Exploration of polar direct drive wetted foam concepts for neutron sources on the National Ignition Facility laser
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Physics - Plasma physics↗
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Direct-drive measurements of laser-imprint-induced shock velocity nonuniformities [First direct-drive measurements of laser-imprint-induced shock velocity nonuniformities]
Perturbations in the velocity profile of a laser-ablation-driven shock wave seeded by speckle in the spatial beam intensity (i.e., laser imprint) have been measured. Direct measurements of these velocity perturbations were recorded using a two-dimensional high-resolution velocimeter probing plastic material shocked by a 100-ps picket laser pulse from the OMEGA laser system. The measured results for experiments with one, two, and five overlapping beams incident on the target clearly demonstrate a reduction in long-wavelength (>25– μ m) perturbations with an increasing number of overlapping laser beams, consistent with theoretical expectations. Furthermore, these experimental measurements are crucial to validate radiation-hydrodynamics simulations of laser imprint for laser direct drive inertial confinement fusion research since they highlight the significant (factor of 3) underestimation of the level of seeded perturbation when the microphysics processes for initial plasma formation, such as multiphoton ionization are neglected.
70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
Tripled yield in direct-drive laser fusion through statistical modelling [Tripling the yield in direct-drive laser fusion via predictive statistical modeling]
Focusing laser light onto a very small target can produce the conditions for laboratory-scale nuclear fusion of hydrogen isotopes. The lack of accurate predictive models, which are essential for the design of high-performance laser-fusion experiments, is a major obstacle to achieving thermonuclear ignition. Here we report a statistical approach that was used to design and quantitatively predict the results of implosions of solid deuterium–tritium targets carried out with the 30-kilojoule OMEGA laser system, leading to tripling of the fusion yield to its highest value so far for direct-drive laser fusion. When scaled to the laser energies of the National Ignition Facility (1.9 megajoules), these targets are predicted to produce a fusion energy output of about 500 kilojoules—several times larger than the fusion yields currently achieved at that facility. As a result, this approach could guide the exploration of the vast parameter space of thermonuclear ignition conditions and enhance our understanding of laser-fusion physics.
70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
One-dimensional hydrodynamic simulations of low convergence ratio direct-drive inertial confinement fusion implosions
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Physics - Plasma physics↗
3D Simulations Capture the Persistent Low-Mode Asymmetries Evident in Laser-Direct-Drive Implosions on OMEGA
Spherical implosions in Inertial Confinement Fusion (ICF) are inherently sensitive to perturbations that may arise from experimental constraints and errors. Control and mitigation of low-mode (long wavelengths) perturbations is a key milestone to improving implosion performances. Here, we present the first 3-D radiation-hydrodynamic simulations of directly driven ICF implosions with an inline package for polarized Crossed-Beam Energy Transfer (CBET). Simulations match bang times, yields (separately accounting for laser-induced high modes and fuel age), hot spot flow velocities and direction, for which polarized CBET contributes to the systematic flow orientation evident in the OMEGA implosion database. Current levels of beam mispointing, imbalance, target offset and asymmetry from polarized CBET degrade yields by more than 40%. The effectiveness of two mitigation strategies for low-modes is explored.
70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
A Comprehensive Review of Permanent Magnet Transverse Flux Machines: Use in Direct-Drive Applications
The use of direct-drive machines in renewable and industrial applications is increasing at a rapid rate. Transverse flux machines (TFMs) are ideally suited for direct-drive applications due to their high torque density. This article presents a comprehensive review of permanent magnet (PM) TFMs for direct-drive applications. It introduces TFMs and their operating principle and reviews the different types of TFMs proposed in the literature. TFMs are categorized by the number of stator sides, types of stator cores, and magnet arrangement in the rotor. The review covers different design topologies, materials used for manufacturing, structural and thermal analyses, modeling, design optimization, and cogging torque minimization in TFMs. The article also examines various applications and comparisons for TFMs presented in the literature.
