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a,*
Department of Physics, University of Oxford, Clarendon Laboratory, Parks Road, Oxford OX1 3PU, UK
b
Space Cryomagnetics Ltd, Building E1, Culham Science Centre, Culham, Abingdon OX14 3DB, UK
Received 15 September 2003; received in revised form 27 January 2004; accepted 26 April 2004
Abstract
The design of a portable, stand-alone cooling system, for use with a high-temperature superconducting (HTS) magnet, is discussed. The HTS magnet is used to propel a magnetohydrodynamically powered model boat (approximately 120 cm 60 cm). The
aim of this investigation was to establish the suitability of solid nitrogen for use in the stand-alone cooling system, and determine the
optimum method for exploiting its cooling power. It was found that obtaining good thermal contact between solid nitrogen and its
container is very dicult if the nitrogen is frozen under vacuum, due to the formation of a thermal barrier between the nitrogen and
its container. This problem is overcome if the nitrogen is frozen via conduction cooling from cold helium gas (at 4.2 K); and the
design for a near isothermal thermal battery based on this principle is presented. This thermal battery has been constructed and
integrated into the HTS magnet system onboard the model boat, and the results from the rst trials of this system are presented here.
2004 Elsevier Ltd. All rights reserved.
Keywords: High Tc superconductors (A); Nitrogen (B); MHD magnets (F)
1. Introduction
As developments in the eld of superconductivity
continue, the number of potential applications for
superconducting magnets is increasing rapidly. Traditionally, these magnets are constructed from low-temperature superconducting (LTS) wire, such as Nb3Ti,
and cooled using liquid helium baths. However, as these
magnets generally have a critical temperature of less
than 10 K (just a few Kelvin above the operating temperature), they have always been susceptible to premature
quenches. These are often triggered by small amounts
of energy released in tiny movements of the wire or
cracks in the resin surrounding the magnetspecic
heat capacities are so low at these temperatures that
*
0011-2275/$ - see front matter 2004 Elsevier Ltd. All rights reserved.
doi:10.1016/j.cryogenics.2004.04.011
110
2. Choice of cryogen
A number of factors come into play when chosing the
optimum cryogen to use for this thermal battery. The
HTS wire has a critical temperature of 115 K; however,
the wire is capable of increased performance, in a given
magnetic eld, as we lower the operating temperature.
To achieve a useful eld from our magnet, we needed
to cool the wire to at least 77 K, and keep at or below
this temperature for a period of approximately 2 h. This
left us with two optionseither we base our design on
cryogens with a boiling point below 77 K, or we could
freeze a cryogen to the required temperature.
Cooling using purely a liquid cryogen (i.e. without
freezing) would require the use of liquid helium, hydrogen or neon. Of these, hydrogen has the highest specic
heat capacity (SHC) per unit mass, and neon has the
highest SHC per unit volume. However, hydrogen has
the disadvantage of being potentially hazardous to use,
and it would have been dicult to ensure its safe deployment within the scale of this project. Neon is comparatively safe to use, but in terms of unit cost is very
expensive (over 40 times greater than liquid helium,
and 500 times greater than liquid nitrogen). This eectively ruled neon out for of this project as well, leaving
liquid helium as the only easily available liquid cryogen.
However, a thermal battery based on liquid helium cooling would have been inecient in our project. The maximum operating temperature would have been 4.2 K (the
boiling point of liquid helium)and although we would
have been able to run much higher currents through our
magnet at these temperatures, these high currents would
be too ambitious for the onboard batteries in a project
of this scale.
Vermiculite
insulation
nitrogen vessel
Vacuum walled
bucket
T2
glass fibre
rod
T3
111
4cm polystyrene
insulation
T1
85
80
Temp. (K)
75
70
T1 (K)
T2 (K)
Tbase (K)
65
60
55
50
45
0
10
15
20
25
30
Time (min)
Fig. 2. The cool-down and warm-up of the nitrogen and the copper base of the nitrogen vessel, when cooled by pumping. The vacuum pump was
turned o after 12 min, following which the vessel was allowed to self-pressurise.
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helium siphon
Brass plug
helium
exhaust tube
brass
tube
helium coil
copper base
Fig. 3. Schematic of the test thermal battery, with the helium coil.
90
80
Temp (K)
70
60
T base (K)
T2 (K)
50
40
30
20
0.0
1.0
2.0
3.0
4.0
5.0
Time (hours)
6.0
7.0
8.0
Fig. 4. The cool-down and warm-up of the nitrogen and copper base of the nitrogen vessel, when cooled using cold helium gas. The helium gas was
stopped after 4 h.
4.2. Discussion
The rst point to note is that the copper base has
been cooled to 30 K, so we can be sure that no thermal
barrier exists between solid nitrogen and copper when
cooled using conduction cooling from a helium coil. A
copper bar could connect the nitrogen vessel base to
the copper former, and the magnet will be conduction
cooled to very low temperatures.
