The Glory of TM2 continues 100V at a time. Today I brought the module to 46kV and left it there for 1 hour. During this time there was only 1 spark. I then continues at up to 53kV. At this voltage the canbus continues to be temperamental when the module sparks. The module is still conditioning and I will continue more tomorrow. Attached is the dumped data and a screen shot of the conditioning from 46kV to 53kV.

 I have tested all of the compressors for TCS. All are operational and cycled as they should. 

 HV conditioning of TM2 continued today. At ~53.5kV the module started to spark externally to the HV cover. This is the first time the cover has been tested to this high of a voltage due to the limitations of the modules. As such for the conditioning station to achieve 60kV while keeping the target hall open of personnel the cover and cage will need to be modified. To continue with HV testing of TM2 the cover was removed and the target hall locked out as per the procedure covered in Document 70039 "ISAC Conditioning Station: First Lock-Out and High-Voltage "ON". With the cover off the module was able to achieve ~56.7kV without the Einzel lens on. Eliminate the Einzel lens as a potential source of sparking it was brought to 25kV while the module continued conditioning. Maximum voltage achieve under this configuration was 57.1kV. Increments are now 50V steps. The Canbus continues to be very sensitive to any sparking and is slowing the process down considerably. It does however appear that the module is continuing to condition. I will continue tomorrow after the module moves to attempt to reach 60kV and hold it for 1 hour.

 HV testing without the cover continued today. With the EINZEL lens at 30kV the target module was able to achieve 58.7kV. At this voltage any spark was reeking havoc on the electronics of the TCS. Vacuum gauges signals were occasionally lost, the thermocouple reading would occasionally be lost, turbo pump would turn off. All of these events caused the interlocks to trip resulting in the power supplies to be turned off. As a result I bypassed majority of the interlocks to prevent this from happening. Ultimately as spark took out the CANBUS controller first for the EINZEL lens and then for the BIAS. David Morris has been contacted to have them replaced. The damage of the CANBUS controller for these power supplies is becoming a common problem and should be investigated for if there is a better solution. During testing I experimented with raising the BIAS to near its limit followed by the EINZEL lens and vise versa. From this it was determined that the EINZEL must be raised to high voltage before the BIAS otherwise sparking occurs. Even a step from 0 to 500 volts on the ENIZEL lens with the BIAS at 55kV caused sparking. There are a few combinations of testing along this line I would like to continue with but initially my though is that the BIAS and ENIZEL do not have sufficient clearance for the BIAS to operate above 55kV. Attached is a screen shot of the strip tool and the data. I have not heard from David yet but I do not expect the TCS to be operational today. 

The bad thermal motor protection relay for the crane has been replaced with a new unit. Crane was tested in pendant(local) operation and all drives worked.

 Travis and I completed an electrical check on the wiring harness for the devices on the ground plane. All lines passed 500V with the megger except for PNG and the BTM steerer. Those devices had a short to ground. of ~1.4ohm.

 Maico removed the containment box today allow Travis and I to further test the wiring harness. I disconnected the junction block and Travis and I repeated the test from yesterday. The all lines except the PNG tested OL. The module was then lowered and the twisted pair connected to the pin that corresponds to the steerer labeled BTM (it is likely this is not labeled correctly). This testing showed showed that the source of the short found yesterday is in the wiring harness or the source tray. The PNG gauge was then tested again. When beeping out the harness to find the location of the pin it was found that the short had gone away. This circuit was then tested with the megger at 500V and showed OL. Don Jackson has suggested looking at the SHV feed through. It is difficult to determine where the source of the problem is as it is intermittent. The source tray side wiring harness for the steerers was then disconnected from the steerers and tested to OL. Finally the connections on the source tray were tested. It was determined that the third socket down (see attached picture) has a short somewhere to ground. When Chad returns on Friday I will have him complete a visual inspection and if the source can be found we may be able to deflect the line. Failing that to repair this connection a new steerer cone assembly will need to be installed.

Using in cell camera and transit the suspect line on the steerers was inspected as best as possible. An existing photo of the complete steerers before installation was used for comparison. The wiring and beading inspected today showed no obvious problems, breaks or spots where there may be a short. In comparison to the photo from construction, what we could see of the steerers looked identical to the original installation.

chad fisher wrote:

Using in cell camera and transit the suspect line on the steerers was inspected as best as possible. An existing photo of the complete steerers before installation was used for comparison. The wiring and beading inspected today showed no obvious problems, breaks or spots where there may be a short. In comparison to the photo from construction, what we could see of the steerers looked identical to the original installation.

 The test was repeated to confirm that there was a short.

I moved 5 shielding blocks from ITW to block storage area.

The blocks have been removed from the west target station. The fields at the top of the target pit at the railing at waist level is about 80uSv/hr, Turbo pumps are about 805uSv/hr, backing lines for the turbos about a 1mSv/hr and the average field in the area of work down in the pit is about 600 to 750uSv/hr. The proton beam went off at 10:45 on December 2nd, these measurements were done at 09:00 on December 3rd.

Another set of field measurement was done at the west target station. At the top of the west target station at the railing the field ranged from 50 to 70 uSv/hr. The turbo pumps had field of about 650uSv/hr, the area over the dump was about 750uSv/hr, the area over the HV cover and the south side was about 450uSv/hr. These measurements were done at 13:15 on December 3rd.

 It was attempted to HV condition TM2 to 55kV and leave it operating there for an hour to demonstrate stability. Unfortunately at 52.65kV a spark destroyed the canbus controller. This controller had shown issues in the past but seemed to magically fixed itself. I will contact Hubert for another card. Attached  is is a screen shot of the stip tools. 

I installed 8 new bolts(3/8-16 UNC x1.25  STL) on the ITE TP3. The ITE TP3 replacement job is done. Everything is connected back to the pump. and it is ready for starting.

Chad and I leak checked TM4 heat shied water circuit at SHC. The pumping down was very good.Base leak rate 0.0xe-9 atm.cc/sec. BP 0.0xe-4torr. Sprayed helum twice on both VCR fittings.There is no response on leak detector.  The circuit is leak tight.

I connected TM4 in ITE. All turbo pumps have been started and wok fine including new TP3. Everything is good so far.

Today 55kV was applied to TM2 and held for over 1 hour with the EINZEL at 27.5kV. There were 2 sparks and the current was unstable at this voltage but this test should be considered a success. Once again while bringing the voltage up the canbus continued to be a problem. After successfully passing the test I continued to raise the BIAS and EINZEL. A spark at 57kV tripped a controller for the vacuum and the canbus. As stated before I believe the module will reach 60kV and that there is an interaction between the EINZEL and the BIAS. I am not certain if that interaction is internal or external to the module. Attached is a screen shot and the dumped data.

I moved 5 shielding blocks to ITE. The ITE is configured to take proton beam.

While under vacuum Travis and I completed diagnostics of the HV chase. Majority of the lines showed OL at 1kV but there were the following "failures"

A to P @ 250V 716kOhm
A to Q @ 1kV 25.18MOhm
B to C with ohm meter 8Mohm @250V 830kOhm
B to D @ 1kV 15.57MOhm
C to D @1kV 16.18 MOhm
P to Q @1kV 1.069 GOhm
G to J with ohm meter dead short.

Ideally all of these values would be OL and they may improve or get worse when the source tray is installed depending on where the electrical contact is. I need to discuss with Friedhelm but I believe that as these values the module can still operate. Without changing the HV chase there is very little chance of improving these values.

I have managed to reduce the field at the broken manipulator from 12 mSv/h to 400 uSv/h.