air gaps↗
The National Direct-Drive Inertial Confinement Fusion Program
The National Direct-Drive Inertial Confinement Fusion Program consists of the 100-Gbar Campaign on the 30-kJ, 351-nm, 60-beam OMEGA Laser System and the Megajoule Direct-Drive (MJDD) Campaign on the 1.8-MJ, 351-nm, 192-beam National Ignition Facility (NIF). The main goals of the 100-Gbar Campaign are to demonstrate and understand the physics for hot-spot conditions and formation relevant for ignition at the MJ scale, while the MJDD Campaign seeks to understand the laser-plasma interactions, energy coupling, and laser imprint for ignition-scale direct-drive coronal plasmas. An overview of the multi-year, systematic effort that is underway for the National Direct-Drive Inertial Confinement Fusion Program (including laser, target, and diagnostic improvements in progress), as well as recent results from the 100-Gbar Campaign on OMEGA and the MJDD Campaign on NIF is presented in this paper.
70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
Direct Drive Hall Thruster System Development
The sta:us of development of a Direct Drive Ha!! Thruster System is presented. 13 the first part. a s:udy of the impacts to spacecraft systems and mass benefits of a direct-drive architecture is reviewed. The study initially examines four cases of SPT-100 and BPT-4000 Hall thrusters used for north-south station keeping on an EXPRESS-like geosynchronous spacecraft and for primary propulsion for a Deep Space- 1 based science spacecraft. The study is also extended the impact of direct drive on orbit raising for higher power geosynchronous spacecraft and on other deep space missions as a function of power and delta velocity. The major system considerations for accommodating a direct drive Hall thruster are discussed, including array regulation, system grounding, distribution of power to the spacecraft bus, and interactions between current-voltage characteristics for the arrays and thrusters. The mass benefit analysis shows that, for the initial cases, up to 42 kg of dry mass savings is attributable directly to changes in the propulsion hardware. When projected mass impacts of operating the arrays and the electric power system at 300V are included, up to 63 kg is saved for the four initial cases. Adoption of high voltage lithium ion battery technology is projected to further improve these savings. Orbit raising of higher powered geosynchronous spacecraft, is the mission for which direct drive provides the most benefit, allowing higher efficiency electric orbit raising to be accomplished in a limited period of time, as well as nearly eliminating significant power processing heat rejection mass. The total increase in useful payload to orbit ranges up to 278 kg for a 25 kW spacecraft, launched from an Atlas IIA. For deep space missions, direct drive is found to be most applicable to higher power missions with delta velocities up to several km/s , typical of several Discovery-class missions. In the second part, the status of development of direct drive propulsion power electronics is presented. The core of this hardware is the heater-keeper-magnet supply being qualified for the BPT-4000 by Aerojet. A breadboard propulsion power unit is in fabrication and is scheduled for delivery late in 2003.
Hoskins, W. Andrew↗
Determining acceptable limits of fast-electron preheat in direct-drive-ignition–scale target designs
In direct-drive–ignition designs, preheat by fast electrons created by the two-plasmon–decay or stimulated Raman instabilities can increase the adiabat in the fuel layer and reduce compression and neutron yield. Since eliminating the preheat entirely is a major challenge, it is necessary to understand the levels of preheat that preclude ignition in a direct-drive target. Two 1-D ignition-scale target designs serve as the basis for examining the effects of synthetically increasing the levels of fast electrons using the 1-D radiation–hydrodynamic code LILAC , which includes two models of fast-electron transport. The first is an ignition design adapted from a 2-D polar-direct-drive (PDD) design for the National Ignition Facility (NIF). The second is derived from the first but uses a laser pulse that generates stronger shocks and a higher fuel adiabat. This more stable “alpha-burner” design approaches ignition and achieves yield multiplication as a result of alpha heating. The designs are then re optimized to recover performance. The igniting design, when fast-electron transport was modeled with diffusion, was found to tolerate 50% more fast-electron preheat of the cold (sub-50 eV) DT ice layer when the laser pulse was optimized using the optimizer Telios . When a straight-line fast-electron transport model was used, the effects of optimization were negligible. For the alpha-burner design, an increase of over a factor of at least 3 in the tolerable level of fast-electron preheat was obtained for both transport models.
