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DOE OSTI2024

Energy Analysis of Combi Heat Pump System Configurations for Space Conditioning and Domestic Hot Water Heating in Residential Buildings

Combi heat pump systems, also referred to multifunctional variable refrigerant flow heat recovery (MF-VRFHR) systems, are specifically designed for residential applications to manage both space conditioning and domestic hot water (DHW). They have attracted attention due to their potential for energy conservation through heat recovery. The incorporation of a hot water tank introduces various system configurations, each characterized by distinct pros and cons related to energy efficiency, system stability, and maintenance. Despite this, a critical gap exists as the specific energy performance remains unquantified under diverse operational modes (e.g., heating mode and heat recovery mode). This paper aims to bridge this gap by conducting a comprehensive comparative analysis of two prevalent system configurations while considering feasible proposed control logics. Configuration 1 integrates a separate hot water tank and a refrigerant-to-water heat exchanger (HEX), also known as a Hydro Kit while Configuration 2 incorporates a refrigerant-wrapped hot water tank. To facilitate this analysis, we developed high-fidelity system models for both configurations in Modelica, capturing system dynamics and detailed control sequences effectively. These system models were built upon the TIL library for HVAC equipment components and the Buildings library for residential building thermal load calculations. The validation of the simulation testbed utilized data from experiments conducted in the PNNL lab home for Configuration 1. To establish the simulation testbed for Configuration 2, we extended the modeling setup derived from Configuration 1. This extension specifically involved substituting the separate hot water tank and Hydro Kit with a refrigerant-wrapped hot water tank of similar sizing sourced from an actual product. The simulation analysis of heating-only and heat recovery modes reveals that Configuration 2 not only saves energy and maintains warmer tank temperatures but also demonstrates faster water heating capabilities. This is attributed to decreased energy loss and improved heat transfer. The study encompasses a wide range of scenarios, considering diverse thermal loads and water usage patterns across heating and heat recovery modes. Overall, the comprehensive results indicate that Configuration 2 achieves energy savings ranging from 3.5% to 12.2% compared to Configuration 1, depending on factors such as water usage patterns, thermal loads, and operational modes.

Configuration, Comparison, Multi-functional, Resid↗

NASA NTRS2018

Modeling Key Predictors of Airport Runway Configurations Using Learning Algorithms

Advanced traffic flow management automation will need accurate predictions of airport runway configurations. Terminal area weather and traffic demand are generally considered to be the most significant factors in predicting runway configuration. Weather information is forecasted across multiple features, including wind direction, wind speed, gusts, cloud ceilings, visibility, temperature, and precipitation, among many others. We use machine learning techniques on historical weather and runway data to determine weather features that correlate well with runway configurations. We analyze the predictive capability of weather features using different learning models trained on data from four major U.S. airports: Atlanta (ATL), Washington – Dulles (IAD), New York – Kennedy (JFK), and San Francisco (SFO). Wind direction alone is strongly correlated with runway configurations above all other examined factors, as expected. This correlation is the most significant component of the ~80% prediction accuracy in selecting between the two most frequently used runway configurations. However, individual airports show variations on how well the runway configuration decisions correlate with wind direction. While wind direction was identified as the most significant indicator of configuration decisions in ATL, IAD, and JFK, it did not emerge as such at SFO. Traffic demand was not found to be a strong factor in predicting runway configurations at any of the airports analyzed. In rare instances, when high demand cannot be accommodated within the current configuration, temporary changes are likely to be attributable to demand. However, these occurrences are so limited in number that their overall effect is not sufficient to consider traffic demand as a major indicator of runway configuration at the airports analyzed.

