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NASA NTRS1989

Electric propulsion options for 10 kW class earth space missions

Five and 10 kW ion and arcjet propulsion system options for a near-term space demonstration experiment have been evaluated. Analyses were conducted to determine first-order propulsion system performance and system component mass estimates. Overall mission performance of the electric propulsion systems was quantified in terms of the maximum thrusting time, total impulse, and velocity increment capability available when integrated onto a generic spacecraft under fixed mission model assumptions. Maximum available thrusting times for the ion-propelled spacecraft options, launched on a DELTA II 6920 vehicle, range from approximately 8,600 hours for a 4-engine 10 kW system to more than 29,600 hours for a single-engine 5 kW system. Maximum total impulse values and maximum delta-v's range from 1.2x10(7) to 2.1x10(7) N-s, and 3550 to 6200 m/s, respectively. Maximum available thrusting times for the arcjet propelled spacecraft launched on the DELTA II 6920 vehicle range from approximately 528 hours for the 6-engine 10 kW hydrazine system to 2328 hours for the single-engine 5 kW system. Maximum total impulse values and maximum delta-v's range from 2.2x10(6) to 3.6x10(6) N-s, and approximately 662 to 1072 m/s, respectively.

Patterson, M. J.↗

NASA NTRS1989

5-kW arcjet power electronics

The initial design and evaluation of a 5 kW arcjet power electronics breadboard which as been integrated with a modified 1 kW design laboratory arcjet is presented. A single stage, 5 kW full bridge, pulse width modulated (PWM), power converter was developed which was phase shift regulated. The converter used metal oxide semiconductor field effect transistor (MOSFET) power switches and incorporated current mode control and an integral arcjet pulse ignition circuit. The unoptimized power efficiency was 93.5 and 93.9 percent at 5 kW and 50A output at input voltages of 130 and 150V, respectively. Line and load current regulation at 50A output was within one percent. The converter provided up to 6.6 kW to the arcjet with simulated ammonia used as a propellant.

Gruber, R. P.↗

NASA NTRS1989

Electric Propulsion Options for 10 kW Class Earth-Space Missions

Five and 10 kW ion and arcjet propulsion system options for a near-term space demonstration experiment were evaluated. Analyses were conducted to determine first-order propulsion system performance and system component mass estimates. Overall mission performance of the electric propulsion systems was quantified in terms of the maximum thrusting time, total impulse, and velocity increment capability available when integrated onto a generic spacecraft under fixed mission model assumptions. Maximum available thrusting times for the ion-propelled spacecraft options, launched on a DELTA 2 6920 vehicle, range from approximately 8,600 hours for a 4-engine 10 kW system to more than 29,600 hours for a single-engine 5 kW system. Maximum total impulse values and maximum delta-v's range from 1.2x10 (exp 7) to 2.1x10 (exp 7) N-s, and 3550 to 6200 m/s, respectively. Maximum available thrusting times for the arcjet propelled spacecraft launched on the DELTA 2 6920 vehicle range from approximately 528 hours for the 6-engine 10 kW hydrazine system to 2328 hours for the single-engine 5 kW system. Maximum total impulse values and maximum delta-v's range from 2.2x10 (exp 6) to 3.6x10 (exp 6) N-s, and approximately 662 to 1072 m/s, respectively.

Patterson, M. J.↗

NASA NTRS2001

Modular 5-kW Power-Processing Unit Being Developed for the Next-Generation Ion Engine

The NASA Glenn Research Center is developing a 5- to 10-kW ion engine for a broad range of mission applications. Simultaneously, a 5-kW breadboard power-processing unit (PPU) is being designed and fabricated by Boeing Electron Dynamic Devices, Torrance, California, under contract with Glenn. The beam supply, which processes up to 90 percent of the power into this unit, consists of four 1.1-kW power modules connected in parallel, equally sharing the output current. The modular design allows scalability to higher powers as well as the possibility of implementing an N + 1 redundant beam supply. A novel phaseshifted/pulse-width-modulated, dual full-bridge topology was chosen for this module design for its efficient switching characteristics. A breadboard version of the beam power supply module was assembled. Efficiencies ranging between 91.6 and 96.9 percent were measured for an input voltage range of 80 to 160 V, an output voltage range of 800 to 1500 V, and output powers from 0.3 to 1.0 kW. This beam supply could result in a PPU with a total efficiency between 93 and 95 percent at a nominal input voltage of 100 V. This is up to a 4-percent improvement over the state-of-the-art PPU used for the Deep Space 1 mission. A flight-packaged PPU is expected to weigh no more than 15 kg, which represents a 50-percent reduction in specific mass from the Deep Space 1 design. This will make 5-kW ion propulsion very attractive for many planetary missions.

