In the event of hypothetical accident scenarios in PWR, emergency strategies have to be mapped out, in order to guarantee the reliable removal of decay heat from the reactor core, also in case of component breakdown. One essential passive heat removal mechanism is the reflux condensation cooling mode. This mode can appear for instance during a small break loss-of-coolant-accident (LOCA) or because of loss of residual heat removal (RHR) system during mid loop operation at plant outage after the reactor shutdown. In the scenario of a loss-of-coolant-accident (LOCA), which is caused by the leakage at any location in the primary circuit, it is considered that the reactor will be depressurized and vaporization will take place, thereby creating steam in the PWR primary side. Should this lead to ¿reflux condensation¿, which may be a favorable event progression, the generated steam will flow to the steam generator through the hot leg. This steam will condense in the steam generator and the condensate will flow back through the hot leg to the reactor, resulting in counter-current steam/water flow. In some scenarios, the success of core cooling depends on the behaviour of this counter-current flow. Over several decades, a number of experimental and theoretical studies of counter-current gas¿liquid two-phase flow have been carried out to understand the fundamental aspect of the flooding mechanism and to prove practical knowledge for the safety design of nuclear reactors. Starting from the pioneering paper of Wallis (1961), extensive CCFL data have been accumulated from experimental studies dealing with a diverse array of conditions A one-dimensional two field model was developed in order to predict the counter-current steam and liquid flow that results under certain conditions in the cold leg of a PWR when a SBLOCA (small break loss of coolant accident) in the hot leg is produced. The counter-current model that has been developed can predict the pressure, temperature, velocity profiles for both phases, also by taking into account the HPI injection system in the cold leg under a counter-current flow scenario in the cold leg. This computer code predicts this scenario by solving the mass, momentum and energy conservation equations for the liquid and for the steam separately, and linking them by using the interfacial and at the steam wall condensation and heat transfer, and the interfacial friction as the closure relations. The convective terms which appear in the discretization of the mass and energy conservation equations, were evaluated using the ULTIMATE-SOU (second order upwinding) method. For the momentum equation convective terms the ULTIMATE-QUICKEST method was used. The steam-water counter-current developed code has been validated using some experimental data extracted from some previously published articles about the direct condensation phenomenon for stratified two-phase flow and experimental data from the LAOKOON experimental facility at the Technical University of Munich. / Romero Hamers, A. (2014). STUDY OF THE THERMAL STRATIFICATION IN PWR REACTORS AND THE PTS (PRESSURIZED THERMAL SHOCK) PHENOMENON [Tesis doctoral]. Editorial Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/36536

This work seeks to illustrate the potential benefits afforded by implementing aspects of fluid dynamics, especially the latest computational fluid dynamics (CFD) modeling approach, through numerical experimentation and the traditional discipline of physical experimentation to improve the calibration of the severe reactor accident analysis code, MELCOR, in one of several spent fuel pool (SFP) complete loss-of-coolant accident (LOCA) scenarios. While the scope of experimental work performed by Sandia National Laboratories (SNL) extends well beyond that which is reasonably addressed by our allotted resources and computational time in accordance with initial project allocations to complete the report, these simulated case trials produced a significant array of supplementary high-fidelity solutions and hydraulic flow-field data in support of SNL research objectives. Results contained herein show FLUENT CFD model representations of a 9x9 BWR fuel assembly in conditions corresponding to a complete loss-of-coolant accident scenario. In addition to the CFD model developments, a MATLAB based control-volume model was constructed to independently assess the 9x9 BWR fuel assembly under similar accident scenarios. The data produced from this work show that FLUENT CFD models are capable of resolving complex flow fields within a BWR fuel assembly in the realm of buoyancy-induced mass flow rates and that characteristic hydraulic parameters from such CFD simulations (or physical experiments) are reasonably employed in corresponding constitutive correlations for developing simplified numerical models of comparable solution accuracy. / text