Bilimoria, Karl D.↗

DOE OSTI2023

Building materials genome from ground‐state configuration to engineering advance

Individual phases are commonly considered as the building blocks of materials. However, the accurate theoretical prediction of properties of individual phases remains elusive. The top-down approach by decoding genomic building blocks of individual phases from experimental observations is nonunique. The density functional theory (DFT), as a state-of-the-art solution of quantum mechanics, prescribes the existence of a ground-state configuration at 0 K for a given system. It is self-evident that the ground-state configuration alone is insufficient to describe a phase at finite temperatures as symmetry-breaking non-ground-state configurations are excited statistically at temperatures above 0 K. Our multiscale entropy approach (recently terms as Zentropy theory) postulates that the entropy of a phase is composed of the sum of the entropy of each configuration weighted by its probability plus the configurational entropy among all configurations. Consequently, the partition function of each configuration in statistical mechanics needs to be evaluated by its free energy rather than total energy. The combination of the ground-state and symmetry-breaking non-ground-state configurations represents the building blocks of materials and can be used to quantitatively predict free energy of individual phases with the free energy of each configuration predicted from DFT as well as all properties derived from free energy of individual phases.

CALPHAD↗

DOE OSTI2020

Using a Genetic Algorithm to Optimize Configurations in a Data-Driven Application

Users of highly-configurable software systems often want to optimize a particular objective such as improving a functional outcome or increasing system performance. One approach is to use an evolutionary algorithm. However, many applications today are data-driven, meaning they depend on inputs or data which can be complex and varied. Hence, a search needs to be run (and re-run) for all inputs, making optimization a heavy-weight and potentially impractical process. In this paper, we explore this issue on a data-driven highly-configurable scientific application. We build an exhaustive database containing 3,000 configurations and 10,000 inputs, leading to almost 100 million records as our oracle, and then run a genetic algorithm individually on each of the 10,000 inputs. We ask if (1) a genetic algorithm can find configurations to improve functional objectives; (2) whether patterns of best configurations over all input data emerge; and (3) if we can we use sampling to approximate the results. We find that the original (default) configuration is best only 34% of the time, while clear patterns emerge of other best configurations. Out of 3,000 possible configurations, only 112 distinct configurations achieve the optimal result at least once across all 10,000 inputs, suggesting the potential for lighter weight optimization approaches. We show that sampling of the input data finds similar patterns at a lower cost.

Sinha, Urjoshi↗

DOE OSTI2024

Stochastic Optimization to Find Optimum Beginning-of-Life Core Configuration of Stable Salt Reactor with Online Refueling

A stochastic optimization method has been developed to find an optimum equilibrium cycle core configuration of the waste-burning stable salt reactor, which is a fast-spectrum molten salt reactor with frequent online refueling. An optimum core configuration was determined with the goal of minimizing radial power peaking. Because of the vast number of potential candidate core configurations, stochastic optimization was applied based on simulated annealing and an additional acceleration method, which screened out unpromising core configurations. It has been demonstrated that the developed stochastic optimization method successfully finds the optimal core configuration regardless of the initial guess and outperforms the gradient descent approach. In addition, it has been observed that the use of a so-called out-in core configuration as the initial guess speeds up convergence of the iterative solution more than five times. Based on the searched optimum equilibrium cycle core configuration, new beginning-of-life (BOL) core configurations have been developed. In conclusion, the new BOL core configurations will be used in developing optimum refueling strategies.

Moltex static salt reactor↗

DOE OSTI2020

Realizable hyperuniform and nonhyperuniform particle configurations with targeted spectral functions via effective pair interactions

