| 51. |
- Rubel, Marek J., et al.
(författare)
-
An overview of a comprehensive First Mirror Test for ITER at JET
- 2009
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Ingår i: Journal of Nuclear Materials. - Amsterdam : ELSEVIER SCIENCE BV. - 0022-3115 .- 1873-4820. ; 390-91, s. 1066-1069
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Tidskriftsartikel (refereegranskat)abstract
- The test was performed with 32 stainless steel and molybdenum mirrors placed in pan-pipe shaped cassettes and exposed in JET in the divertor and on the main chamber wall for 127000 s including 97000 s of X-point operation. Surface composition and total reflectivity were determined afterwards All mirrors. from the divertor were coated with deuterated carbon deposits causing the reflectivity loss by a factor of 6-10 in the visible range. Flaking and exfoliation of deposits were observed in some cases On the main. chamber wall the deposition occurred mainly on mirrors located deep in cassette channels whereas mirrors close to the channels entrances were free from deposits and retained fair reflectivity (similar to 90% of initial value) especially in the infra-red range. No significant differences in behaviour of steel and molybdenum were noted. The need for development of methods for mirror cleaning and/or protection in a reactor-class device is addressed.
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| 52. |
- Rubel, Marek J., et al.
(författare)
-
Beryllium plasma-facing components for the ITER-Like Wall Project at JET
- 2008
-
Ingår i: PROCEEDINGS OF THE 17TH INTERNATIONAL VACUUM CONGRESS/13TH INTERNATIONAL CONFERENCE ON SURFACE SCIENCE/INTERNATIONAL CONFERENCE ON NANOSCIENCE AND TECHNOLOGY. - : IOP Publishing.
-
Konferensbidrag (refereegranskat)abstract
- ITER-Like Wall Project has been launched at the JET tokamak in order to study a tokamak operation with beryllium components on the main chamber wall and tungsten in the divertor. To perform this first comprehensive test of both materials in a thermonuclear fusion environment, a broad program has been undertaken to develop plasma-facing components and assess their performance under high power loads. The paper provides a concise report on scientific and technical issues in the development of a beryllium first wall at JET.
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| 53. |
- Sergienko, G., et al.
(författare)
-
Experience with bulk tungsten test-limiters under high heat loads : melting and melt layer propagation
- 2007
-
Ingår i: Physica Scripta. - 0031-8949 .- 1402-4896. ; T128, s. 81-86
-
Tidskriftsartikel (refereegranskat)abstract
- The paper provides an overview of processes and underlying physics governing tungsten melt erosion in the fusion plasma environment. Experiments with three different bulk tungsten test-limiters were performed in TEXTOR: (i) thermally insulated solid plate fixed on a graphite roof-like limiter heated up by the plasma to the melting point, (ii) macro-brush of the ITER-relevant castellated structure and (iii) lamellae structure developed for the JET divertor. The main objectives were to determine the metal surface damage, the formation of the melt layer and its motion in the magnetic field. PHEMOBRID-3D and MEMOS-1.5D numerical codes were used to simulate the experiment with the roof-like test-limiter. Both experiments and simulation showed that the melting of tungsten can lead to a large material redistribution due to thermo-electron emission currents without ejection of molten material to the plasma.
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| 54. |
- Stegmayr, B G, et al.
(författare)
-
Wegener granulomatosis in children and young adults. A case study of ten patients.
- 2000
-
Ingår i: Pediatric nephrology (Berlin, West). - : Springer Science and Business Media LLC. - 0931-041X .- 1432-198X. ; 14:3, s. 208-13
-
Tidskriftsartikel (refereegranskat)abstract
- This retrospective study reports seven children and three young adults (aged 11-30 years) who suffered from Wegener granulomatosis. Nine represent consecutive patients admitted to the Division of Nephrology over a period of 23 years. All patients had respiratory tract symptoms and renal involvement on admission. In several patients infiltrates on chest X-ray developed within 2 weeks of onset of symptoms. All patients survived. The median observation period was 9 years (range 13 months to 23 years). One patient progressed to end-stage renal disease. Nine patients initially received cyclophosphamide and steroids. After a median period of 9 months (range 6-31 months) the cyclophosphamide was replaced by azathioprine. Relapses occurred after a median of 28 months (range 4-120 months) in 80% of patients, in six of the eight patients causing a definite decrease in kidney function. We believe that early diagnosis and initiation of therapy reduce the extent of organ damage. Since relapses are frequent, these patients should be evaluated frequently.