La gestion thermique est un des moyens de réduction de la consommation spécifique d’un véhicule. Avec le réchauffement climatique, les normes de dépollution deviennent de plus en plus sévères et les constructeurs automobiles cherchent à améliorer le rendement des véhicules. Le but de ces travaux de recherche est de valoriser, par simulation numérique, les nouveaux systèmes de gestion thermique en fonction du cycle d’homologation et de la température ambiante.Un modèle de simulation 1-D du moteur et de ses circuits de refroidissement et de lubrification ont été développés en utilisant le logiciel GT-Suite. Quatre cycles d’homologation ont été choisis : NEDC, WLTC, AH et AU. De plus, un nouveau cycle a été proposé durant cette étude. Le bilan d’énergie effectué pendant les différentes phases des cycles souligne l’importance du stockage et de la récupération d’énergie.Le stockage d’énergie dans un volume eau et/ou d’huile abouti à l’amélioration de la montée en température des deux fluides. Plusieurs configurations ont été proposées comme, par exemple, un carter d’huile multifonctionnel.Ainsi, une réduction importante de la consommation en carburant est obtenue.La récupération de chaleur au sein des gaz d’échappement est ensuite mise en oeuvre. L’échangeur est caractérisé sur un banc d’essais puis modélisé. Le réchauffement indirect et direct d’huile abouti à une réduction importante des frottements et de la consommation. Une configuration est proposée afin de contrôler la température maximale de l’huile.Finalement, différentes stratégies comme : le type d’huile, l’isolation du moteur, une température de régulation plus élevée etc… ont été étudiées et valorisées. / Thermal management proved itself in improving the fuel efficiency of the engine. Nowadays, automotive companies tend to apply different strategies to answer the greenhouse severe laws. The PhD aim is to valorize and analyze the different thermal management strategies with numerical simulations over different driving cycles and ambient conditions. A 1-D simulation code of the engine and its hydraulic circuits were built using GT-Suite. Four known driving cycles were chosen: NEDC, WLTC, AH and AU. In addition, an in-house developed driving cycle was introduced. An energy balance made over the different stages of the driving cycles underlines the importance of the heat storage and the exhaust heat recovery strategies.Heat recovery was applied over the coolant and the oil at ambient temperatures of -7°C and 20°C. Hot coolant storage and hot oil storage led to improve the coolant and lubricant initial temperatures respectively. Different configurations (total of 7) were proposed and studied. A multifunctional oil sump was introduced. Important fuel consumption savings were obtained. Exhaust heat recovery was then valorized. Heat exchanger was characterized over experimental setup then added to the engine model. Indirect and direct heating of the lubricant as well as both strategies back to back were tested. Remarkable friction reduction and fuel savings were obtained. Special configuration was proposed to control the lubricant high temperature instead of the bypass on the exhaust line. The study ended by valorizing minor strategies as the oil’s grade influence, the engine insulation, high temperature set point …

Eine kompakte Integration der Leistungselektronik in einem Fahrzeuggetriebe des Hybridfahrzeugs stellt hohe Anforderungen an die Lastwechselfestigkeit der Halbleiter-Leistungsmodule. Gefordert wird die Auslegung für die Kühlmitteltemperatur von 125°C und für die Sperrschichttemperatur von 200°C. Für die Untersuchung der Lastwechselfestigkeit bei geforderten hohen Temperaturen werden neue Prüfstandskonzepte und Messmethoden vorgestellt. Mit realisierten Testständen wird die Lastwechselfestigkeit der neuen Aufbau- und Verbindungstechnologien „gehärtete Aluminiumbonddrähte”, „Diffusionslöten”, „Lötung mit vertikalen Strukturen” und „Niedertemperatur-Verbindungstechnik” untersucht. / High power density of the power electronics in a hybrid electric vehicle demands a high power cycling capability of the semiconductor power module. Requirements are: 125°C coolant and 200°C junction temperature. For the investigation of the power cycling capability at high temperatures new test benches and measurement methods are introduces. With realized methods the reliability of following new interconnection technologies is investigated: doped aluminium bond wires, diffusion soldering, solder layer with vertical microstructures, low temperature sinter technology.