The capacity to identify realizable many-body configurations associated with targeted functional forms for the pair correlation function $g_2(r)$ or its corresponding structure factor $\textit{S(k)}$ is of great fundamental and practical importance. While there are obvious necessary conditions that a prescribed structure factor at number density ρ must satisfy to be configurationally realizable, sufficient conditions are generally not known due to the infinite degeneracy of configurations with different higher-order correlation functions. A major aim of this paper is to expand our theoretical knowledge of the class of pair correlation functions or structure factors that are realizable by classical disordered ensembles of particle configurations, including exotic “hyperuniform” varieties. We first introduce a theoretical formalism that provides a means to draw classical particle configurations from canonical ensembles with certain pairwise-additive potentials that could correspond to targeted analytical functional forms for the structure factor. This formulation enables us to devise an improved algorithm to construct systematically canonical-ensemble particle configurations with such targeted pair statistics, whenever realizable. As a proof of concept, we test the algorithm by targeting several different structure factors across dimensions that are known to be realizable and one hyperuniform target that is known to be nontrivially unrealizable. Our algorithm succeeds for all realizable targets and appropriately fails for the unrealizable target, demonstrating the accuracy and power of the method to numerically investigate the realizability problem. Subsequently, we also target several families of structure-factor functions that meet the known necessary realizability conditions but are not known to be realizable by disordered hyperuniform point configurations, including $\textit{d}$-dimensional Gaussian structure factors, $\textit{d}$-dimensional generalizations of the two-dimensional one-component plasma (OCP), and the $\textit{d}$-dimensional Fourier duals of the previous OCP cases. Moreover, we also explore unusual nonhyperuniform targets, including “hyposurficial” and “antihyperuniform” examples. In all of these instances, the targeted structure factors are achieved with high accuracy, suggesting that they are indeed realizable by equilibrium configurations with pairwise interactions at positive temperatures. Remarkably, we also show that the structure factor of nonequilibrium perfect glass, specified by two-, three-, and four-body interactions, can also be realized by equilibrium pair interactions at positive temperatures. In this work, our findings lead us to the conjecture that any realizable structure factor corresponding to either a translationally invariant equilibrium or nonequilibrium system can be attained by an equilibrium ensemble involving only effective pair interactions. Our investigation not only broadens our knowledge of analytical functional forms for $g_2(r)$ and $\textit{S(k)}$ associated with disordered point configurations across dimensions but also deepens our understanding of many-body physics. Moreover, our work can be applied to the design of materials with desirable physical properties that can be tuned by their pair statistics.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗

DOE OSTI2024

FY24 Report on Water NSTF Testing: Lower Tank Inlet Piping Configuration

The following report serves as a summary of the accomplishments and testing results by the Natural convection Shutdown heat removal Test Facility (NSTF) experimental program over the past 12-month period. A major activity included reconfiguration of the chimney piping geometry which altered the discharge position into the tank from the original 50% tank height to a new lower position at a 10.9% tank height. This modification increases the volume of available coolant thus extending long-term operating capacity, however also results in a decreased liquid driving head which has the potential to reduce the natural circulation efficiency and decrease overall performance. Examination of the tradeoffs for these two configurations is an area of interest for RCCS designers and drove planned test activities this year. Ten matrix tests were performed in FY24, totaling 195 hours of heated operations and 12.9 MWh of electrical heating throughout the year, with eight classified as Accepted per NQA-1 and two classified as Trending. Testing prior to the facility reconfiguration examined the facility response to throttling at the tank inlet, demonstrating increased sensitivity of flow instabilities to throttling within the two-phase region when compared to throttling at the lower sensitivity single-phase inlet region. Testing after the chimney reconfiguration began with a baseline test at conditions of 80% inventory fill and prototypic thermal power input of 2.1 MW t . In addition to establishing a reference for nominal system behavior and performance, repeat testing with multiple subsequent runs demonstrated strong repeatability between tests performed at the same conditions in this new configuration. These tests also examined if influences would occur to system behavior with installation of new higher-resolution instrumentation within the upper chimney. In this critical region where boiling and flashing phenomena dominate, the test results provided confidence that the new instrumentation does not uncharacteristically influence the observed behaviors. An inventory parametric series was then initiated to examine system behavior with the new chimney configuration at six varying initial inventory levels, ranging from high 80% to low 20% fill. Two-phase oscillations with similar peak and mean flow rates were observed when comparing to the previous mid tank configuration. Generally, similar system response trends with inventory were also observed, such as two phase oscillations suppressing as inventories were lowered. However, in one absolute inventory comparison at the highest fill of 80%, flow oscillations saw a gradual growth over the 4 hours of two-phase operation in the new lower tank inlet configuration, opposite of the gradual dampening observed in the mid tank inlet configuration. This can be attributed to, in part, a greater hydrostatic head pressure above the two-phase discharge region where the boiling front is developed. Furthermore, the change resulted in greater sensitivity to liquid degassing phenomena during single-phase heating, causing loop instabilities to form which trigged moderate flow degradation during the period approaching saturation and boiling conditions. This behavior had been observed previously under some conditions but was a common occurrence in recent testing with the newer lower tank inlet configuration. Initial observations from these first data sets suggest an overall larger window of stability for the mid tank inlet configuration compared to the lower tank inlet. Lastly, the lowest inventory fill test was repeated over an extended testing window to examine depletion behavior. Natural circulation flow and effective heat removal performance were observed during most of the testing period; only after the tank became fully drained (0% fill) did flow stagnate and violent geysering events occur. This early observation confirms one relative advantage over the mid tank inlet configuration, which stagnated under comparable conditions at ~20% inventory remaining in the tank.