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| 55. |
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| 56. |
- Sundelin, Håkan, et al.
(författare)
-
Business case for electric road
- 2018
-
Konferensbidrag (refereegranskat)abstract
- Electrified roads have the potential to reduce carbon dioxide emissions from the transport sector. Where long-distance heavy traffic is concerned, there is actually no cheaper alternative which is equally energy-efficient, has such low carbon dioxide emissions and for which the energy supply is assured in Sweden and the rest of Europe. Many questions nevertheless remain.In this preliminary study we have focussed on the business ecosystem likely to be built up alongside an electrified road. This has been done by means of interviewing interested parties and a thorough review of previous publications. On the basis of this background information, a computation model has been developed to be able to analyse the influence of various parameters. The stretch of 120 kilometre long road between Gävle and Borlänge has been used as a case study but an attempt to find other applicable stretches has also been undertaken. The model has a solid footing with the parties involved in the project and with people who have good insight into financial computations previously undertaken in relation to electrified roads.The computation model that has been developed is primarily thought of as a model for overall surpluses or deficits for all stakeholders in the business ecosystem. It is not, therefore, a complete socio-economic model, which would include considerably more consequences for society at large, such as the influence on local and national businesses, increased employment and so forth. The model has been developed on the assumption that all prices and values are given for a point in time when the solution is in an ’early commercialisation phase’.In comparison with diesel routes, it generally applies for electrified roads that every kilometre of road and every vehicle adds extra costs and that every kilometre driven creates savings. Thus for an electrified road system to be profitable, the stretch of electrified road must comprise a significant percentage of the overall distance driven by a truck. Nor must the stretch of road be too short, for then too much time is spent loading/unloading and too few kilometres (where the savings occur) are driven. Following familiarisation with various scenarios, a coherent, highly qualitative judgment, based on the electrified road computation model, would suggest that the suitable characteristics for such roads would be:A distance of at least twenty kilometresAnnual average daily traffic (AADT) for electrified road trucks should be around two times as many as the number of electrified kilometresThe electrified stretch should comprise 60% percent or more of the trucks’ overall distance driven each year.For the case of Gävle-Borlänge (120 km), it appears that the stretch will be able to pay for itself, for example, when 190 electrified trucks complete the stretch an average of 4 times per day throughout the year (back and forth twice a day 365 days a year), amounting to 92% of the vehicles’ overall distance being driven on electrified road.
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| 57. |
- Sundelin, Håkan, et al.
