using the method of exact constraint. This methodology invites us to carefully assess how parts connect and move relative to each other. Rather than exclusively relying on precision parts, like linear guides or bearings, to limit a machine’s degrees of freedom, this book shows us a means of restricting degrees of freedom by looking at the basic kinematic connections between parts. By doing so, we can save ourselves cost by using precision rails and bearings only in the places where absolutely necessary.

While this promise might seem abstract, consider the movements made by a 3D printer. Many styles of this machine rely on motor-driven movement along three orthogonal axes: X, Y, and Z. We usually restrict individual motor movement to a single axis by constraining it using a precision part, like a linear rod or rail. However, the details of how we physically constrain the motor’s movements using these parts is a non-trivial task. Overconstrain the axis, and it will either bind or wiggle. Underconstrain it, and it may translate or twist in unwanted directions. Properly constraining a machine’s degrees of freedom is a fundamental aspect of building a solid machine. This is the core subject of the book: how to join these precision parts together in a way that leads to precision movement only in the directions that we want them.

Part of what makes this book so fantastic is that it makes no heavy expectations about prior knowledge to pick up the basics, although be prepared to draw some diagrams. Concepts are unfolded in a generous step-by-step fashion with well-diagrammed examples. As you progress, the training wheels come loose, and examples become less-heavily decorated with annotations. In this sense, the book is extremely coherent as subsequent chapters build off ideas from the previous. While this may sound daunting, don’t fret! The entire book is only about 140 pages in length.

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3D Printing May Be The Key To Practical Scramjets

September 3, 2019 by Tom Nardi 32 Comments

The first scramjet, an airbreathing jet engine capable of pushing an aircraft beyond Mach 5, was successfully flown in the early 1990s. But while pretty much any other technology you could imagine has progressed by leaps and bounds in the nearly 30 years that have passed, the state-of-the-art in hypersonic scramjets hasn’t moved much. We still don’t have practical hypersonic aircraft, military or otherwise, and any missiles that travel at those sort of speeds are rocket powered.

This is somewhat surprising since, at least on paper, the operating principle of the scramjet is simplicity itself. Air rushing into the engine is compressed by the geometry of the inlet, fuel is added, the mixture is ignited, and the resulting flow of expanded gases leaves the engine faster than it entered. There aren’t even any moving parts inside of a scramjet, it’s little more than a carefully shaped tube with fuel injectors and ignitors in it.

Unfortunately, pulling it off in practice is quite a bit harder. Part of the problem is that a scramjet doesn’t actually start working until the air entering the engine’s inlet is moving at around Mach 4, which makes testing them difficult and expensive. It’s possible to do it in a specially designed wind tunnel, but practically speaking, it ends up being easier to mount the engine to the front of a conventional rocket and get it up to speed that way. The downside is that such flights are one-way tickets, and end with the test article crashing into the ocean once it runs out of fuel.

But the bigger problem is that the core concept is deceptively simple. It’s easy to say you’ll just squirt some jet fuel into the stream of compressed air and light it up, but when that air is moving at thousands of miles per hour, keeping it burning is no small feat. Because of this, the operation of a scramjet has often been likened to trying to light a match in a hurricane; the challenge isn’t in the task, but in the environment you’re trying to perform it in.

Now, both Aerojet Rocketdyne and Northrop Grumman think they may have found the solution: additive manufacturing. By 3D printing their scramjet engines, they can not only iterate through design revisions faster, but produce them far cheaper than they’ve been able to in the past. Even more importantly, it enables complex internal engine geometries that would have been more difficult to produce via traditional manufacturing.

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Kilopower: NASA’s Offworld Nuclear Reactor

August 28, 2019 by Tom Nardi 107 Comments

Here on Earth, the ability to generate electricity is something we take for granted. We can count on the sun to illuminate solar panels, and the movement of air and water to spin turbines. Fossil fuels, for all their downsides, have provided cheap and reliable power for centuries. No matter where you may find yourself on this planet, there’s a way to convert its many natural resources into electrical power.

But what happens when humans first land on Mars, a world that doesn’t offer these incredible gifts? Solar panels will work for a time, but the sunlight that reaches the surface is only a fraction of what the Earth receives, and the constant accumulation of dust makes them a liability. In the wispy atmosphere, the only time the wind could potentially be harnessed would be during one of the planet’s intense storms. Put simply, Mars can’t provide the energy required for a human settlement of any appreciable size.

The situation on the Moon isn’t much better. Sunlight during the lunar day is just as plentiful as it is on Earth, but night on the Moon stretches for two dark and cold weeks. An outpost at the Moon’s South Pole would receive more light than if it were built in the equatorial areas explored during the Apollo missions, but some periods of darkness are unavoidable. With the lunar surface temperature plummeting to -173 °C (-280 °F) when the Sun goes down, a constant supply of energy is an absolute necessity for long-duration human missions to the Moon.

Since 2015, NASA and the United States Department of Energy have been working on the Kilopower project, which aims to develop a small, lightweight, and extremely reliable nuclear reactor that they believe will fulfill this critical role in future off-world exploration. Following a series of highly successful test runs on the prototype hardware in 2017 and 2018, the team believes the miniaturized power plant could be ready for a test flight as early as 2022. Once fully operational, this nearly complete re-imagining of the classic thermal reactor could usher in a whole new era of space exploration.

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Following Pigs: Building An Injectable Livestock Tracking System

August 27, 2019 by Sean Boyce 43 Comments

I’m often asked to design customer and employee tracking systems. There are quite a few ways to do it, and it’s an interesting intersection of engineering and ethics – what information is reasonable to collect in different contexts, anonymizing and securely storing it, and at a fundamental level whether the entire system should exist at all.

On one end of the spectrum, a system that simply counts the number of people that are in your restaurant at different times of day is pretty innocuous and allows you to offer better service. On the other end, when you don’t pay for a mobile app, generally that means your private data is the product being bought and sold. Personally, I find that the whole ‘move fast and break things’ attitude, along with a general disregard for the privacy of user data, has created a pretty toxic tech scene. So until a short while ago, I refused to build invasive tracking systems – then I got a request that I simply couldn’t put aside…

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Machinist Tools: Edge Finding

July 31, 2019 by Quinn Dunki 35 Comments

Machinists like to live on the edge, but they always want to know precisely where it is. If you’ve watched any machining videos (*cough*) then you’ve seen heavy use of digital readouts on machines. A “DRO” (as the cool kids call them) is a little computer that knows where the slides are, and thus where your cutter is on the piece. However, there’s a catch. DROs don’t know the absolute position of the spindle, they know the relative position of it. The bottom line is that a DRO is just a fancier version of the graduated scales on the hand wheels. The key difference is that the DRO doesn’t suffer from backlash, because it is measuring the slides directly (via glass scales similar to your digital caliper) rather than inferring position from rotations of the leadscrews. With traditional hand wheels, you have to compensate for backlash every time you change direction, and a DRO saves you from that (among other convenience features).

The point is that, whether old school or new, you still only get a relative coordinate system on your part. You need to establish an origin somehow. A useful way to do this is to set an origin at one corner of the part, based on its physical edges. How do you tell the DRO (or hand wheels) where the edges are? Enter the edge finder.

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