42 ENGINEERING↗

NASA NTRS1958

Approximate Solutions for the Flow About Flat-Top Wing-Body Configurations at High Supersonic Airspeeds

The flow about slender flat-top wing-body configurations traveling at high supersonic speeds and small angles of attack is investigated analytically. In the case of conical configurations, approximate algebraic solutions to the flow field are obtained. In the case of configurations which are conical at the vertex but curved in the stream direction, these solutions are combined with a slender-body approximation to the generalized shock-expansion method to obtain the flow downstream of the vertex. Surface pressures were obtained experimentally at Mach numbers from 3.0 to 6.0 and angles of attack up to 6 deg for several flat-top wing-body configurations. These configurations consisted of half-bodies of revolution mounted beneath thin highly swept wings. Three different bodies were employed. The two conical bodies consisted of one-half of a fineness-ratio-5 cone and one-half of a fineness-ratio-2-1/2 cone. The body of the third configuration consisted of one-half of a fineness-ratio-5 ogive. For the ogive configuration, the leading edges of the wing were curved and designed to just maintain the theoretically determined bow shock along the leading edge at a Mach number of 5.0 and an angle of attack of 3 deg. The predictions of the conical flow theory of this paper for the surface pressures are found to be in good agreement with experiment at Mach numbers of 5.0 and 6.0 up to angles of attack of approximately 3 deg. Estimated lift, drag, and pitching-moment coefficients, as well as maximum lift-drag ratio, are also in good agreement with existing experimental data at a Mach number of 5.0 for a conical configuration having an arrow plan-form wing. It is also found that the generalized shock-expansion method yields reasonable good agreement with experiment for the surface pressures on the half-ogive configuration at a Mach number of 5.0 and an angle of attack of 3 deg.

Savin, Raymond C.↗

NASA NTRS1976

An analytical study of turbulence responses, including horizontal-tail loads, of a control-configured vehicle with relaxed static stability

A static stability augmentation system (SSAS) with angle-of-attack, pitch-rate, and forward-speed feedback is used to stabilize control-configured rigid vehicles with relaxed static stability. Airplane configurations include a baseline configuration and two representative control-configured vehicle configurations. The first statically unstable configuration has baseline geometry and an aft center of gravity; the second statically unstable configuration has reduced tail length and area and a forward neutral point. Stability, flying-qualities, and maneuverability requirements are imposed on the airplane-SSAS systems. Turbulence responses of the rigid airframe and tail loads are examined in terms of configuration changes for a given control law and in terms of control law changes for a given configuration.