However, this experiment has highlighted the need to
minimise the heat leak into the system. Cooling the
nitrogen down to 30 K took four hours, and required
approximately 80 l of liquid helium. This large quantity
of helium was needed as the heat leak was so high (primarily due to radiation, as explained below). Once the
minimum temperature had been reached, the warm-up
was much quicker than anticipated, taking only 2 h to
rise the 33 K back up to the melting point. A similar
experiment has been performed at the Francis Bitter
Magnet Lab [2]. Here, 1.5 kg of solid nitrogen was
cooled in a similar method, but reached 10 K after just
2.5 h of cooling. After disconnecting the He, the temperature rise from 20 to 40 K took 24 h [3].
The reason for the fast rise time in our experiment was
due to a high heat load. The heat leak in the experiments
mentioned in [2] was just 550 mW. The two signicant
sources of heat leak to our vessel were conduction cooling down the feedthrough tubes to the vessel (0.75 W),
and radiation from the walls of the dewar. The later actually represents a huge heat leak to the system (15.4 W)
despite the use of 5 layers of superinsulation. Had this
been reduced, for instance by using the nitrogen jacket
in the dewar, we could have cooled the nitrogen much
faster, and used far less liquid helium.
5. Development of the nal thermal battery
The previous experiment had shown that conduction
cooling with cold helium gas eliminates the thermal barrier between the copper and solid nitrogen. It also highlighted the fact that solid nitrogen has a very poor
thermal conductivity, as during cool-down and warmup there was a signicant dierence between the copper
base temperature and the temperature of the solid nitrogen just 10 mm above it (see Fig. 4). In fact the value of
the thermal conductivity of solid nitrogen at 55 K is just
0.20 W/m K [4]which is similar to the conductivity of
wood at room temperature. Therefore, the design of
the thermal battery must not include large distances between solid nitrogen and the heat exchanger.
With this in mind, the vessel to house the solid nitrogen can be designed around some set parameters. First,
it was decided that the vessel should hold 3 l of liquid
nitrogen before freezing. A thermal analysis of the whole
magnet system predicted that the total heat input would
be 11.1 W. We clearly need some way of spreading both
113
the cooling from the cold helium gas, and the heating
from the magnet during operation, evenly around the
volume of nitrogen. To do this, it was decided to add
a set of copper baes to the inside of the vessel, with
the baes connected to a central copper post, which is
actually the end of the cold nger (connecting the thermal battery to the magnet). The crucial factor for even
heat distribution is the spacing of these baes. If we
set a criteria that the temperature variation throughout
the vessel must be no greater than 1 K, the spacing of the
baes can be determined using a one dimensional analysis of the thermal conduction:
1. The basic heat conduction equation is
KAt dT
Q
Lc
114
Fig. 5. Schematic of the nal design for the 3 l capacity thermal battery.
6. Experimental testing
The thermal battery described in Section 5 was constructed and implemented into the entire HTS magnet
system onboard the model boat. As mentioned earlier,
heat is extracted from the magnet via conduction cooling from the magnets former. This former is made from
OFHC copper, which is thermally anchored to the thermal battery via a cold nger, also made from OFHC
copper. Pt-100 temperature sensors were placed at the
end of the cold nger, where it enters the thermal battery, as well as on the magnet former and on the outside
of the coil. The system was cooled down to 30 K by lling the thermal battery with 3 l of liquid nitrogen, allowing the system to settle at 77 K, and then running cold
helium gas through the conduction cooling tube, as described in Section 5. During the helium cooling stage,
the coil temperature dropped at a rate of approximately,
Fig. 6. Temperature traces from the cold nger, magnet former, and outside of the coil pack during stand-alone operation of the magnet at full
current (68 A).
9.6 K/h, until the coil, former and cold nger temperature were all at the minimum operating temperature of
30 K, and isothermal to 1 K. Approximately 30 l of
liquid helium were used to achieve this.
Following this, the helium line was disconnected, and
the magnet was energised using the onboard batteries.
At this point the system was running in true stand-alone
mode. The magnet was run at full current (68 A), and
the thermal battery was capable of limiting the rise in
the coil temperature to just 6 K/h. The temperature
traces are shown during a 20 min run of the magnet in
Fig. 6.
Based on these results, we can conclude that our thermal battery would allow operation of the magnet system
at full current for over 5 h (between the minimum and
maximum operating temperatures), provided the batteries could provide the necessary electrical current to the
magnet for this period.
115
Acknowledgment
This work would not have been possible without
the technical assistance provided by Mr. A. Hickman,
Mr. R. Storey and Mr. R. Harris of the Clarendon
Laboratory.
7. Conclusions
References
This investigation has shown that solid nitrogen is a
suitable cryogen for use in a thermal battery to cool a
stand-alone HTS magnet, provided it is frozen in the
correct manner. The lack of heat exchange between solid
nitrogen and copper, when nitrogen is frozen under vacuum, would have been hard to predict analytically.
However, it was consistent over six independent tests,
regardless of the surface area of the copper. Conduction
cooling the nitrogen does eliminate this problem, and
provided the low thermal conductivity of solid nitrogen
is accounted for, a good thermal battery can be made.