70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
Three-dimensional hot-spot x-ray emission tomography from cryogenic deuterium–tritium direct-drive implosions on OMEGA
A three-dimensional model of the hot-spot x-ray emission has been developed and applied to the study of low-mode drive asymmetries in direct-drive inertial confinement fusion implosions on OMEGA with cryogenic deuterium–tritium targets. Here, the steady-state model assumes an optically thin plasma and the data from four x-ray diagnostics along quasi-orthogonal lines of sight are used to obtain a tomographic reconstruction of the hot spot. A quantitative analysis of the hot-spot shape is achieved by projecting the x-ray emission into the diagnostic planes and comparing this projection to the measurements. The model was validated with radiation-hydrodynamic simulations assuming a mode-2 laser illumination perturbation resulting in an elliptically shaped hot spot, which was accurately reconstructed by the model using synthetic x-ray images. This technique was applied to experimental data from implosions in polar-direct-drive illumination geometry with a deliberate laser-drive asymmetry, and the hot-spot emission was reconstructed using spherical-harmonic modes of up to ℓ = 3. A 10% stronger drive on the equator relative to that on the poles resulted in a prolate-shaped hot spot at stagnation with a large negative A 2,0 coefficient of A 2,0 = –0.47 ± 0.03, directly connecting the modal contribution of the hot-spot shape with the modal contribution in laser-drive asymmetry.
70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
Magnetostrictive direct drive motors
Developing magnetostrictive direct drive research motors to power robot joints is discussed. These type motors are expected to produce extraordinary torque density, to be able to perform microradian incremental steps and to be self-braking and safe with the power off. Several types of motor designs have been attempted using magnetostrictive materials. One of the candidate approaches (the magnetostrictive roller drive) is described. The method in which the design will function is described as is the reason why this approach is inherently superior to the other approaches. Following this, the design will be modelled and its expected performance predicted. This particular candidate design is currently undergoing detailed engineering with prototype construction and testing scheduled for mid 1991.
Naik, Dipak↗
Enhanced sensitivity to target offset when using cross-beam energy transfer mitigation techniques in direct-drive inertial confinement fusion implosions
In direct-drive inertial confinement fusion, target offset from the target chamber center (or center of beam convergence) may lead to significant implosion asymmetry and fusion yield degradation. In addition, cross-beam energy transfer (CBET) has been shown to be a significant source of laser energy scattering and leads to a reduction in implosion velocity and yield. To improve energy coupling and implosion performance, several techniques for CBET mitigation have been proposed. Recent simulations, however, have shown that CBET also substantially mitigates the effect of target offset on implosion asymmetry and yield [Anderson et al., Phys. Plasmas 27, 112713 (2020)]. Furthermore, the inclusion of CBET models in radiation-hydrodynamics codes was shown to greatly improve agreement between simulations and experiments involving substantial target offset distances. This paper explores the intensity dependence of this CBET–offset effect. In addition, it is shown that enhanced sensitivity to target offset can be expected when CBET-mitigation techniques are used in direct-drive implosions. This is shown through simulations of two such CBET-mitigation techniques on the OMEGA laser: (1) decreased beam-to-target radius, and (2) beam-to-beam frequency detuning. For the typical target offset distances (<15 μm) observed in experiments on OMEGA, however, overall yield is still anticipated to be substantially higher when CBET-mitigation techniques are employed.