Perry, B., III↗

NASA NTRS1949

Investigation of Aerodynamic and Icing Characteristics of Recessed Fuel-Vent Configurations

An investigation has been conducted in the NACA Cleveland icing research tunnel to determine the aerodynamic and icing characteristics of several recessed fuel-vent configurations. The vents were investigated aerodynamically to obtain vent-tube pressures and pressure distributions on the ramp surface as functions of tunnel-air velocity and angle of attack. Icing investigations were made to determine the vent-tube pressure losses for several icing conditions at tunnel-air velocities ranging from 220 to 440 feet per second. In general, under nonicing conditions, the configurations with diverging ramp walls maintained, vent-tube pressures greater than the required marginal value of 2 inches of water positive pressure differential between the fuel cell and the compartment containing the fuel cell for a range of angles of attack from 0 to 14deg at a tunnel-air velocity of approximately 240 feet per second. A configuration haying divergIng ramp sldewalls, a 7deg ramp angle; and vent tubes manifold,ed to a common plenum chamber opening through a slot In the ramp floor gave the greatest vent-tube pressures for all the configurations investigated. The use of the plenum chamber resulted in uniform pressures in all vent tubes. In a cloud-icing condition, roughness caused by ice formations on the airfoil surface ahead of the vent ramp, rather than icing of the vent configuration, caused a rapid loss in vent-tube pressures during the first few minutes of an icing period. Only the configuration having diverging ramp sidewalls, a 7 ramp angle, and a common plenum chamber maintained the required vent-tube pressures throughout a 60-minute icing period, although the ice formations on this configuration were more severe than those observed for the other configurations. No complete closure of vent-tube openings occurred for the configurations investigated. A simulated freezing-rain condition caused a greater and more rapid vent-tube pressure loss than was observed for a cloud-icing condition.

Ruggeri, Robert S.↗

NASA NTRS1986

Forward-swept wing configuration designed for high maneuverability by use of a transonic computational method

A transonic computational analysis method and a transonic design procedure have been used to design the wing and the canard of a forward-swept-wing fighter configuration for good transonic maneuver performance. A model of this configuration was tested in the Langley 16-Foot Transonic Tunnel. Oil-flow photographs were obtained to examine the wind flow patterns at Mach numbers from 0.60 to 0.90. The transonic theory gave a reasonably good estimate of the wing pressure distributions at transonic maneuver conditions. Comparison of the forward-swept-wing configuration with an equivalent aft-swept-wing-configuration showed that, at a Mach number of 0.90 and a lift coefficient of 0.9, the two configurations have the same trimmed drag. The forward-swept wing configuration was also found to have trimmed drag levels at transonic maneuver conditions which are comparable to those of the HiMAT (highly maneuverable aircraft technology) configuration and the X-29 forward-swept-wing research configuration. The configuration of this study was also tested with a forebody strake.

Mann, M. J.↗

NASA NTRS1954

Free-Flight Zero-Lift Drag Results from a 1/5-Scale Model and Several Small-Scale Equivalent Bodies of Revolution of the Convair F-102 Configuration at Mach Numbers up to 1.34

A 1/5-scale, rocket-propelled model of the Convair F-102 configuration was tested in free flight to determine zero-lift drag at Mach numbers up to 1.34 and at Reynolds numbers comparable to those of the full-scale airplane. This large-scale model corresponded to the prototype airplane and had air flow through the duct. Additional zero-lift drag tests involved a series of small equivalent bodies of revolution which were launched by means of a helium gun. The several small-scale models tested corresponded to: the basic configuration, the 1/5-scale rocket-propelled model configuration, a 2-foot (full-scale) fuselage-extension configuration, and a 7-foot (full-scale) fuselage-extension configuration. Models designed to correspond to the area distribution at a Mach number of 1.0 were flown for each of these 'shapes and, in addition, models designed to correspond to the area distribution at a Mach number of 1.2 were flown for the 1/5-scale rocket-propelled model and the 7-foot-fuselage-extension configuration. The value of external pressure drag coefficient (including base drag) obtained from the large-scale rocket model was 0.0190 at a Mach number of 1..05 and the corresponding values from the equivalent-body tests varied from 0.0183 for the rocket-propelled model shape to 0.0137 for the 7-foot-fuselage-extension configuration. From the results of tests of equivalent bodies designed to correspond to the area distribution at a Mach number of 1.0, it is evident that the small changes in shape incorporated in the basic and 2-foot-fuselage-extension configurations from that of the rocket-propelled model configuration will provide no significant change in pressure drag. On the other hand, the data from the 7-foot-fuselage-extension model indicate a substantial reduction in pressure drag at transonic speeds.