This diploma thesis is engaged in replacement of gasket ion filter used in the ion filter of continuous cleaning TC SV01 of rector coolant in nuclear power plants with VVER 440 reactor. Original nickel gasket is replaced by kammprofile gasket with expanded graphite. Calculation results are compared with each other and are described as suggestions for further calculation. The first part included a detailed description of the primary coolant water chemistry, along with a description of the function and structure of ion filter.

Eine kompakte Integration der Leistungselektronik in einem Fahrzeuggetriebe des Hybridfahrzeugs stellt hohe Anforderungen an die Lastwechselfestigkeit der Halbleiter-Leistungsmodule. Gefordert wird die Auslegung für die Kühlmitteltemperatur von 125°C und für die Sperrschichttemperatur von 200°C. Für die Untersuchung der Lastwechselfestigkeit bei geforderten hohen Temperaturen werden neue Prüfstandskonzepte und Messmethoden vorgestellt. Mit realisierten Testständen wird die Lastwechselfestigkeit der neuen Aufbau- und Verbindungstechnologien „gehärtete Aluminiumbonddrähte”, „Diffusionslöten”, „Lötung mit vertikalen Strukturen” und „Niedertemperatur-Verbindungstechnik” untersucht. / High power density of the power electronics in a hybrid electric vehicle demands a high power cycling capability of the semiconductor power module. Requirements are: 125°C coolant and 200°C junction temperature. For the investigation of the power cycling capability at high temperatures new test benches and measurement methods are introduces. With realized methods the reliability of following new interconnection technologies is investigated: doped aluminium bond wires, diffusion soldering, solder layer with vertical microstructures, low temperature sinter technology.

The nuclear industry has long relied upon bounding parametric analyses in predicting the safety margins of reactor designs undergoing design-basis accidents. These methods have been known to return highly-conservative results, limiting the operating conditions of the reactor. The Best-Estimate Plus Uncertainty (BEPU) method using a modernized version of the Code-Scaling, Applicability, and Uncertainty (CSAU) methodology has been applied to more accurately predict the safety margins of the Oregon State University Advanced Plant Experiment (APEX) facility experiencing a Loss-of-Feedwater Accident (LOFA). The statistical advantages of the Bayesian paradigm of probability was utilized to incorporate prior knowledge when determining the analysis required to justify the safety margins. RELAP5 Mod 3.3 was used to accurately predict the thermal-hydraulics of a primary Feed-and-Bleed response to the accident using assumptions to accompany the lumped-parameter calculation approach. A novel coupling of thermal-hydraulic and statistical software was accomplished using the Symbolic Nuclear Analysis Package (SNAP). Uncertainty in Peak Cladding Temperature (PCT) was calculated at the 95/95 probability/confidence levels under a series of four separate sensitivity studies. / Graduation date: 2013

This master’s thesis deals with usage of burn-up (spent) nuclear fuel in nuclear power plants of next generation – accelerator driven transmutation plants which is produced in current nuclear power plants. This system could significantly reduce the volume of dangerous long-lived radioisotopes and moreover they would be able to take advantage of its great energy potential due to fast neutron spectrum. In the introduction are listed basic knowledge and aspects of spent nuclear fuel along with its reprocessing and the possibility of further use while minimizing environmental impact. As another point detailed description of accelerator driven systems is described together with its basic components. In addition this search is followed by individual chronological enumeration of projects of global significance concerning their current development. Emphasis is placed on SAD and MYRRHA projects, which are used like base for calculations. This last, computational part, deals with the creation of the geometry of subcritical transmutation reactor driven by accelerator and subsequent evaluation which assembly is the most effective for transmutation and energy purposes along with changing of target, nuclear fuel and coolant/moderator.