70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
Testing of an Arcjet Thruster with Capability of Direct-Drive Operation
Electric thrusters typically require a power processing unit (PPU) to convert the spacecraft provided power to the voltage-current that a thruster needs for operation. Testing has been initiated to study whether an arcjet thruster can be operated directly with the power produced by solar arrays without any additional conversion. Elimination of the PPU significantly reduces system-level complexity of the propulsion system, and lowers developmental cost and risk. The work aims to identify and address technical questions related to power conditioning and noise suppression in the system and heating of the thruster in long-duration operation. The apparatus under investigation has a target power level from 400-1,000 W. However, the proposed direct-drive arcjet is potentially a highly scalable concept, applicable to solar-electric spacecraft with up to 100's of kW and beyond. A direct-drive electric propulsion system would be comprised of a thruster that operates with the power supplied directly from the power source (typically solar arrays) with no further power conditioning needed between those two components. Arcjet thrusters are electric propulsion devices, with the power supplied as a high current at low voltage; of all the different types of electric thruster, they are best suited for direct drive from solar arrays. One advantage of an arcjet over Hall or gridded ion thrusters is that for comparable power the arcjet is a much smaller device and can provide more thrust and orders of magnitude higher thrust density (approximately 1-10 N/sq m), albeit at lower I(sub sp) (approximately 800-1000 s). In addition, arcjets are capable of operating on a wide range of propellant options, having been demonstrated on H2, ammonia, N2, Ar, Kr, Xe, while present SOA Hall and ion thrusters are primarily limited to Xe propellant. Direct-drive is often discussed in terms of Hall thrusters, but they require 250-300 V for operation, which is difficult even with high-voltage solar arrays. The arcjet requires under 100 V, which is more in-line with what is easily possible with a solar array. Direct-drive of an electric propulsion system confers the advantage of reducing or eliminating the power processing unit (PPU) that is typically needed to convert the spacecraft-provided power to the voltage and current needed for thruster operation. Since the PPU is typically the most expensive piece of an electric thruster system, from both a fabrication and qualification standpoint, its elimination offers the potential for major reductions in system cost and risk. The design of the arcjet built for this effort was based on previous low power (1 kW class) arcjets. It has a precision machined 99.95% pure tungsten anode which also serves as the nozzle. The anode constrictor region is 1 mm (0.040-in) diameter and 1 mm (0.040-in) long. The cathode is a tungsten welding electrode doped with LaO2; its tip was precision ground to a 30◦ angle ending in a blunt end. The two electrodes are separated by a boron-nitride insulator which also serves as the propellant injection manifold; it ends in six small holes which introduce the propellant gas in the diverging section of the nozzle, directly adjacent to the cathode. The electrodes and insulator are housed in a stainless-steel outer-body, with a Macor insulator at the mid-plane to provide thermal isolation between the front and back halves of the device. The gas seals were made using Grafoil gaskets. Figure 1A shows the assembled thruster in the vacuum chamber; figure 1B shows the thruster in operation on argon at a flow rate of 676 sccm (20 mg/s). Initial testing was conducted in a 3.5-ft diameter vacuum chamber; the ultimate pressure reached during quasi-steady operation of the thruster was about 330 millitorr. The thruster was powered with a high-current, 0-100A, 15 kW power supply. The discharge was initiated with a high-voltage (approximately 10 kV) spark initiator that was isolated from the supply by a stack of diodes. The testing indicated that an operating point exists within the I-V characteristics that is compatible with direct-drive solar-electric operation; for a flow rate of 20 mg/s (argon) the arc could be sustained at a voltage of about 20 V and a current of 25 A (500W).
Martin, Adam K.↗
TAL Performance and Mission Analysis in a CDL Capacitor Powered Direct-Drive Configuration
The goals of this research are (1) to prove the concept feasibility of a direct-drive electric propulsion system, and (2) to evaluate the performance and characteristics of a Russian TAL (Thruster with Anode Layer) operating in a long-pulse mode, powered by a capacitor-based power source developed at Space Power Institute. The TAL, designated D-55, is characterized by an external acceleration zone and is powered by a unique chemical double layer (CDL) capacitor bank with a capacitance of 4 F at a charge voltage of 400 V. Performance testing of this power supply on the TAL was conducted at NASA Lewis Research Center in Cleveland, OH. Direct thrust measurements of the TAL were obtained at CDL power levels ranging from 450 to 1750 W. The specific impulse encompassed a range from 1150 s to 2200 s, yielding thruster system efficiencies between 50 and 60%. Preliminary mission analysis of the CDL direct-drive concept and other electric propulsion options was performed for the ORACLE spacecraft in 6am/6pm and 12am/12pm, 300 km sun-synchronous orbits. The direct-drive option was competitive with the other systems by increasing available net mass between 5 and 42% and reducing two-year system wet mass between 18 and 63%. Overall, the electric propulsion power requirements for the satellite solar array were reduced between 57 and 91% depending oil the orbit evaluated The direct-drive, CDL capacitor-based concept in electric propulsion thus promises to be a highly-efficient, viable alternative for satellite operations in specific near-Earth missions.