Pinero, Luis R.↗

NASA NTRS2013

Langmuir Probe Measurements Within the Discharge Channel of the 20-kW NASA-300M and NASA-300MS Hall Thrusters

NASA is presently developing a high-power, high-efficiency, long-lifetime Hall thruster for the Solar Electric Propulsion Technology Demonstration Mission. In support of this task, studies have been performed on the 20-kW NASA-300M Hall thruster to aid in the overall design process. The ability to incorporate magnetic shielding into a high-power Hall thruster was also investigated with the NASA- 300MS, a modified version of the NASA-300M. The inclusion of magnetic shielding would allow the thruster to push existing state-of-the-art technology in regards to service lifetime, one of the goals of the Technology Demonstration Mission. Langmuir probe measurements were taken within the discharge channels of both thrusters in order to characterize differences at higher power levels, as well as validate ongoing modeling efforts using the axisymmetric code Hall2De. Flush-mounted Langmuir probes were also used within the channel of the NASA-300MS to verify that magnetic shielding was successfully applied. Measurements taken from 300 V, 10 kW to 600 V, 20 kW have shown plasma potentials near anode potential and electron temperatures of 4 to 12 eV at the walls near the thruster exit plane of the NASA-300MS, verifying magnetic shielding and validating the design process at this power level. Channel centerline measurements on the NASA-300M from 300 V, 10 kW to 500 V, 20 kW show the electron temperature peak at approximately 0.1 to 0.2 channel lengths upstream of the exit plane, with magnitudes increasing with discharge voltage. The acceleration profiles appear to be centered about the exit plane with a width of approximately 0.3 to 0.4 channel lengths. Channel centerline measurements on the NASA-300MS were found to be more challenging due to additional probe heating. Ionization and acceleration zones appeared to move downstream on the NASA-300MS compared to the NASA-300M, as expected based on the shift in peak radial magnetic field. Additional measurements or alternative diagnostics will be needed to verify peak electron temperatures in the NASA-300MS and compare them with model predictions.

Hall thruster↗

NASA NTRS2013

Performance and Thermal Characterization of the NASA-300MS 20 kW Hall Effect Thruster

NASA's Space Technology Mission Directorate is sponsoring the development of a high fidelity 15 kW-class long-life high performance Hall thruster for candidate NASA technology demonstration missions. An essential element of the development process is demonstration that incorporation of magnetic shielding on a 20 kW-class Hall thruster will yield significant improvements in the throughput capability of the thruster without any significant reduction in thruster performance. As such, NASA Glenn Research Center and the Jet Propulsion Laboratory collaborated on modifying the NASA-300M 20 kW Hall thruster to improve its propellant throughput capability. JPL and NASA Glenn researchers performed plasma numerical simulations with JPL's Hall2De and a commercially available magnetic modeling code that indicated significant enhancement in the throughput capability of the NASA-300M can be attained by modifying the thruster's magnetic circuit. This led to modifying the NASA-300M magnetic topology to a magnetically shielded topology. This paper presents performance evaluation results of the two NASA-300M magnetically shielded thruster configurations, designated 300MS and 300MS-2. The 300MS and 300MS-2 were operated at power levels between 2.5 and 20 kW at discharge voltages between 200 and 700 V. Discharge channel deposition from back-sputtered facility wall flux, and plasma potential and electron temperature measurements made on the inner and outer discharge channel surfaces confirmed that magnetic shielding was achieved. Peak total thrust efficiency of 64% and total specific impulse of 3,050 sec were demonstrated with the 300MS-2 at 20 kW. Thermal characterization results indicate that the boron nitride discharge chamber walls temperatures are approximately 100 C lower for the 300MS when compared to the NASA- 300M at the same thruster operating discharge power.