Wallskog, Harvey A.↗

NASA NTRS2017

A Comparison of Combustion Dynamics for Multiple 7-Point Lean Direct Injection Combustor Configurations

The combustion dynamics of two 7-point lean direct injection (LDI) combustor configurations are compared. This 7-point LDI configuration has a circular cross section, with a center ("pilot") fuel-air mixer surrounded by six outer ("main") fuel-air mixers. Each fuel-air mixer consists of an axial air swirler followed by a converging-diverging venturi. A simplex fuel injector is inserted through the center of the air swirler, with the fuel injector tip located near the venturi throat. All 7 fuel-air mixers are identical except for the swirler blade angle. In the 'all-60' configuration, the swirler blade angle was 60 deg for all fuel-air mixers. In the '45-60' configuration, the swirler blade angle was 60 deg on the center and 45 deg on the outer fuel-air mixers. Testing was done in a 5-atm flame tube with inlet air temperatures from 630 to 830 F and equivalence ratios from 0.2 to 0.7. Combustion dynamics were measured using a cooled PCB pressure transducer flush-mounted in the wall of the combustor test section. Both configurations had large pressure fluctuations (greater than 2 psi peak-peak) near 730 Hz, the quarter-wave frequency. The all-60 configuration also had large pressure fluctuations near 1170 Hz; the 45-60 configuration did not. The 45-60 configuration had large pressure fluctuations near 480 Hz; the all-60 configuration did not.

combustion dynamics↗

NASA NTRS2021

A Recursive Multi-step Machine Learning Approach for Airport Configuration Prediction

Airport configuration selection is a complex decision-making process that involves several operational and human factors. In this paper we propose a novel recursive multi-step machine learning (ML) approach to predict airport configuration. The multi-step approach guarantees stability of the predicted configuration by taking as input the configuration predicted at the previous time step. The features of the proposed model include weather data, future arrival and departure counts and current configuration. Due to the importance of arrival and departure counts in predicting the airport configuration, arrival counts are calculated using landing time predictions selected from physics-based landing time predictions available in FAA System Wide Information Management data feeds for each flight. The selection rules were developed and refined to select the most accurate time for different phases of flight. The proposed model predicts the airport configurations up to 6 hours ahead. In this paper we show the predictive performance of the proposed model for six major US airports, including Charlotte Douglas International Airport (CLT), Dallas/Fort Worth International Airport (DFW), John F. Kennedy International Airport (JFK), Newark Liberty International Airport (EWR), LaGuardia Airport (LGA) and Dallas Love Field Airport (DAL). We trained and evaluated models on 2019 and 2020 data in order to study the effect of the pandemic and how changes in traffic patterns affected the performance of the proposed model. Results are compared with a baseline assuming no airport configuration changes. In our results for DFW, we obtained a prediction accuracy of 89.3% for 3 hours ahead prediction, and 82.8% for 6 hours ahead when applied on 2019 data.

machine learning↗

NASA NTRS2021

A Recursive Multi-step Machine Learning Approach for Airport Configuration Prediction

machine learning↗

DOE OSTI2023

Climate, Variability, and Climate Sensitivity of “Middle Atmosphere” Chemistry Configurations of the Community Earth System Model Version 2, Whole Atmosphere Community Climate Model Version 6 (CESM2(WACCM6))

