Preliminary Multiphysics Analyses of HFIR LEU Fuel Conversion using COMSOL

Freels, James D; Bodey, Isaac T; Arimilli, Rao V.; Curtis, Franklin G.; Ekici, Kivanc; Jain, Prashant

doi:10.2172/1017315

Cited by 3 publications

(2 citation statements)

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“…From the limit specified in Sindelar et al 2012, it was assumed that the RFA and MURR would only be loaded at a maximum of 25 W. This occurs approximately 3 years after reactor discharge for the RFA, it was assumed to use this same period of time for the discharge for the maximum decay heat of the HFIR assembly. Descriptions of the HFIR fuel (Ilas et al 2015;Freels et al 2011) list 2.6 and 6.8 kg U 235 for the inner and outer assemblies, respectively, these sections are split for storage, so decay heats are calculated for each assembly. Rather than using a Cs-137 decay rate -which is conservative for these fuels during early storage years, the decay heat values were calculated directly.…”

Section: Thermal Decay Heat and Ambient Conditionsmentioning

confidence: 99%

Modeling of SRS Aluminum-clad Spent Nuclear Fuel in Standard DOE Sealed Canisters

Abboud

2020

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At the Savannah River Site (SRS), approximately 7 MTHM of aluminum-clad spent nuclear fuel is currently in wet storage at L-Basin. Current baseline planning is to process the spent nuclear fuel at H-Canyon. A potential alternative to H-Canyon processing is to dry the fuel and package in a road ready configuration using a multi-purpose canister, such as the DOE standard canister. To understand the potential for gas generation in the canisters, first the thermal and dose rate profiles need to be resolved. A computational fluid dynamics model is built to resolve the 50-year trend for the thermal profile, and MCNP is used to resolve the decay heat and surface dose rate of the fuel. This report will focus on a few fuel types, which should bound all other fuel stored at SRS. These consist of the reference fuel assembly, the MURR fuel and the HFIR fuel. These bound a hypothetical maximum scenario for MTR box fuel, a maximum for decay heat in an assembly, and a maximum for the aluminum surface area, respectively. The geometry for the packages was created from DOE specifications for storage of each of the fuels. As long as the minimum time from reactor discharge to sealed storage is 3 years, then the highest temperatures which occur within the sealed canisters do not exceed 100 C for all scenarios considered here. If the minimum time from reactor discharge to sealed storage is 10 years, the maximum temperature does not exceed 50 C for all the scenarios considered. In the geometry considered, while the HFIR fuel has a large surface area, the packaging configuration leaves large void areas, such that the aluminum surface to free volume ratio is about 30% less than an ATR or MURR packaging configuration. Due to the highest surface area to volume ratio for a loaded DOE standard canister, and a high maximum temperature for the aluminum surface, the MURR loaded DOE standard canister should provide a bounding case for all aluminum-clad fuel currently stored at SRS.

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Section: Thermal Decay Heat and Ambient Conditionsmentioning

confidence: 99%

Modeling of SRS Aluminum-clad Spent Nuclear Fuel in Standard DOE Sealed Canisters

Abboud

2020

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“…The classical formulation for turbulent length scale profiles in a fully developed channel flows gives a characteristic value at the core of L T , it is a measure of the size of the turbulent eddies that are not resolved. For fully developed channel flows, this parameter can be approximately derived as [17]:…”

Section: Computational Fluid Dynamics Simulationmentioning

confidence: 99%

Computational Fluid Dynamic Analysis of Flapping Wing of Micro Aerial Vehicle at Very Low Reynolds Numbers Turbulent Flow

Altememe¹,

Hall²,

Altememe³

2019

Int J Aeronaut Aerosp Eng

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This research presents the development of a bioinspired flapping flight system and a characterization of its performance when operating in turbulent airflow conditions. This system consists of a structure installed within wind tunnel for two dimensions and three dimensions of a Flapping Wing Micro Aerial Vehicles (FWMAV). Each airfoil or wing is able to deform into a classical flow pattern is the von Krmn vortex street that can form as fluid flows past an object. These vortices may induce vibrations in the object. This problem involves a fluid structure interaction (FSI) where the large deformation affects the flowpath. The exert load is predominately performed in the trailing edge of the airfoil or on the tip of the wing, and the reaction forces are generated by the feathers located at the leading edge. For this study, the focus presents a benchmark case of the NACA0012 and s1223 airfoils with the trailing edge flap design operating in a turbulent airflow. Finite element analysis (FEA) is used to model the flow field and the fluid-structure interactions using Direct Numerical Simulation. Additionally, the airfoils or wings' aerodynamic performance is comparatively analyzed between time-dependent and FSI turbulence model. This paper discusses how these two air foils or wings, and time-dependent FSI turbulent flow simulation results can be developed to serve the flapping flight for unmanned aerial system.

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Rock Breaking Mechanism of Electrode Bit in Heterogeneous Granite Formation and its Optimization

Zhu

Liu

et al. 2022

SSRN Journal

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Preliminary Multiphysics Analyses of HFIR LEU Fuel Conversion using COMSOL

Cited by 3 publications

References 0 publications

Modeling of SRS Aluminum-clad Spent Nuclear Fuel in Standard DOE Sealed Canisters

Modeling of SRS Aluminum-clad Spent Nuclear Fuel in Standard DOE Sealed Canisters

Computational Fluid Dynamic Analysis of Flapping Wing of Micro Aerial Vehicle at Very Low Reynolds Numbers Turbulent Flow

Rock Breaking Mechanism of Electrode Bit in Heterogeneous Granite Formation and its Optimization

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