High power↗

NASA NTRS2017

150 kW Class Solar Electric Propulsion Spacecraft Power Architecture Model

The National Aeronautics and Space Administration (NASA) Solar Electric Propulsion Technology Demonstration Mission in conjunction with PC Krause and Associates has created a Simulink-based power architecture model for a 50 kilo-Watt (kW) solar electric propulsion system. NASA has extended this model to investigate 150 kW solar electric propulsion systems. Increasing the power system capability from 50 kW to 150 kW better aligns with the anticipated power requirements for Mars and other deep space explorations. The high-power solar electric propulsion capability has been identified as a critical part of NASAs future beyond-low-Earth-orbit for human-crewed exploration missions. This paper presents multiple 150 kW architectures, simulation results, and a discussion of their merits.

Power Control↗

NASA NTRS2018

Power Processing and Flow Control for a 100 kW Hall Thruster System

Aerojet Rocketdyne's NextSTEP program is developing and demonstrating a 100 kW Electric Propulsion (EP) system, the XR-100, which includes a modular power processing unit and modular xenon feed system to operate a Nested Hall Thruster (NHT) designed for powers up to 200 kW. The NextSTEP system is intended for use on large scale cargo transportation to support human missions to the Moon and Mars, which require very high-power Solar Electric Propulsion (SEP) systems operating between 200 and 400 kW. The three-year program objective is to operate the integrated EP system continuously at 100 kW for 100 hours, advancing this very high-power EP system to Technology Readiness Level (TRL) 5. In order to process the power and control propellant flow for this high-power system, Aerojet Rocketdyne has developed a modular concept for the Power Processing Units (PPUs) and Xenon feed system. The program has completed testing of critical elements of the PPU and feed system with a thruster simulator. Design upgrades to demonstrate the TRL 5 capabilities are underway. This paper will present an overview of the program and system design approach, the high power XR-100 capabilities of the PPU and feed system, and the latest test results for the 100 kW EP system demonstration program. In order to successfully execute this contract, there is a close collaboration between the teammates at Aerojet Rocketdyne (AR), the University of Michigan (UM), the NASA Jet Propulsion Laboratory (JPL), and the NASA Glenn Research Center (GRC).

Soendker, Erich↗

NASA NTRS2018

Power Processing and Flow Control for a 100 kW Hall Thruster System

Hablitzel, Sam↗

NASA NTRS2017

High-Power Performance of a 100-kW Class Nested Hall Thruster

The performance of a three-channel, 100-kW class nested Hall thruster was evaluated on xenon propellant for total powers up to 102 kW at NASA Glenn Research Center. The thruster demonstrated stable operation in all seven available channel combinations at discharge voltages from 300 V to 500 V and three different current densities. The resulting test matrix contained forty-six unique conditions ranging from 5 to 102 kW total power and 16 to 247 A discharge current. At each operating condition, thruster performance was measured, and from these measurements specific impulse and efficiency were calculated. All seven channel combinations showed similar performance at a given discharge voltage and current density. The largest thrust recorded was 5.4 N ± 0.1 N at 99 kW, 400 V discharge voltage. Total efficiency and specific impulse ranged from 0.54 to 0.67 ± 0.03 and 1800 seconds to 2650 seconds ± 60 seconds, respectively. It was found that the thrust of the three channels firing together was not larger than the sum of each channel firing individually. Discharge current oscillations were also characterized with peak-to-peak and root-mean-square values and with power spectral density analysis. The implications of these results are discussed in the context of operation beyond 100 kW, as well as the general viability of NHT technology for future mission applications.