Hrbud, Ivana↗
Design Studies on Mechanically Geared, Magnetically Geared, and Direct Drive Drivetrains for UAM Applications
Urban air mobility vehicles require high reliability and high performance electric motor drive trains. In this paper, a design optimization study is carried out to compare mechanically geared, magnetically geared, and direct drive motor drivetrain topology achievable performance in a 100 kW hover power quad rotor propulsor application. Design studies are carried out accounting for a nominal mission profile. Studies are carried out assuming constant propulsor rotor RPMs of 400, 1000, 2000, and 3000 RPM. Results show that mechanically geared drives are the lightest at all RPMs but their weight benefit over direct drive and magnetically geared decays with increased rotor RPM. Direct drive is shown to always achieve the highest efficiency due to its lower motor speed resulting in low electrical frequencies. Magnetically geared drivetrains are shown to need some requirement refinement or technology improvement to provide significant benefit over direct drive drivetrains.
Thomas Tallerico↗
Design Studies on Mechanically Geared, Magnetically Geared, and Direct Drive Drivetrains for UAM Applications
Urban air mobility vehicles require high reliability and high performance electric motor drive trains. In this paper, a design optimization study is carried out to compare mechanically geared, magnetically geared, and direct drive motor drivetrain topology achievable performance in a 100 kW hover power quad rotor propulsor application. Design studies are carried out accounting for a nominal mission profile. Studies are carried out assuming constant propulsor rotor RPMs of 400, 1000, 2000, and 3000 RPM. Results show that mechanically geared drives are the lightest at all RPMs but their weight benefit over direct drive and magnetically geared decays with increased rotor RPM. Direct drive is shown to always achieve the highest efficiency due to its lower motor speed resulting in low electrical frequencies. Magnetically geared drivetrains are shown to need some requirement refinement or technology improvement to provide significant benefit over direct drive drivetrains.
Thomas Tallerico↗
Effects of Laser Bandwidth in Direct-Drive High-Performance DT-Layered Implosions on the OMEGA Laser
In direct-drive inertial confinement fusion, the laser bandwidth reduces the laser imprinting seed of hydrodynamic instabilities. The impact of varying bandwidth on the performance of direct-drive DT-layered implosions was studied in targets with different hydrodynamic stability properties. The stability was controlled by changing the shell adiabat from (α F ≃ 5) (more stable) to (α F ≃ 3.5) (less stable). Herein these experiments show that the performance of lower adiabat implosions improves considerably as the bandwidth is raised indicating that further bandwidth increases, beyond the current capabilities of OMEGA, would be greatly beneficial. These results suggest that the future generation of ultra-broadband lasers could enable achieving high convergence and possibly high gains in direct drive ICF.
47 OTHER INSTRUMENTATION↗
Demonstration of hot-spot fuel gain exceeding unity in direct-drive inertial confinement fusion implosions
Irradiating a small capsule containing deuterium and tritium fuel directly with intense laser light causes it to implode, which creates a plasma hot enough to initiate fusion reactions between the fuel nuclei. Here we report on such laser direct-drive experiments and observe that the fusion reactions produce more energy than the amount of energy in the central so-called hot-spot plasma. This condition is identified as having a hot-spot fuel gain greater than unity. A hot-spot fuel gain of around four was previously accomplished at the National Ignition Facility in indirect-drive inertial confinement fusion experiments where the capsule is irradiated by X-rays. In that case, up to 1.9 MJ of laser energy was used, but in contrast, our experiments on the OMEGA laser system require as little as 28 kJ. As the hot-spot fuel gain is predicted to grow with laser energy and target size, our work establishes the direct-drive approach to inertial fusion as a promising path towards burning and ignited plasmas in the laboratory. Additionally, we report a record (direct-drive) fusion yield of 0.9 kJ on OMEGA, which we achieved with thin-ice deuterium–tritium liner targets.
70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