(författare)
-
Förstudie av affärsekosystem förelvägar
- 2017
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Elvägar har potential att minska koldioxidutsläppen från transportsektorn. För långväga tungtrafik finns egentligen inga rimliga alternativ som både är energieffektiva, har lågtkoldioxidutsläpp och där energiförsörjningen är säkrad såväl i Sverige som i övriga Europa,men det återstår ännu många frågor.I denna förstudie har vi fokuserat på det affärsekosystem som kommer att byggas upp kringen elväg. Detta har gjorts genom intressentintervjuer och en grundlig genomgång av tidigarepublikationer. Utifrån denna bakgrundsinformation har en kalkyl skapats för att kunnaanalysera olika parametrars påverkan. Sträckan Gävle-Borlänge har använts som fallstudie,men ett första försök att finna andra lämpliga sträckor har även genomförts. Kalkylen harförankrats med projektets parter och personer med god insikt i tidigare genomfördaekonomiska kalkyler av elvägar.För att undersöka förutsättningar för ett framtida samarbete har projektet fört dialog medEU projektet FABRIC, organisationerna CEDR och ERTRAC, samt även amerikanskaintressenter. I de fall då det inneburit deltagande på konferenser så har kunskapen från dessaförmedlats genom nyhetsbrevet OMEV.Den kalkyl som skapats är i första hand tänkt som en kalkyl över totalt över- eller underskottför alla inblandade aktörer i affärsekosystemet. Det är alltså inte en komplettsamhällsekonomisk kalkyl som skulle inkludera betydligt fler konsekvenser för samhället istort, såsom påverkan på lokalt och nationellt näringsliv, ökad sysselsättning etc. Kalkylen ärgjord med antagandet att alla priser och värden anges för en punkt i tiden då lösningenbefinner sig i en ”tidig kommersialiseringsfas”.För elvägar i jämförelse med dieselvägar gäller generellt att varje vägkilometer och varjefordon skapar extra kostnader, och varje körd kilometer skapar besparingar. Därför vill manför lönsamma elvägssystem att sträckan på elväg utgör en avsevärd andel av lastbilarnastotala körda distans. Dock får sträckan inte vara för kort för då ägnas för mycket tid åtlastning och för få kilometrar (där besparingen sker) blir körda. En samlad och i hög gradkvalitativ bedömning efter att ha bekantat sig med olika scenarier, baserade påelvägskalkylen, är att lämpliga egenskaper för öppna vägsträckor är:• Minst ett par mils distans,• Årsdygnstrafik (ÅDT) för elvägslastbilar bör, i bägge riktningarna, vara ungefärdubbelt så många som sträckans antal kilometer i en riktning.• Elsträckan utgör en avsevärd andel av lastbilarnas totala körda distans varje år,åtminstone 40 %, och gärna en bit över 60 %.Ingående värden i kalkylen baseras på en kartläggning av tidigare genomfördakostnadsanalyser. Med hjälp av experter har vi sedan valt en sannolik nivå. Andelen (60 %)av den totala sträckan som elektrifieras baseras på preliminära resultat av en analys avsträckan Gävle-Borlänge från forskningsprojektet ERSET.Slutna elvägsystem har en del fördelar i termer av att de har förmodat färrediffusionsbarriärer. Det krävs dock stora volymer för att nå lönsamhet. För områden som har stora volymer kan det dock fungera enligt den här modellen. Tänkbara fall skulle kunna varahamnar, gruvor och andra typer av storskaliga industriskyttlar.I ett slutet system längs en 30 km lång sträcka med 50 lastbilar behöver varje lastbil körafram och tillbaka 8 gånger per dag 365 dagar om året för att nå break-even. Vidmedelhastigheten 50 km/h blir det 9,6 timmar – exklusive på och avlastning. Om vi antar attvarje på- respektive avlastning tar 15 minuter tillkommer 4 timmar. En framtida fråga är dåvilka produktionsanläggningar som kan sysselsätta 50 lastbilar 13,5 timmar om dagen 365dagar om året.För fallet Gävle-Borlänge framgår det att sträckan kan betala sig exempelvis då 190elvägslastbilar passerar sträckan i snitt 4 gånger varje dag hela året (t.ex. två gånger fram ochtillbaka 365 gånger per år), vilket utgör 92 % elvägsandel av fordonets totala distans.Sträckan Göteborg – Stockholm har diskuterats i flertalet rapporter och analysen visar attden kan bli lönsam. Det krävs dock en avsevärd investering, men en storskalig utbyggnad ärsamtidigt det scenario som kräver lägst andel elvägsfordon. ÅDT för tunga lastbilar påsträckan varierar längs sträckan mellan 1000 och 2000. Analysen visar att elvägssystemetskulle betala av sig om 700 elvägslastbilar trafikerade sträckan en gång varje dag året omvilket ger en elvägslastbils-ÅDT på 854, d.v.s. mellan 43 % och 86 % av totala flödet.
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| 58. |
- Sundelin, Håkan, et al.