Hall, Scott J.↗

NASA NTRS2021

Performance and High-Speed Characterization of a 100-kW Nested Hall Thruster

The performance of a three-channel, 100-kW class nested Hall thruster was evaluated on xenon propellant for total powers up to 102 kW. The thruster demonstrated stable operation in all seven available channel combinations at discharge voltages from 300 V to 500 V and three different current densities. The resulting test matrix contained forty-six unique conditions ranging from 5 to 102 kW total power and 16 to 247 A discharge current. At each operating condition, thrust and telemetry was measured, and from these measurements specific impulse and efficiency were calculated. All seven channel combinations showed similar performance at a given discharge voltage and current density. The largest thrust recorded was 5.4 N ± 0.1 N at 99 kW, 400 V discharge voltage. Total efficiency and specific impulse ranged from 0.54 to 0.67 ± 0.03 and 1800 seconds to 2650 seconds ± 60 seconds, respectively. It was found that the thrust of the three channels firing together was not larger than the sum of each channel firing individually. Discharge current oscillations were also characterized with peak-to-peak and root-mean-square values and with high-speed camera analysis, which provide insight into how the discharge channels oscillate, and how those oscillations are affected by the presence of other operating channels. The implications of these results are discussed in the context of operation beyond 100 kW, as well as the general viability of NHT technology for future mission applications.

High-power↗

NASA NTRSDate not supplied

Extended Performance Characterization of the 12.5-kW Advanced Electric Propulsion System Engineering Test Unit Hall Thruster

This work presents a summary of the first detailed performance assessment of the Advanced Electric Propulsion System (AEPS) Engineering Test Unit 2 (ETU-2) thruster produced by Aerojet Rocketdyne at the throttle conditions most relevant for AEPS application on the Gateway Power and Propulsion Element (PPE). First, an assessment was performed of ETU-2 performance and backpressure sensitivity at the previously-tested throttle points of 300 V/6.25 kW, 400 V/8.33 kW, 500 V/10.42 kW, and 600 V/12.5 kW that confirmed ETU-2 and the test facility were both operating nominally and consistent with historical baselines. ETU-2 performance and stability were then assessed throughout the PPE throttle range of 2.6-12 kW and shown to be in-family with predictions based on the scaling of previous results. Taken together, these results will help inform application of AEPS on PPE as the AEPS design progresses towards its Critical Design Review.

Jason D Frieman↗

NASA NTRSDate not supplied

Extended Performance Characterization of the 12.5-kW Advanced Electric Propulsion System Engineering Test Unit Hall Thruster

HERMeS↗

NASA NTRSDate not supplied

Development Of 12 Kw Hall Thrusters for Nasa Lunar Gateway Power And Propulsion Element

NASA is embarking on a new and exciting era of human exploration to the Moon and its vicinity. As part of the Artemis program, NASA is developing the lunar Gateway, an orbiting platform in Near Rectilinear Halo Orbit (NRHO) about the Moon. The first two elements of the Gateway will be launched in 2024 and will be transferred from a high Earth orbit to the NRHO via the use of Solar Electric Propulsion (SEP). The SEP system is located on the Power and Propulsion Element (PPE) which will provide up to 60 kW of power. Aerojet Rocketdyne is developing the 12 kW flight Hall thrusters to be used for transferring the PPE and the Habitat and Logistics Outpost (HALO) module to NRHO. Work is continuing on the development testing, and these results will be described in the paper. The project has also recently completed its critical design review and is transitioning to the fabrication of the three flight thrusters. The 12 kW Hall thrusters are being developed under the NASA Advanced Electric Propulsion System (AEPS) program. As part of the AEPS program, AR built two Engineering Test Unit (ETU) Hall thrusters based on the NASA HERMeS engine and conducted a series of tests to validate the design. One series of tests focused on environments and functional testing, while the other series was mainly focused on long duration test blocks. Results from these tests were used to compare with NASA data from the HERMeS thruster. The comparison of the test results showed no change to the critical performance and lifetime parameters, which enabled the next phase of the program to proceed. Currently testing is continuing on the Engineering Development Units (EDU) as part of the flight qualification activities. The successful completion of the CDR serves as the starting point for the flight thruster fabrication, which is now underway to support the launch of the Gateway modules in 2024. The development and qualification of the AEPS 12 kW Hall thrusters is proceeding well. As the program completes CDR and transitions into flight builds of the three 12 kW Hall thrusters that will be used to transfer the combined PPE and HALO stack to the NRHO, the results of the development testing are reviewed in this presentation, and a status of the program and future plans is provided. The launch of the two Gateway modules and the transfer of this large payload to cislunar orbit will mark a significant milestone in electric propulsion, as it will demonstrate the ability of SEP to transfer very large payloads over great distances. This establishes the precedent that could lead to cargo transfers from the Earth to the Moon or even to Mars using SEP.

