Forschungszentrum Karlsruhe Technik und Umwelt IRS /FzK W.M.SchikorrEUROTRANS WP1.5 Safety Meeting : Lyon, Oct EFIT (PB) - Design and Preliminary ULOF(ss) Analysis M. Schikorr, D. Struwe (FzK) EUROTRANS: DM1 WP1.5 : Safety Lyon, October 2006

Forschungszentrum Karlsruhe Technik und Umwelt IRS /FzK W.M.SchikorrEUROTRANS WP1.5 Safety Meeting : Lyon, Oct Design Criteria for EFIT (Pb) 2.EFIT (Pb) design Data for Transient Analysis 3.Some EFIT (Pb) results to the ULOF transient Topics:

Forschungszentrum Karlsruhe Technik und Umwelt IRS /FzK W.M.SchikorrEUROTRANS WP1.5 Safety Meeting : Lyon, Oct Use MgO as fuel matrix for the MA-based fuel 2.Assure an optimal MA burning rate 3.Operate the system as a sub-critical system (k_eff ~ ) 4.Account for the relatively low fuel temperatures allowable T_fuel_max < 1600 °C 5.Also use T91 as clad material (as of now). 6.Design core and primary system in such a manner to allow sufficient natural convection flow rate to survive a ULOF transient for at least 30 minutes without large number of pin failures (via gas blowout) 1.Some important thermohydraulic EFIT Design Criteria:

Forschungszentrum Karlsruhe Technik und Umwelt IRS /FzK W.M.SchikorrEUROTRANS WP1.5 Safety Meeting : Lyon, Oct Assure a sufficiently large natural convection flow rate ( > 25 % nominal flow) under ULOF conditions. This implies : 1.keep pressure drop across the core low (~< 0.5 bar) by selecting an appropriate fuel pin / subassembly design 2.minimize pressure losses throughout the primary / DHRS system such that total system pressure loss <~ 0.8 bar 3.assure a height differential between the core midplane and the heat sink midplane of ~ 3.7 m EFIT ULOF Design Criteria requires :

Forschungszentrum Karlsruhe Technik und Umwelt IRS /FzK W.M.SchikorrEUROTRANS WP1.5 Safety Meeting : Lyon, Oct Option 1 : 1.Assume a constant fuel matrix (i.e. 50% MgO) and vary the fuel pin / sub-assembly design in the two core zones in order to flatten the power profile. Several variations in pin diameters and sub-assembly sizes were tried but it was difficult to achieve a satisfactory radial power distribution without excessive radial form factors. Option 2: Assume a uniform geometric pin / SA design for the two core zones but vary the fuel matrix composition. ENEA / ANSALDO decided for Option 2 with the following design : Several EFIT design iterations were performed :

Forschungszentrum Karlsruhe Technik und Umwelt IRS /FzK W.M.SchikorrEUROTRANS WP1.5 Safety Meeting : Lyon, Oct EFIT (Pb) Design Data used: Inner Core Zone CZ1, Fuel 62.5% MgO

Forschungszentrum Karlsruhe Technik und Umwelt IRS /FzK W.M.SchikorrEUROTRANS WP1.5 Safety Meeting : Lyon, Oct EFIT (Pb) Design Data used: Outer Core Zone CZ2, Fuel 50% MgO

Forschungszentrum Karlsruhe Technik und Umwelt IRS /FzK W.M.SchikorrEUROTRANS WP1.5 Safety Meeting : Lyon, Oct EFIT (Pb) Fuel Design: Inner and Outer Core Zones Source : D1.6 Draft Sept.2006 Source : V. Sobolev Sep Source : D1.6 Draft Sept.2006

Forschungszentrum Karlsruhe Technik und Umwelt IRS /FzK W.M.SchikorrEUROTRANS WP1.5 Safety Meeting : Lyon, Oct EFIT (Pb) Data : Inner Core Zone CZ1 EFIT (Pb) Data : Outer Core Zone CZ2