Abstract Simulating whole atmosphere dynamics, chemistry, and physics is computationally expensive. It can require high vertical resolution throughout the middle and upper atmosphere, as well as a comprehensive chemistry and aerosol scheme coupled to radiation physics. An unintentional outcome of the development of one of the most sophisticated and hence computationally expensive model configurations is that it often excludes a broad community of users with limited computational resources. Here, we analyze two configurations of the Community Earth System Model Version 2, Whole Atmosphere Community Climate Model Version 6 (CESM2(WACCM6)) with simplified “middle atmosphere” chemistry at nominal 1 and 2° horizontal resolutions. Using observations, a reanalysis, and direct model comparisons, we find that these configurations generally reproduce the climate, variability, and climate sensitivity of the 1° nominal horizontal resolution configuration with comprehensive chemistry. While the background stratospheric aerosol optical depth is elevated in the middle atmosphere configurations as compared to the comprehensive chemistry configuration, it is comparable among all configurations during volcanic eruptions. For any purposes other than those needing an accurate representation of tropospheric organic chemistry and secondary organic aerosols, these simplified chemistry configurations deliver reliable simulations of the whole atmosphere that require 35% and 86% fewer computational resources at nominal 1 and 2° horizontal resolution, respectively.

54 ENVIRONMENTAL SCIENCES↗

DOE OSTI2023

Experimental study of the edge radial electric field in different drift configurations and its role in the access to H-mode at ASDEX Upgrade

The formation of the equilibrium radial electric field (Er) has been studied experimentally at ASDEX Upgrade (AUG) in L-modes of “favorable” (ion ∇ B-drift toward primary X-point) and “unfavorable” (ion ∇ B-drift away from primary X-point) drift configurations, in view of its impact on H-mode access, which changes with drift configurations. Edge electron and ion kinetic profiles and impurity velocity and mean-field Er profiles across the separatrix are investigated, employing new and improved measurement techniques. The experimental results are compared to local neoclassical theory as well as to a simple 1D scrape-off layer (SOL) model. It is found that in L-modes of matched heating power and plasma density, the upstream SOL Er and the main ion pressure gradient in the plasma edge are the same for either drift configurations, whereas the Er well in the confined plasma is shallower in unfavorable compared to the favorable drift configuration. The contributions of toroidal and poloidal main ion flows to Er, which are inferred from local neoclassical theory and the experiment, cannot account for these observed differences. Furthermore, it is found that in the L-mode, the intrinsic toroidal edge rotation decreases with increasing collisionality and it is co-current in the banana-plateau regime for all different drift configurations at AUG. This gives rise to a possible interaction of parallel Pfirsch–Schlüter flows in the SOL with the confined plasma. Thus, the different H-mode power threshold for the two drift configurations cannot be explained in the same way at AUG as suggested by LaBombard et al. [Phys. Plasmas 12, 056111 (2005)] for Alcator C-Mod. Finally, comparisons of Er profiles in favorable and unfavorable drift configurations at the respective confinement transitions show that also the Er gradients are all different, which indirectly indicates a different type or strength of the characteristic edge turbulence in the two drift configurations.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2023

Edge radiated temperature fluctuations across confinement regime transitions in favorable and unfavorable drift configurations at ASDEX Upgrade

Abstract The physics behind the difference in heating power threshold for the low to high confinement (L–H) transition between favorable ion B × ∇ B drift (toward active X -point) and unfavorable ion B × ∇ B drift (away from active X -point) magnetic configurations is a longstanding open question. In this work we show differences in edge ( ρ p o l = 0.95 –1.0) turbulence in matched heating power favorable and unfavorable magnetic configuration discharges using a correlation electron cyclotron emission diagnostic to measure radiated temperature ( T r a d ) fluctuations. During power matched L-mode phases, the edge T r a d fluctuations have higher amplitude in the unfavorable configuration plasma as compared to the favorable configuration plasma. The lower fluctuation amplitude in favorable configuration is observed concomitant with increased E × B shear, as compared to the unfavorable case. Although this turbulence is different in amplitude, it is similar in radial and frequency structure between favorable and unfavorable configurations and grows to the weakly coherent mode during the I-mode phase of the unfavorable configuration discharge. A broadband pedestal fluctuation is seen during an inter-ELM H-mode period of the favorable configuration discharge.

Physics↗