Jordan Taylor Profile picture
Feb 23, 2024 20 tweets 9 min read Read on X
A spark in the darkness...

This week Sheffield Forgemasters achieved, in 24 hours, the welding of a nuclear Small Modular Reactor RPV mockup that should have taken up to a year.

How?

Incoming energy revolution: This is the Electron Beam Welding thread!
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What is Electron Beam Welding (EBW)?

EBW is a fusion weld process using a focused electron beam to deliver energy. It features very high depth to width ratios, precise depth control, purity and speed.

Fine. So how is this achieved, and what has this got to do with nuclear? Image
Free electrons can be induced to emit from a sharp electrode carrying a sufficient voltage. You want as many free electrons as possible, meaning as much current per mm as possible, meaning high temperatures. In practice, Tungsten electrodes are often used. Image
The electrons are then accelerated through a powerful high potential electric field to 0.3-0.7 times the speed of light: A second, even more negatively charged cathode forms a shaped electrical field with an anode.

Voltages across these can go from 30-220kV. Image
With the electron beam now created, it needs to be focused.

Scattering in the beam leaves it's power density too low for welding, so a cylindrical coil focuses the beam to a point. The current passing through this coil can then also control the focal point of the beam.
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Beam steering.

Sometimes you want to move the workpiece, and other times you want to move the beam itself. For the latter case, four coils, symmetrically placed around the beam, can deflect and steer the beam in the direction needed with ease & speed.
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OK, so what's this got to do with nuclear energy?

The Reactor Pressure Vessel (RPV) holds the reactor core. Carbon steel with austenitic nickel-chromium steel cladding, it's wall thicknesses are 100s of mm and it can weigh 100s of tons.

Fabricating them is long & arduous.
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Welding & cladding RPVs is extremely time consuming: We'll deal with cladding another time.

Welding is done with a shielded metal arc (TIG) welder, filling a machined chamfer. TIG welds penetrate only a few mm, so many passes are needed at a few mm/s, with regular inspection.
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Depending on the RPV design, there can be many welds. This adds up. Preheating is needed, and shrinkage of a large volume of weld filler creates internal stress that needs relieving through heat treatment.

The many passes create opportunities for voids and discontinuities.
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EB welding, by contrast, excels at deep single-pass welds with narrow weld pools. It's usually an autogenous weld process, meaning no filler wire is used. This is quick & metallurgically useful, but does require careful preparation of the weld zone.

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Up to 200mm in a single pass, minimal shrinkage (though post-weld heat treatment is still advisable), no oxide or nitride contamination, better retained strength, fewer flaws, less NDE required and it's been around for decades.

EB welding sounds great! What's the catch? Image
It's a high maintenance process and can be tricky, but the main problem for nuclear is the same thing that contributes to the unparalleled purity of the EB weld...

... It takes place in a vacuum. Image
The vacuum, ten times purer than TIG's argon shield gas, is usually generated in a dedicated EB chamber, and doing this for fullsize nuclear fabrications would be impractically expensive.

But Sheffield Forgemasters, with Cambridge Vacuum Engineering, found a new way... Image
The EBflow system uses a travelling vacuum seal to create EB welding conditions locally over the weld zone without needing a vacuum chamber. It's specifically designed for thick section fabrication: Monopiles, pressure vessels...

Small Modular Reactors.
The SMR selling point: Series production will lower costs with learner effects, modular production & efficiency-enhancing investment. A bold dream that only works when you can build them quickly.

EB fabrication is a key enabler, especially when nuclear coded welders are scarce.
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But while the nuclear primary cycle is the best prize for this technology, it might not be the biggest: A 100m offshore wind turbine monopile needs up to 6000 arc-on hours of TIG welding. Out-of-chamber EB could shave this to a fraction.

This is a multi-sector energy triumph. Image
As an aside, for a quick explanation of what the nuclear primary cycle is, see this thread. Now back to EB welding...
The out of chamber EB technology is potentially revolutionary, can be applied to cylindrical and linear welds and is perfectly suited to oversize, thick-section fabrications with high quality demands.

We are witnessing the start of something new and spectacular... Image
Next comes the ASME code case for nuclear manufacture. This could take years, but the direction is clear.

Sometimes technology proceeds gingerly, in a shuffle.

And other times? A great leap...

I hope you enjoyed this! Image
You can follow some of the involved parties on X, of course: Sheffield Forgemasters, Cambridge Vacuum Engineering & the Nuclear AMRC.

@CamVacEng
@NuclearAMRC
@ForgemastersHQ

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More from @Jordan_W_Taylor

Aug 30
It's the greatest story never told: It's the story of how a frugal county in the North of England invented the modern world.

Put on a flat cap and call up the whippet, because this is a thread about my home county, and the inventions that came out of Yorkshire! Image
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Steel!

Benjamin Huntsman invented high homogeneity crucible steel in Sheffield in the 1740s, firing with coke to fully melt the steel and homogenise the carbon content.

This became used… everywhere, and supercharged the ongoing industrial revolution. Image
Steam trains.

Steam locomotion had been in development for some decades by 1812, but arguably the world's first commercially successful steam locomotive was Matthew Murray's Salamanca. To him, we owe speed. Image
Read 14 tweets
Aug 26
A liquid rocket boost stage needs to pump fuel and cryogenic oxidiser to the combustion chamber at a rate that beggars belief: The 33 engines on the boost stage of SpaceX's monstrous ‘Superheavy’ booster each chew through about 700 kg of propellant every second. Put all those engines together and the flow rate of liquid fuel & oxygen would be sufficient to empty an Olympic swimming pool in under 2 minutes, if you could find an Olympic swimming pool for cryogenic propellant.