Hall thrusters↗

NASA NTRSDate not supplied

High-Propellant Throughput Sub-kW Electric Propulsion System for Deep Space Science and Exploration

The National Aeronautics and Space Administration (NASA) is maturing high-propellant throughput sub-kilowatt electric propulsion technologies to enable small spacecraft deep space science and exploration missions with high delta-v requirements. The pathfinder model (PM) propulsion system consists of the H71M-PM Hall-effect thruster, a breadboard 1-kW power processing unit (PPU), and a propellant flow control system. The propulsion system requirements balance the needs of various high delta-v NASA and commercial industry mission concepts to achieve a design that both enables a variety of NASA small spacecraft deep space missions, while remaining viable for select commercial applications. The H71M-PM thruster has completed performance characterization and three 500-h short duration wear tests (SDWT). The propulsion system provides stable thrust generation over a wide range of operating conditions from 200 W to 1 kW, and 200 V to 400 V. The thruster has demonstrated a thrust as high as 68 mN at 300 V and 1 kW. The thruster has similarly demonstrated a specific impulse of 1850 s at 400 V and 1 kW. Key surfaces were machined between each SDWT to simulate accelerated discharge channel and pole cover erosion. Profilometry scans across masked pole cover surfaces were conducted to determine erosion rates. SDWT results support that a target thruster lifetime of 14 kh with 50% margin is achievable. Component testing has demonstrated propellant azimuthal flow uniformity better than ± 2 percent of the nominal value, azimuthal magnetic field uniformity better than ± 0.5 percent of the nominal value, and cathode heater cycle testing to greater than 30,000 cycles. Propulsion system integrated system testing is planned to use the H71M-PM and a breadboard 1-kW PPU. Pathfinder model test results are now supporting the design of the H71M-EM engineering model thruster. A second-generation breadboard PPU has been fabricated and is currently under test. NASA has made these technologies available to U.S. industry through a no cost, nonexclusive license agreement.

Hall↗

NASA NTRS1971

Test of 50-kw heat-pipe radiator.

A heat pipe radiator consisting of 100 sodium-filled, 1.91-cm OD, stainless steel heat pipes has been tested at temperatures up to 760 C. This radiator was initially designed to have a heat pipe temperature of 740 C with a central coolant channel temperature of 771 C. The as-fabricated radiator heat pipe temperatures varied from 605 C to 700 C when the central coolant channel average temperature was 740 C. The heat pipes operated at 25 C to 110 C lower-than-expected temperatures, resulting in a 43 kW heat rejection capability vs the 50 kW design goal and the 65 kW ultimate capability of the radiator. The 43 kW heat rejection yields a mass/heat rejection ratio of 0.182 kg/kWt which is good for this early state-of-the-art heat pipe radiator. An end-of-mission life specific weight of 0.154 kg/kW is apparently achievable with improvements in radiator fabrication and brazing techniques.

Kikin, G. M.↗

NASA NTRS1979

The 25 kW power module evolution study. Part 3: Conceptual designs for power module evolutions. Volume 3: Cost estimates

Cost data generated for the evolutionary power module concepts selected are reported. The initial acquisition costs (design, development, and protoflight unit test costs) were defined and modeled for the baseline 25 kW power module configurations. By building a parametric model of this initial building block, the cost of the 50 kW and the 100 kW power modules were derived by defining only their configuration and programmatic differences from the 25 kW baseline module. Variations in cost for the quantities needed to fulfill the mission scenarios were derived by applying appropriate learning curves.

Source record↗

NASA NTRS1980

Space radiator trade studies for the 25 kW Power System

Advanced radiator designs which will survive the meteoroid hazard of near earth orbit for five years are evaluated for the 25 kW Power System. Weight comparisons of heat pipe radiators and pumped fluid radiators incorporating meteoroid bumpers are presented for the initial 25 kW Power System and growth versions to 250 kW. The heat pipe concept is enhanced by a new design of the thermal interface between the heat pipe and coolant loop. The results show small weight differences between the advanced heat pipe and pumped fluid concepts for heat loads up to about 50 kW. The heat pipe panels have a weight advantage for larger heat loads.

Howell, H. R.↗