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The vessel size is currently configured to be about 2 to 2.5 m in diameter and about 3 m in height. The vessel wall thickness will be on the order of 10 cm or greater. As the vessel is currently configured, the coolant enters the side of the vessel near the upper bulkhead, travels down the downcomer along the vessel wall to the bottom plenum of the vessel, and then moves upward through the core. The fuel pins maintain the active fuel region and a plenum region for fission gas retention. In order to maintain the correct mixed mean temperature at the core exit, flow redistribution within the core will be required. This can be performed by orifices at the inlet plenum to the core, or by adjusting the pitch in the core from the inner rows to the outer rows. Future work will be required in this area. The flow exits the pressure vessel though the top of the upper bulkhead. Other configurations, including hot pipe exiting in the cold pipe inlet, can be considered. The reactor will be required to have some type of control rod configuration. No significant work has been performed to determine the best approach for this concept. The current configuration has the control rods entering from the bottom of the core and through the lower bulkhead of the pressure vessel. However, the control rods could just as well be configured from above since the coolant exit temperatures are not extreme and are below the Curie point temperature for most magnetic and ferromagnetic materials. Pressure vessel embrittlement due to radiation damage and corrosion effects will play a major role in determining the vessel’s material, wall thickness, lifetime, and working pressure. Additional neutron moderating and absorbing materials will be required to be placed outside of the reactor core reflector and within the vessel to decrease the fluence of the fast neutrons on the vessel wall. Future work is required in this topical area. Tables 2 through 4 present the power plant parameters, reactor fuel parameters, and reactor core parameters, respectively. For a split-flow S-CO2 cycle, the thermal efficiency will probably be between 40 and 50% for conditions that are given in Table 2. The baseline concept assumes a reactor coolant pressure of 20 MPa (~3000 psia) and a reactor outlet temperature of 650°C. The fuel proposed in this concept is UO2 enriched to 12%. The choice for the enrichment will be discussed in a later section of the report. UO2 was chosen somewhat arbitrarily. The AGR systems use UO2 and it is expected that it should be compatible with CO2. Other fuel options can be considered in the future, including bonded metal fuels. However, it is expected that UO2 will be the fuel of choice due to a number of considerations including operating experience, compatibility with the cladding and coolant, and performance reliability. The cladding proposed in the conceptual design is a high-nickel content stainless steel, such as a 316-type material. The nickel is required to ensure corrosion resistance at CO2 temperatures up to 650°C. The cladding will most likely be the weak link in the lifetime burnup of the core. The AGR systems burn their fuel to about 24,000 MWD/MTU. The current concept, 200 MWth for 20 years, has a fuel burnup of 71,000 MWD/MTU. Current LWR technology allows for ~60,000 MWD/MTU. A fission gas plenum will be required in the upper portion of the fuel pin. This plenum will be an extension of the cladding. During the lifetime of the fuel pin, the cladding will be in compression due to the high pressure coolant. For this concept, the fission gas plenum height was chosen to be 1 m. Additional work is required to determine the expected fuel and cladding performance over the desired burnup lifetime due to corrosion and neutron damage. 21PDF Image | Supercritical CO2 Direct Cycle Gas Fast Reactor (SC-GFR)
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