(författare)
-
The maturity of electric road systems
- 2016
-
Ingår i: 2016 International Conference on Electrical Systems for Aircraft, Railway, Ship Propulsion and Road Vehicles & International Transportation Electrification Conference (ESARS-ITEC). - : Institute of Electrical and Electronics Engineers Inc.. - 9781509008148
-
Konferensbidrag (refereegranskat)abstract
- Electric Road System (ERS) is a technology concept that has the potential to heavily reduce fossil fuel dependency. ERS is defined by dynamic power transfer from the road to the vehicle while the vehicle is in motion and could be achieved through different power transfer technologies from the road to the vehicle such as rail, overhead-line, and wireless solutions. The investment cost to implement ERS will be high and decision makers will require knowledge about how mature different solutions are compared to the conventional and alternative technologies. However, while there are numerous ERS development and demonstration projects globally, it is unclear which technological solution that is best suited for large scale implementation. Drawing on the method associated with Technology Readiness Levels (TRLs), this article evaluates the maturity level of the different ERS technologies and focuses on the power transfer technology subsystem. Thereby it contributes to discourse on sustainable transportation and the development of ERS.
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| 59. |
- Sundelin, Per, et al.
(författare)
-
A test of nitrogen-assisted plasma discharges for fuel removal from plasma-facing components in tokamaks
- 2008
-
Ingår i: PROCEEDINGS OF THE 17TH INTERNATIONAL VACUUM CONGRESS/13TH INTERNATIONAL CONFERENCE ON SURFACE SCIENCE/INTERNATIONAL CONFERENCE ON NANOSCIENCE AND TECHNOLOGY. - Bristol : IOP PUBLISHING LTD. ; , s. 062027-
-
Konferensbidrag (refereegranskat)abstract
- Safety regulations limit the amount of tritium accumulated in wall components of a fusion reactor to 350g. Because of this, reduction of long-term fuel inventory is one of the most urgent tasks to be resolved to ensure the safe and economic operation of a reactor-class fusion device. Several methods have been suggested and tested. The aim of this paper is to evaluate the cleaning efficiency of plasma-facing components by ICRH-assisted plasma discharges with in nitrogen-hydrogen in the TEXTOR tokamak. Three types of probes were investigated: laboratory prepared a-C: D layers on silicon; boron layers on silicon obtained by pre-boronisation in TEXTOR and not coated Inconel substrates. The main results are following: (i) laboratory prepared a-C: D layers are not affected: deuterium and carbon contents did not decrease (ii) the morphology of layers pre-boronised in TEXTOR is not affected (iii) no significant effects were noticed on Inconel probes. A comparison of cleaning methods with nitrogen and oxygen is also presented.
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| 60. |
- Sundelin, Per, et al.
(författare)
-
Nitrogen-assisted removal of deuterated carbon layers
- 2009
-
Ingår i: Journal of Nuclear Materials. - : Elsevier BV. - 0022-3115 .- 1873-4820. ; 390-91, s. 647-650
-
Tidskriftsartikel (refereegranskat)abstract
- Deuterated carbon films prepared in laboratory and boronised films prepared in the TEXTOR tokamak were exposed to hydrogen-nitrogen plasmas in order to determine erosion characteristics and fuel removal efficiency. Exposures were performed in: (i) TEXTOR tokamak during ion cyclotron heated wall conditioning discharges (ICWC) and (ii) TOMAS magnetic plasma facility in radio frequency-assisted glow discharges. The essential results are: (i) films exposed in TEXTOR are not affected: deuterium and carbon content does not decrease and the morphology is unchanged, and (ii) deuterium and carbon contents in films exposed in TOMAS is reduced by 30-60% after 2 h of cleaning and topographical changes are noted. The study shows that while exposure to H-2-N-2 laboratory plasma removes a-C:D films, no effect is seen at the position of the sample exposure during tokamak ICWC plasmas. It also indicates that the removal efficiency is only weakly related to nitrogen, since the highest removal efficiency is seen with pure hydrogen plasma. A comparison to oxygen-assisted fuel removal is given.
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