Can you think of any conventional lightweight pump that can do this? Me neither. You need something special…

The turbopump comprises a typically-axial turbine powered by hot, pressurised gas flow that powers centrifugal compressor pumps that pump the colossal quantities of propellant required and pressurize it to, potentially, hundreds of standard atmospheres.

It's a handy, lightweight way to provide pumping power, but it does require that you have a source of hot, high-pressure gas to work with.

Now, where would you find that in a rocket engine?

Indeed. In order to burn fuel, we must pump it. In order to pump it, we may have to burn some of it.

Um…Image
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The Gas Generator Cycle.

A small quantity of the pressurised fuel & oxidiser flows are tapped, brought to a small combustor, vaporised, ignited then expanded through a turbine that powers the fuel and oxygen compressor cycles.

Inevitably the gas generator can't run with a completely nominal fuel:oxy mix, as it would get so hot that it would melt the turbine blades, so typically a gas generator will trade off some efficiency and run fuel rich to power the turbopumps.

-Why not oxy rich? Because fuel has a higher specific heat at constant pressure (Cp) and so you need less mass flow through the gas generator if it's fuel rich than oxy rich, meaning more useful propellant goes to the main combustor & nozzle that moves the rocket.

So the upside of a gas generator cycle is relative simplicity and robustness, which is why it's used on the most reliable rocket motors around, the SpaceX Merlin. The downside is that you trade away efficiency by throwing away some of your propellant, meaning that the tyranny of the Tsiolkowsky rocket equation will kick you where the sun don't shine.Image
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Staged combustion attempts to address this, by taking either a fuel rich or oxy rich preburner, operating at a much higher flow volume than a standard gas generator, and routing the hot gases that leave the turbine straight to the combustion chamber so that they're not lost. This not only increases the average propellant exhaust velocity (since none of it is lost) and therefore efficiency, but also allows a lower average temperature in the preburner and turbine, since there's a higher volume throughput instead.

On the flipside you must deal with hugely increased engineering complexity, an increased potential for feedback control problems between the different parts of the engine, and also a much higher pressure preburner, since it will still need to deliver high working pressures to the combustion chamber after the losses of the turbine and injectors.

The Soviets got there first, and some of their genius manifested in the Russian RD180 oxy-rich staged combustion engine, which was bought by the Americans and used in Atlas rockets for many years. Its unique oxy-rich staged combustion cycle was efficient but not without drawbacks, as high temperature gaseous oxygen is brutal to exposed metal surfaces, demanding an enamel coating on many parts of the engine.

And it gets even more complex than that…Image
Read 5 tweets
Jul 18
Last month Rolls-Royce won the UK's small modular reactor competition to develop and build SMRs in the UK. It could be a new dawn for nuclear power.

But who else was in the competition, what was special about each design, and which is your favourite?

An SMR thread… Image
What's an SMR?

A small modular reactor is a way of beating the brutally high capital costs of building nuclear power: By simplifying assembly (modularity) and minimising subsystem size so almost all of it is factory built you harvest industrial learner effects and low costs. Image
Boiling water vs pressurised water reactors.

All designs in this list are either PWRs or BWRs, the most common reactor styles today. I've a thread on the basics if you need it, but otherwise on with the show!
Read 21 tweets
Jul 4
In April on a mountain in Chile the Vera Rubin observatory gathered first light, and this telescope will be world-changing! -Not because it can see the furthest… but because it can see the fastest!

The Vera Rubin telescope thread! The value of speed, and unique technology… Image
Who was Vera Rubin?

She first hypothesized the existence of dark matter, by observing that the rotation speed of the edge of the galaxy did not drop off with radius from the centre as much as it should. The search for dark matter, and other things, will drive this telescope… Image
Does it see a long way?

Yes, but it’s not optimized for that: The battle of the big mirrors is won by the Extremely Large Telescope which, yes, is meant to see a long way. Vera Rubin is not that big, but that doesn’t matter because it has a different and maybe better mission. Image
Read 22 tweets
Jun 20
Rotating detonation engines: Riding the shockwave!

A technology that could revolutionise aviation, powering engines with endlessly rotating supersonic shockwaves. It could bring us hypersonic flight, super high efficiency and more.

The detonation engine thread… Image
Almost all jet engines use deflagration based combustion, not detonation, but while fuel efficiency has been improving for decades, we're well into the phase of decreasing returns and need some game-changing technologies.

One is the rotating detonation engine (RDE). Image
To understand the appeal of RDEs, you need to know that there are two forms of combustion cycle: Constant pressure, where volume expands with temperature, and constant volume, where pressure goes up instead.

Most jet engines use constant pressure. RDEs use constant volume. Image
Read 21 tweets
Jun 6
As a new graduate I once had to sit down and draft an engine test program for a subsystem of a new model of Rolls-Royce aero engine. It was illuminating.

So here's a thread on some of the weirder things that this can involve: The jet engine testing thread! Image
Fan Blade Off!

Easily the most impressive test: A jet engine needs to be able to contain a loose fan blade. In the FBO test, either a full engine or a fan & casing rig in low vacuum is run to full speed, then a blade is pyrotechnically released.
Frozen.

The Manitoba GLACIER site in Northern Canada is home to Rolls-Royce's extreme temperature engine test beds. Not only must these machines be able to start in temperatures where oil turns to syrup, but in-flight ice management is crucial to safe flying. Image
Read 15 tweets

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