Forschungszentrum Karlsruhe Technik und Umwelt IRS /FzK W.M.SchikorrEUROTRANS WP1.5 Safety Meeting : Lyon, Oct Nominal Conditions Inner Core Zone at BOC : EFIT (Pb) Source : D1.6 Draft Sept.2006

Forschungszentrum Karlsruhe Technik und Umwelt IRS /FzK W.M.SchikorrEUROTRANS WP1.5 Safety Meeting : Lyon, Oct Nominal Conditions Outer Core Zone at BOC : EFIT (Pb) Source : D1.6 Draft Sept.2006

Forschungszentrum Karlsruhe Technik und Umwelt IRS /FzK W.M.SchikorrEUROTRANS WP1.5 Safety Meeting : Lyon, Oct Nominal Conditions Inner Core Zone at EOL : EFIT (Pb) Note that peak clad temperatures exceed 500 °C requiring coating of the T91 clad material.

Forschungszentrum Karlsruhe Technik und Umwelt IRS /FzK W.M.SchikorrEUROTRANS WP1.5 Safety Meeting : Lyon, Oct Nominal Conditions Outer Core Zone at EOL : EFIT (Pb) Note that peak clad temperatures exceed 500 °C requiring coating of the T91 clad material. There is not much margin to the temperature limit of coated T91 of ~ 550 °C !! Note: Hot spot analysis still pending

Forschungszentrum Karlsruhe Technik und Umwelt IRS /FzK W.M.SchikorrEUROTRANS WP1.5 Safety Meeting : Lyon, Oct ULOF (ss) Inner / Outer Core Zone at BOC and EOL : 1.Natural Convection flow rate of EFIT under ULOFss conditions ~ 43 % !! (much higher than the ~ 25% for XT-ADS) 1.This leads to lower T91 cladding temperatures ( < 700 °C ) for EFIT (Pb) in comparison to XT-ADS ULOFss temperatures ( 790 – 800 °C )

Forschungszentrum Karlsruhe Technik und Umwelt IRS /FzK W.M.SchikorrEUROTRANS WP1.5 Safety Meeting : Lyon, Oct ULOF (ss) Inner / Outer Core Zone at BOC : Clad failure not an issue at these clad temps. Pgas =~10 bar

Forschungszentrum Karlsruhe Technik und Umwelt IRS /FzK W.M.SchikorrEUROTRANS WP1.5 Safety Meeting : Lyon, Oct ULOF (ss) Inner / Outer Core Zone at EOL : Clad failure not an issue at these clad temps. Pgas = 178 bar tent.

Forschungszentrum Karlsruhe Technik und Umwelt IRS /FzK W.M.SchikorrEUROTRANS WP1.5 Safety Meeting : Lyon, Oct Conclusions on current EFIT (Pb) TH – design (1/2) : 1.)From the TH point of view the current EFIT(PB) design as proposed by ENEA / ANSALDO is quite viable assuming the cladding is coated as clad temperatures exceed 500 °C under nominal conditions. 2.)The calculations thus far have not assumed a form factor to account for the peak pin within the hottest subassembly (f_peak_pin should be ~ 1.04 instead of 1.0 as has been assumed). This will lead to even higher cladding temperatues of the peak pin, possibly in excess of 550 °C.

Forschungszentrum Karlsruhe Technik und Umwelt IRS /FzK W.M.SchikorrEUROTRANS WP1.5 Safety Meeting : Lyon, Oct Conclusions on current EFIT (Pb) TH - design (2/2): 3.) Under ULOF steady state conditions at EOL clad failure times are in excess of 1000 hrs as clad temperatures remain below 700 °C MgO fuel temperatures also remain below 1430 °C ( a limit of ~1500 °C was decided not to be exceeded ) 4.)The design exhibits excellent natural convection characterisitics with w_nat ~ 45 % under ULOF conditions ( low pressure losses < 500 mbar ) 5.) The ULOF transient behavior of the design still needs to be analysed in detail