Detailed electromagnetic analysis for design optimization of a tungsten divertor plate for JET

Sadakov, S.; Bondarchuk, E. N.; Doinikov, N.I.; Hirai, T.; Kitaev, B.; Kozshukhovskaya, N.; Maximova, I.; Mertens, Ph.; Neubauer, O.; Obidenko, T.

doi:10.1016/j.fusengdes.2007.04.036

Cited by 16 publications

(7 citation statements)

References 4 publications

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“…Poloidal fingers guide modules during lowering and engage before the dowels that ensure accurate positioning and resist the EM torque around the vertical axis [3].…”

Section: Adaptormentioning

confidence: 99%

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A bulk tungsten divertor row for the outer strike point in JET

Mertens

Altmann

Hirai

et al. 2009

Fusion Engineering and Design

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“…Poloidal fingers guide modules during lowering and engage before the dowels that ensure accurate positioning and resist the EM torque around the vertical axis [3].…”

Section: Adaptormentioning

confidence: 99%

“…-deep toroidal cuts avoid the shape of a closed frame and lower the EM forces accordingly [3]. The wedge is thus divided in 8 wings with holes for tile fixings.…”

Section: Wedge Carriermentioning

confidence: 99%

A bulk tungsten divertor row for the outer strike point in JET

Mertens

Altmann

Hirai

et al. 2009

Fusion Engineering and Design

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“…The design was mostly determined by the strong constraint of minimising electromagnetic forces during disruptions and optimising mechanical stability [16,17]. A design was made of 6 mm W lamellae, packed together in four poloidal stacks and bolted together in toroidal direction but with electrical isolating spacers to reduce eddy currents [15].…”

Section: Tungsten Divertor/randd On Tungsten Coating and Bulk Tungsten mentioning

confidence: 99%

The JET programme in support of ITER

Paméla¹,

Romanelli

Watkins

et al. 2007

Fusion Engineering and Design

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The mid-term experimental programme of the JET tokamak exploits its recently enhanced scientific capabilities (e.g., new divertor allowing high-triangularity ITER-relevant scenarios, several new diagnostics) to address critical issues potentially impacting the detailed design of ITER components (e.g., first wall, heating and current drive systems, diagnostics) and, in parallel, further develop ITER-operating scenarios and address specific physics issues of direct relevance to ITER (e.g., transport physics, burning plasma physics). For the longer term, activities on a "JET programme in support of ITER" have been launched, aiming at making optimal use of JET's unique features: large plasma size and capability to handle beryllium and tritium. A full replacement of the first wall materials is planned (beryllium in the main wall and tungsten in the divertor). This should deliver answers to urgent plasma surface interaction questions, such as tritium retention, and provide operational experience in steady and transient conditions with ITER wall materials under relevant geometry and relevant plasma conditions. In addition, the JET auxiliary heating power will be upgraded to ∼45 MW, allowing access to ITER-relevant disruption and edge localised modes energy loss densities. This will open access to conditions of melt layer formation both on the beryllium first wall and the * Corresponding author at: EFDA-JET, J. Paméla et al. / Fusion Engineering and Design 82 (2007) 590-602 591 tungsten divertor and, on the other hand, help progressing, in particular, hybrid and advanced scenarios for ITER, which require full or partial current profile control, thereby making use of new dedicated diagnostics.

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“…It is assumed that the transport current, which is a part of toroidal eddy current loop in base plate-divertor tile block contour, enters four wedge "legs" on the one side and leaves the block via four other "legs" on the other side [10]. The full system of coupled structural parts is analyzed.…”

Section: Transport Current Analysismentioning

confidence: 99%

“…Assumption of zero friction gives the worst case for the pins and bolts; -Stiff beams connecting structures were used to model tiles/rails linkage; -The bolts equipped with the spring washers are modeled as pre-loaded beam elements (pre-loading of the tie rods is 0.9 kN; of the wedge-adaptor bolts-3.7 kN for M8 bolt and 4.5 kN for M12 bolt; of the adaptor-base bolts-5.5 kN, and of rail-wedge bolts-0.4 kN [10]); -The action of shear pins between assembled parts is modeled by coupling the appropriate translational degree of freedom in appropriate nodes of the FE mesh.…”

Section: Modelingmentioning

confidence: 99%